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zodierocket(at)hsfx.ca
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 Posted: Tue Feb 27, 2007 4:37 am Post subject: Flying into Canada |
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Canada is a great choice destination for aviators from the United
States. We are just different enough to make your trip interesting, but
not so different that you would be uncomfortable. Our country is
renowned for its thousands of square miles of pristine wilderness, ideal
for all outdoor pursuits. We invite you to also experience our cities;
they represent a unique and pleasant experience of their own. There’s
something for everyone.
In order to help with your plans for a trip to Canada, we've prepared
the following summary of information. Remember, it’s not that different.
We have developed our own aviation system and our own procedures in
response to our climate and geography, which differ slightly from what
you are used to, but they will not make flying unmanageable.
Transport Canada, Civil Aviation
The Civil Aviation directorate is part of the Safety and Security Group
of Transport Canada. The FAA performs a similar function in the United
States. Though we have the ability to carry a big stick, our role here
is to facilitate your visit to Canada to help you fly safely and ensure
that you are aware of any regulatory differences that may affect you
trip. This document tries to answer the most common questions, but if
you are uncertain of anything, give us a call. Our numbers are listed at
the end of this document.
Coming to Canada by small aircraft
Pilots must report to Canada Customs using the telephone reporting
system. Call the toll free telephone number 1-888-226-7277 at least two
hours, but no more than 48 hours prior to departing for Canada. A second
call is required upon your arrival in Canada. You are required to bring
photo I.D. and proof of Citizenship; i.e. Birth Certificate or Passport.
Import restrictions apply to certain items. Handguns, pepper spray and
certain other weapons are prohibited. Calling 1-888-226-7277 arranges
your Customs clearance only. It does not replace the requirements to
file a flight plan with NAVCAN. Designated ports of entry are listed in
the Canada Flight Supplement, which is the official Canadian "Airports
and Frequency Guide". Information on obtaining one is provided later.
Need more information on reporting to Customs, visit the Canada Border
Services Agency's (CBSA) website.
When you return to the United States, you should consult the U.S.
Private Flyers Guide for information about customs services at U.S.
Airports. Contact the U.S. Customs Office for more information on this
program.
Aircraft and Pilot Documentation
Generally, U.S. registered aircraft need only the documentation required
by the Federal Aviation Administration. However, you should note the
following:
Pilots of aircraft with a Special Airworthiness Certificate –
Experimental
For the purpose of operating a United States registered Amateur Built
aircraft in Canadian airspace you will need to obtain a HYPERLINK
"http://www.tc.gc.ca/civilaviation/maintenance/aarpe/Recreational/menu.h
tm"Standardized Validation that can be downloaded from Transport
Canada’s website.
Pilots of aircraft with a Special Airworthiness Certificate
Other than Amateur-Built aircraft, you must obtain a validation from a
Transport Canada Office prior to entering Canadian Airspace. This
applies even for overflights where no stop is intended. Contact the
Transport Canada Regional office nearest your point of departure for
more information; and
Ultra-light aircraft operating without any regulatory authority (e.g.
CFR 103 in the United States)
These aircraft cannot be operated in Canada.
Insurance
Aircraft operated in Canada must subscribe to liability insurance and
carry proof of that insurance on board the aircraft. Amount of coverage
is based on the use of the aircraft and the maximum take-off weight. For
example, a private aircraft owner must hold liability insurance covering
risks of public liability in an amount that is not less than
* $100,000, where the maximum permissible take-off weight of the
aircraft is 1,043kg (2,300 pounds) or less;
* $500,000, where the maximum permissible take-off weight of the
aircraft is greater than 1,043kg (2,300 pounds) but not greater than 2
268 kg (5,000 pounds); etc.
Refer to the HYPERLINK
"http://tcinfo/aviation/REGSERV/CARAC/CARS/cars/606e.htm#606_02"Canadian
Aviation Regulations, Section 606.02, for full details.
Planning your Flight
There's not much different here. Canadian charts are similar in format
and appearance to U.S. charts. Here is a quick summary:
VFR Charts
* VNC (Visual Navigation Series) Charts - These are the equivalent
of U.S. Sectional Charts and are produced at a 1:500,000 scale;
* WAC (World Aeronautical Charts) - For pilots who prefer charts a
1:1,000,000 scale, these are basically the same as the U.S. version; and
* VTA (VFR Terminal Area) Charts - These are terminal area charts
produced for major airports at a 1:250,000 scale
IFR Charts
As in the United States, enroute charts for IFR flight can be obtained
from Jeppesen or from NavCanada.
