Beware; new VFR transponder code procedure varies across Canada

By Kevin Psutka

Nav Canada has been installing a new electronic flight progress system (EXCDS - EXtended Computer Display System) across Canada in order to automate the processing of data and to reduce staff in control towers.

What this means for VFR fliers is that at many locations you no longer can simply call ground or clearance delivery prior to taxi in order to receive a transponder code. Victoria tower (CYYJ) is the most recent to transition to EXCDS and new procedures have been implemented for departing the airport or any other location within the zone.

Each time this roll out occurs, there is confusion and in some cases resentment on the part of some pilots, who contact COPA for action.

COPA has been involved in this issue since it was first introduced in Winnipeg several years ago and we have been trying to encourage Nav Canada to consider alternatives to mandatory procedure that are also employed inconsistently across Canada.

As of April 13, Victoria Clearance Delivery no longer issues transponder codes. VFR pilots departing CYYJ must obtain a transponder code by either filing a VFR flight plan with Kamloops FIC, or call 1-888-YVR-CODE prior to departure to request a code. The procedures are detailed in the CFS and also refer to the procedure for departing, arriving or transiting the Vancouver terminal airspace.

The CFS "PRO" section for CYYJ now states:

"All VFR aircraft departing within Victoria Tower Class C Airspace that are not on a Flight Plan or Flight Itinerary are required to call Vancouver ACC at 1-888-987-2633 (1-888-YVR-CODE) or 1-604-586-4595 for a transponder code assignment at least 30 min. (but not more than 2 hours) prior to flight."

Neal Carmichael, CYYJ Tower Manager, issued an information bulletin to clarify that all VFR aircraft departing anywhere within the Victoria control zone must obtain a discrete transponder code prior to flight by one of two methods:

1)Contact VR ACC (1-888-YVR-CODE) - After calling VR ACC and giving aircraft identification, aircraft type, proposed departure time and destination, the ATOS (Air Traffic Operations Specialist) will issue a discrete code to the pilot for the planned flight. The code will also be sent to Victoria Tower's electronic system.

2)VFR Flight Plan - Kamloops FIC will forward Flight Plan information to VR ACC and a discrete code will be generated for Victoria Tower's system.

** If using this method the pilot will not receive the discrete code from Kamloops FIC over the phone, pilots will obtain the discrete code from Victoria Clearance Delivery upon contact for initial clearance.

In both cases, departing aircraft still must contact Victoria Clearance Delivery or Victoria Ground (outside of Clearance Delivery hours) for initial departure instructions.

Although there are several advantages to EXCDS, COPA believes there are also some problems for VFR fliers.

There are currently subtle differences at various locations, and in some cases, they are contradictory. At some locations, it is only necessary to obtain a code when departing an airport. At others, it is necessary to obtain a code whenever the airspace (terminal and/or control zone) will be penetrated. And in some cases, it is unclear.

For example, the Calgary (CYYC) CFS listing in the PRO section states that the procedure is only necessary for departing from CYYC, similar to Victoria’s procedure. However, the listing for neighbouring Springbank (CYBW) states that the procedure must be followed any time the Calgary Class C airspace will be penetrated and this information is located in the FLT PLN section instead of the PRO section.

At some locations, the code can only be obtained by calling on the telephone (if a flight plan has not been filed), while at others, such as Vancouver, the code can be obtained from neighbouring control towers while in flight.

A pilot from one part of the country, who is used to the code procedure for that location, may at least be confused by the differing procedures at other locations and at most assume one procedure is in effect only to learn in the air that another is in place. Confusion can lead to flight safety issues.

At all locations except Ottawa, the procedure is mandatory, and this has safety implications. Nav Canada agreed with COPA to try a non-mandatory procedure for Ottawa, with the understanding that service may be denied at times when controller workload prevents immediate service. This has been in effect for some time now and we are not aware of any difficulties, either with non-compliance or controller workload.

COPA believes that pilots will be more compliant with a non-mandatory procedure than one that says "are required" or "must obtain."

There may be reasons, such as weather avoidance or a change of plans while airborne, that would make penetration of the airspace desirable or even necessary. If pilots feel compelled to avoid the airspace because they forgot to call for a code, tried but for whatever reason could not reach the agent prior to take off, or had a change of plans in the air, they will tend to crowd around the fringes of the airspace or go underneath, with a consequent increase in the risk of collision.

COPA has called on Nav Canada to review the experience in Ottawa. If, as we suspect, there is good compliance with the non-mandatory procedure, the PRO wording in the CFS for Ottawa should be adopted nation-wide for consistency.

COPA is not opposed to the procedure for obtaining a code and we fully understand the technical reasons why it was introduced. However, a mandatory procedure may solve one problem for NavCan (elimination of staff and automation of data recording with EXCDS), but introduce problems for VFR users of the system, and some of these problems are safety related.

Inconsistent procedures can lead to confusion and these inconsistencies need to be resolved, for safety’s sake.

Recent communications with senior Nav Canada staff indicate a willingness to review the issues raised by COPA. In the meantime, members are encouraged to study the procedure for each airport thoroughly.

It may be in the PRO section or the FLT PLN section of the CFS. If you are new to an area where the procedure may be in place, ask local pilots about unique procedures or call the telephone numbers listed in the CFS and ask before you fly.