Canada Flight Supplement
This document is the official “Airport and Frequency Guide” for Canada.
Not only does it include vital information about Canadian Airports, but
also airspace, local flight procedures, preferred IFR Routings and more.
To obtain any VFR, IFR charts or a Canada Flight Supplement, HYPERLINK
"http://www.navcanada.ca/navcanada.asp?gL=EN&Pid=9&Sid=0&mPath=aeropubs/
default.asp?checksides=false"contact NavCanada directly.
Flight Plans and Weather Information
Canada has a network of flight service stations to accept flight plans
and provide weather information services. The Canada Flight Supplement
contains the local telephone numbers or call 1-866-WX-BRIEF to contact
the nearest FSS to your location. Transborder flights require a flight
plan. Within Canada, for flights of more than 25 nautical miles, you
have two options. You can either file a flight plan with one of our
Flight Service Stations or you can file a flight itinerary with a
responsible person. The Canada Flight Supplement provides more
information.
Weather information is presented in the TAF/METAR format with some minor
technical differences. Canadian weather and NOTAMS can be accessed
through DUATS, other on-line services or from HYPERLINK
"http://www.flightplanning.navcanada.ca/cgi-bin/CreePage.pl?Langue=angla
is&NoSession=NS_Inconnu&Page=forecast-observation&TypeDoc=html"NavCanada
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Michael Valentine
Joined: 09 Jan 2006
Posts: 108
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| Posted: Tue Feb 27, 2007 7:31 am Post subject: Flying into Canada |
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I know it may not be specifically zenith oriented, but I have removed the "do n*t archive" from the bottom message so that I can always find this.
Thanks for this Mark - it is a great overview.
Michael in NH, who would love to come N of the border!
On 2/27/07, ZodieRocket <zodierocket(at)hsfx.ca (zodierocket(at)hsfx.ca)> wrote: | Quote: |
Canada is a great choice destination for aviators from the United States. We are just different enough to make your trip interesting, but not so different that you would be uncomfortable. Our country is renowned for its thousands of square miles of pristine wilderness, ideal for all outdoor pursuits. We invite you to also experience our cities; they represent a unique and pleasant experience of their own. There's something for everyone.
In order to help with your plans for a trip to Canada , we've prepared the following summary of information. Remember, it's not that different.
We have developed our own aviation system and our own procedures in response to our climate and geography, which differ slightly from what you are used to, but they will not make flying unmanageable.
[b]Transport [/b][b]Canada[/b][b] , Civil Aviation[/b]
The Civil Aviation directorate is part of the Safety and Security Group of Transport Canada . The FAA performs a similar function in the United States . Though we have the ability to carry a big stick, our role here is to facilitate your visit to Canada to help you fly safely and ensure that you are aware of any regulatory differences that may affect you trip. This document tries to answer the most common questions, but if you are uncertain of anything, give us a call. Our numbers are listed at the end of this document.
[b]Coming to [/b][b] Canada[/b][b] by small aircraft [/b]
Pilots must report to Canada Customs using the telephone reporting system. Call the toll free telephone number 1-888-226-7277 at least two hours, but no more than 48 hours prior to departing for Canada . A second call is required upon your arrival in Canada . You are required to bring photo I.D. and proof of Citizenship; i.e. Birth Certificate or Passport.
Import restrictions apply to certain items. Handguns, pepper spray and certain other weapons are prohibited. Calling 1-888-226-7277 arranges your Customs clearance only. It does not replace the requirements to file a flight plan with NAVCAN. Designated ports of entry are listed in the Canada Flight Supplement, which is the official Canadian "Airports and Frequency Guide". Information on obtaining one is provided later. Need more information on reporting to Customs, visit the Canada Border Services Agency's (CBSA) website.
When you return to the United States , you should consult the U.S. Private Flyers Guide for information about customs services at U.S. Airports. Contact the U.S. Customs Office for more information on this program.
[b]Aircraft and Pilot Documentation[/b]
Generally, U.S. registered aircraft need only the documentation required by the Federal Aviation Administration. However, you should note the following:
[i]Pilots of aircraft with a Special Airworthiness Certificate – Experimental[/i]
For the purpose of operating a United States registered Amateur Built aircraft in Canadian airspace you will need to obtain a Standardized Validation that can be downloaded from Transport Canada 's website.
[i]Pilots of aircraft with a Special Airworthiness Certificate[/i]
Other than Amateur-Built aircraft, you must obtain a validation from a Transport Canada Office prior to entering Canadian Airspace. This applies even for overflights where no stop is intended. Contact the Transport Canada Regional office nearest your point of departure for more information; and
[i]Ultra-light aircraft operating without any regulatory authority (e.g. CFR 103 in the [/i][i]United States[/i][i])[/i]
These aircraft cannot be operated in Canada .
[b]Insurance[/b]
Aircraft operated in Canada must subscribe to liability insurance and carry proof of that insurance on board the aircraft. Amount of coverage is based on the use of the aircraft and the maximum take-off weight. For example, a private aircraft owner must hold liability insurance covering risks of public liability in an amount that is not less than - $100,000, where the maximum permissible take-off weight of the aircraft is 1,043kg (2,300 pounds) or less;
- $500,000, where the maximum permissible take-off weight of the aircraft is greater than 1,043kg (2,300 pounds) but not greater than 2 268 kg (5,000 pounds); etc.
Refer to the Canadian Aviation Regulations, Section 606.02, for full details.
[b]Planning your Flight[/b]
There's not much different here. Canadian charts are similar in format and appearance to U.S. charts. Here is a quick summary:
[b]VFR Charts[/b] - VNC (Visual Navigation Series) Charts - These are the equivalent of U.S. Sectional Charts and are produced at a 1:500,000 scale;
- WAC (World Aeronautical Charts) - For pilots who prefer charts a 1:1,000,000 scale, these are basically the same as the U.S. version; and
- VTA (VFR Terminal Area) Charts - These are terminal area charts produced for major airports at a 1:250,000 scale
[b] IFR Charts[/b]
As in the United States , enroute charts for IFR flight can be obtained from Jeppesen or from NavCanada.
[b]Canada[/b][b] Flight Supplement[/b]
This document is the official "Airport and Frequency Guide" for Canada . Not only does it include vital information about Canadian Airports , but also airspace, local flight procedures, preferred IFR Routings and more.
To obtain any VFR, IFR charts or a Canada Flight Supplement, contact NavCanada directly.
[b]Flight Plans and Weather Information[/b]
Canada has a network of flight service stations to accept flight plans and provide weather information services. The Canada Flight Supplement contains the local telephone numbers or call 1-866-WX-BRIEF to contact the nearest FSS to your location. Transborder flights require a flight plan. Within Canada , for flights of more than 25 nautical miles, you have two options. You can either file a flight plan with one of our Flight Service Stations or you can file a flight itinerary with a responsible person. The Canada Flight Supplement provides more information.
Weather information is presented in the TAF/METAR format with some minor technical differences. Canadian weather and NOTAMS can be accessed through DUATS, other on-line services or from NavCanada.
[b]Airspace[/b]
Canada's airspace is slightly different than the United States. We use an alphabet system, which basically works the same way.
[b]Traffic Procedures[/b]
At controlled airports the procedures are the same; just be sure to obtain a clearance to enter the control zone PRIOR to operating within it. However, at uncontrolled airports you should be aware that joining the pattern at a 45� angle is not allowed. Some differences in radio reporting requirements also exist at uncontrolled airports. The general rule is: Use your radio to report your intentions on the correct airport frequency at all times.
[b]Survival Equipment[/b]
The Canadian Aviation Regulations require that you carry sufficient equipment to ensure the survival of all on board in the event of a forced landing. Remember, we have some very cold places, some very hot places, some very wet places and some very dry places. Some places afford shelter; others do not. We have some places with a large number of bothersome insects. What you carry is up to you. Given Canada 's climate and geography, consideration must be given to: - starting a fire;
- shelter;
- a signaling device;
- water purification;
- time of year and;
- location (e.g. December in Northern Ontario).
Mark Townsend
Can-Zac Aviation Ltd.
president(at)can-zacaviation.com (president(at)can-zacaviation.com)
www.can-zacaviation.com
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¦·›~‰íúȳ{Z+
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Terry Phillips
Joined: 11 Jan 2006
Posts: 346
Location: Corvallis, MT
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| Posted: Tue Feb 27, 2007 1:44 pm Post subject: Flying into Canada |
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Mark
Thanks for the excellent summary. You did not address Tim's query about E-LSA's. I asked the EAA the same question, but they never replyed.
Specifically, do you know whether Transport Canada has ever authorized entry by pilots flying an Experimental-Light Sport Aircraft, or an Experimental-Amatuer Built Aircraft, under US light sport rules, i.e., without a current class 3 medical?
Terry Phillips
At 07:36 AM 2/27/2007 -0500, you wrote:
[quote]Canada is a great choice destination for aviators from the United States. We are just different enough to make your trip interesting, but not so different that you would be uncomfortable. Our country is renowned for its thousands of square miles of pristine wilderness, ideal for all outdoor pursuits. We invite you to also experience our cities; they represent a unique and pleasant experience of their own. There’s something for everyone.
In order to help with your plans for a trip to Canada, we've prepared the following summary of information. Remember, it’s not that different.
We have developed our own aviation system and our own procedures in response to our climate and geography, which differ slightly from what you are used to, but they will not make flying unmanageable.
Mark Townsend
Can-Zac Aviation Ltd.
president(at)can-zacaviation.com
www.can-zacaviation.com
--
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_________________
Terry Phillips
Corvallis, MT
ttp44<at>rkymtn.net
Zenith 601XL/Jab 3300 slow build kit - Tail feathers done; working on the wings. |
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dougsnash(at)yahoo.com
Guest
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| Posted: Tue Feb 27, 2007 2:54 pm Post subject: Flying into Canada |
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| Quote: | From what I have heard from Transport Canada, at this
time LSAs are not allowed in Canada unless they have a
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gross weight bellow 1200 lbs and then it meets the
Basic Ultralight regulations.
One other problem is the Sport Pilot Driver's License
Medical is not acceptable to Transport. They say it
never will be but that point is debatable. Once the
Sport Pilot rules (including the med) prove they are
safe, Transport might look at the medical standards
further.
As for the LSAs future in Canada. It is supposedly in
the works. Transport Canada and the national aviation
organizations are sorting it out. Maybe later this
year we will know a bit more.
Do Not Archive
Doug MacDonald
NW Ontario, Canada
CH-701 Scratch Builder
Bored stiff? Loosen up...
Download and play hundreds of games for free on Yahoo! Games.
http://games.yahoo.com/games/front
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Float Flyr
Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland
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| Posted: Tue Feb 27, 2007 6:00 pm Post subject: Flying into Canada |
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I asked a similar question, going the other way, on a Canadian group. The reply I got was at this time Canada doesn't recognize the driver's license medical used in sport pilot. The U.S doesn't recognize the Canadian Class 4 medical declaration ( Recreational Pilot Permit...me) I was also told civil servants on both sides of the 49th are supposed to be working diligently (ya right!) to get reciprocal recognition.
Noel [quote]
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Noel Loveys
Kitfox III-A
Aerocet 1100 Floats |
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zodierocket(at)hsfx.ca
Guest
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| Posted: Tue Feb 27, 2007 8:50 pm Post subject: Flying into Canada |
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Terry your right, I will contact Transport tomorrow. I believe that the plane is able to enter into Canada but the pilot needs to have a private or better license. Our Recreational permit in Canada is not allowed to fly in the U.S. and your LSA permit will not allow you to cross into Canada. Our Ultralight pilots may cross into the U.S. authorization but the U.S. Ultralights may not cross into Canada due to the fact that U.S. ultralight pilots don’t have any license. I answered Tim’s enquiry knowing that he holds a private license and did not consider the LSA permit.
Now having said all that and I will check into it for everyone, I know that harmonization between the two countries is under serious consideration and we may see something come into effect by years end which would allow LSA and Recreational permits to cross the border either way. ( but not U.S. Recreational permit, that is a different animal altogether.) Both planes Gross and pilots permits are being discussed at Transport Canada’s CARAC meetings.
Mark Townsend
Can-Zac Aviation Ltd.
president(at)can-zacaviation.com (president(at)can-zacaviation.com)
www.can-zacaviation.com
--
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raymondj(at)frontiernet.n
Guest
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| Posted: Tue Feb 27, 2007 10:14 pm Post subject: Flying into Canada |
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Another possible solution? Is it possible for a U.S. citizen to get a Canadian 4th class medical? Would that solve any problems? Could you operate in Canada with a U.S. sport license and a Canadian 4th class medical if the plane met the requirements? Could you hold a U.S. Private license and no U.S. medical and fly in Canada with a 4th class medical?
Raymond Julian
Kettle River, MN
[quote] --
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Terry Phillips
Joined: 11 Jan 2006
Posts: 346
Location: Corvallis, MT
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| Posted: Tue Feb 27, 2007 11:25 pm Post subject: Flying into Canada |
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Thanks, Mark
In my case, I would be looking at flying with a PPL, but flying light sport without a class 3 medical, i.e., with a driver's license. As long as you're asking, try to find out about that situation. Thank you for looking into this for us. It would be great if our respective governments would get together and develop rules with reasonable reciprocity for each other's pilots.
Terry
At 11:49 PM 2/27/2007 -0500, you wrote:
| Quote: | Terry your right, I will contact Transport tomorrow. I believe that the plane is able to enter into Canada but the pilot needs to have a private or better license. Our Recreational permit in Canada is not allowed to fly in the U.S. and your LSA permit will not allow you to cross into Canada. Our Ultralight pilots may cross into the U.S. authorization but the U.S. Ultralights may not cross into Canada due to the fact that U.S. ultralight pilots don’t have any license. I answered Tim’s enquiry knowing that he holds a private license and did not consider the LSA permit.
Now having said all that and I will check into it for everyone, I know that harmonization between the two countries is under serious consideration and we may see something come into effect by years end which would allow LSA and Recreational permits to cross the border either way. ( but not U.S. Recreational permit, that is a different animal altogether.) Both planes Gross and pilots permits are being discussed at Transport Canada’s CARAC meetings.
Mark Townsend
Can-Zac Aviation Ltd. |
Terry Phillips
ttp44(at)rkymtn.net
[quote][b]
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_________________
Terry Phillips
Corvallis, MT
ttp44<at>rkymtn.net
Zenith 601XL/Jab 3300 slow build kit - Tail feathers done; working on the wings. |
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p.mulwitz(at)worldnet.att
Guest
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| Posted: Wed Feb 28, 2007 3:38 am Post subject: Flying into Canada |
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Hi Mark,
I appreciate your "Sales" effort for flying to Canada. Alas, even though I live about an hour by Zodiac from Vancouver, BC and all the beautiful islands and other attractions in that area I will not go to all the trouble necessary to make that trip. Besides all the issues with flying my plane in Canada with a driver's license instead of a 3rd class medical I also face all the paranoia at the border when attempting to reenter the USA. I don't even have a passport, but that is a requirement to fly into the USA now from Canada. For me, it just isn't worth all the bureaucratic pain.
Maybe in my next life it will be easier to cross the border (just like it was when I was younger).
Paul
XL fuselage
At 08:49 PM 2/27/2007, you wrote:
| Quote: | Terry your right, I will contact Transport tomorrow. I believe that the plane is able to enter into Canada but the pilot needs to have a private or better license. Our Recreational permit in Canada is not allowed to fly in the U.S. and your LSA permit will not allow you to cross into Canada. Our Ultralight pilots may cross into the U.S. authorization but the U.S. Ultralights may not cross into Canada due to the fact that U.S. ultralight pilots don’t have any license. I answered Tim’s enquiry knowing that he holds a private license and did not consider the LSA permit.
Now having said all that and I will check into it for everyone, I know that harmonization between the two countries is under serious consideration and we may see something come into effect by years end which would allow LSA and Recreational permits to cross the border either way. ( but not U.S. Recreational permit, that is a different animal altogether.) Both planes Gross and pilots permits are being discussed at Transport Canada’s CARAC meetings.
Mark Townsend
Can-Zac Aviation Ltd.
president(at)can-zacaviation.com (president(at)can-zacaviation.com)
www.can-zacaviation.com
|
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
[quote][b]
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dougsnash(at)yahoo.com
Guest
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| Posted: Wed Feb 28, 2007 4:03 am Post subject: Flying into Canada |
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Terry, that situation is easy. Sorry but no class
three medical with you PPL, no being PIC in Canada.
As I mentioned in my last post, Transport says they
will "never" allow the driver's license medical.
Never is a long time. Maybe we should just call it
"forseeable Future" instead.
Doug MacDonald
NW Ontario, Canada
Thanks, Mark
In my case, I would be looking at flying with a PPL,
but flying light sport without a class 3 medical,
i.e., with a driver's license. As long as you're
asking, try to find out about that situation. Thank
you for looking into this for us. It would be great if
our respective governments would get together and
develop rules with reasonable reciprocity for each
other's pilots.
Terry
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Michael Valentine
Joined: 09 Jan 2006
Posts: 108
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| Posted: Wed Feb 28, 2007 8:48 am Post subject: Flying into Canada |
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While even I (at 33) recall it being easier to cross the border in the past, getting a passport is easier these days than getting a driver's license (been to a DMV recently?). While in your case the medical is an issue, I foresee no hassle other than fear of the unknown (and despite our best rumors, most of these guys are pretty helpful).
This is the world we live in - we can either give up and sit here on our growing arses or we can educate ourselves, be prepared, and take some great adventures. I vote for not letting perceived bureaurcratic pain derail a great trip.
Michael in NH
p.s. Funny border crossing story going into BC from Eastern Washington a couple years ago. Friends and I going skiing fly out, borrow friend's mom's car. Border guard going into B.C. asks if we have note from his mom that we could borrow the car! Seriously, wouldn't it be weirder to have such a note? No major hassle, though, just a good laugh.
do not archive
On 2/28/07, Paul Mulwitz <p.mulwitz(at)worldnet.att.net (p.mulwitz(at)worldnet.att.net)> wrote:[quote] Hi Mark,
For me, it just isn't worth all the bureaucratic pain.
Maybe in my next life it will be easier to cross the border (just like it was when I was younger).
Paul
XL fuselage
[b]
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Float Flyr
Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland
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| Posted: Wed Feb 28, 2007 10:06 am Post subject: Flying into Canada |
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I think I read somewhere that U.S. LSA pilots can fly into Canada, daytime VFR, as long as they obtain a Class 4 medical declaration. the from can be downloaded form the Transport Canada site and any doctor can sign the EKG part for pilots over 40 yr. Pilots under 40 can sign it themselves and mail it to T.C.
The only part that I didn't like is there is a processing fee of around $55.00 CDN. Leave it to the Feds to squeeze every last buck they can out of us.
If the designated people on both sides of the border could get together I'm sure it could be rectified in very short order. They say there are more important things to do first...
Noel [quote]
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Float Flyr
Joined: 19 Jul 2006
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| Posted: Wed Feb 28, 2007 10:07 am Post subject: Flying into Canada |
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Don't you have a class 3 for your PPL?
Noel [quote]
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Float Flyr
Joined: 19 Jul 2006
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| Posted: Wed Feb 28, 2007 10:26 am Post subject: Flying into Canada |
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Apparently a passport is required for every person on any plane that enters American airspace...Even if the plane isn't going to land! I don't know how they check small aircraft to see if the pilot actually has a passport on his person. No doubt I wouldn't want to be the one doing a forced approach without a passport.
To show how silly this can be, a Canadian plane leaving Toronto for Vancouver requires all passengers and crew to have passports because the plane "may" enter U.S. airspace. I guess that would be in the landing pattern for Vancouver airport.
I wonder if planes leaving, say, Minnesota headed to Maine require all their passengers and crew to have passports to re-enter U.S. airspace after flying most of the trip, non-stop, through Canadian airspace.
On the other hand it's probably time that we all started taking security a bit more seriously. here's a very scary world out there.
Noel [quote]
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Terry Phillips
Joined: 11 Jan 2006
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| Posted: Wed Feb 28, 2007 11:50 am Post subject: Flying into Canada |
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I do right now, but I do not plan to renew it. I plan to fly under sport pilot rules from here on out. It's a long story.
Terry
do not archive
At 02:36 PM 2/28/2007 -0330, you wrote:
[quote]Don't you have a class 3 for your PPL?
Noel --
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ttp44<at>rkymtn.net
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raymondj(at)frontiernet.n
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Float Flyr
Joined: 19 Jul 2006
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| Posted: Wed Feb 28, 2007 7:09 pm Post subject: Flying into Canada |
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Ok I was wondering because your PPL and class 3 is accepted by TC. I don't think the sport pilot license is an issue with TC but the drivers license medical is. Some of us have been pushing for a similar medical for quite some time but there is no standardization of drivers medical requirements. Newfoundland as far as I know doesn't even have a drivers license medical for regular drivers licences. We do have a medical for large trucks, busses and air brakes.
Noel [quote]
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Terry Phillips
Joined: 11 Jan 2006
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Location: Corvallis, MT
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| Posted: Wed Feb 28, 2007 8:36 pm Post subject: Flying into Canada |
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Thanks, Noel
I appreciate your information, and Mark's, as well, though I was hoping for the opposite result.
In my experience in the US, none of the 6 states in which I've been licensed to drive do any medical checks on drivers other than vision. I can't recall what the questionnaires I filled out for drivers licenses asked about medical conditions. In any case, they were nothing like the questionnaire for the FAA Class 3 medical.
But I'm just starting to build. Perhaps TC will change their position on class 3 medical vs. driver's license before I finish. I sure would like to fly my 601 to Alaska--when I get it done!
Terry
do not archive
At 11:38 PM 2/28/2007 -0330, you wrote:
| Quote: | Ok I was wondering because your PPL and class 3 is accepted by TC. I don't think the sport pilot license is an issue with TC but the drivers license medical is. Some of us have been pushing for a similar medical for quite some time but there is no standardization of drivers medical requirements. Newfoundland as far as I know doesn't even have a drivers license medical for regular drivers licences. We do have a medical for large trucks, busses and air brakes.
Noel |
Terry Phillips
ttp44~at~rkymtn.net
Corvallis MT
Just starting a 601 kit [quote][b]
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p.mulwitz(at)worldnet.att
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| Posted: Thu Mar 01, 2007 2:23 am Post subject: Flying into Canada |
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Hi Noel,
The USA doesn't have medical exams for driver's licenses. Instead there is a system that feeds information about medical conditions that preclude safe driving from the medical community to the state driver's license authorities. I don't think this happens very often - just in cases where a driver gets some condition that makes it clear that driving should not be done like frequent blackouts or debilitating strokes. (I don't know exactly how this is determined or accomplished, but I do know that some such system exists.)
The Sport Pilot license is the first instance of this behind-the-scenes government intrusion into citizen's medical condition becoming "Public knowledge" - not that this information is published in the newspapers, but the notion that "Big Brother" is watching. Those exercising Sport Pilot privileges actually benefit from this knowledge since they don't need to have the hokey medical exam to exercise their pilot privileges. There is background rumor level talk of extending this to Private Pilots by eliminating the 3rd class medical requirement if the Sport Pilot program proves reasonably safe for the public. There have been many people who questioned the usefulness of all of the FAA medical exams in enhancing aviation safety for a long time. I don't think we will see these exams eliminated for commercial or air transport pilots any time soon, but it seems reasonable to me to allow the same level of protection against medically unfit pilots for passengers of private airplane operators as is given to passengers of private automobile operators.
In all cases, pilots are required to "Self - certify" they are medically fit for every flight. This is not changed by the new handling of medical certificates.
Paul
XL fuselage
do not archive
At 07:08 PM 2/28/2007, you wrote:
| Quote: | Ok I was wondering because your PPL and class 3 is accepted by TC. I don't think the sport pilot license is an issue with TC but the drivers license medical is. Some of us have been pushing for a similar medical for quite some time but there is no standardization of drivers medical requirements. Newfoundland as far as I know doesn't even have a drivers license medical for regular drivers licences. We do have a medical for large trucks, busses and air brakes.
Noel |
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Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
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Float Flyr
Joined: 19 Jul 2006
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Location: Campbellton, Newfoundland
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| Posted: Thu Mar 01, 2007 7:48 am Post subject: Flying into Canada |
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I'm hoping for either a driver's license medical here in Canada which will allow an easy reciprocal agreement that would also allow me to fly to Osh someday. My class 4 medical declaration isn't acceptable to the FAA either.
Too bad we can't just lock the negotiators in a room with two pieces of paper and a BIC pen and not open the door until there is an agreement made.
Noel [quote]
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