The letters on top of the tail fin is called a registration or tail number, like a license plate if you will.
In this case searching the Canadian Civil Aircraft Register (historical search) for C-FCGV reveals that it is a Beech model 65-B80 with serial number LD 408 and the owner was "Govt Canada Dept Of Transport".
Introduced in 1966 the B80 was to be ...
No. Unlike the United States where the Federal Aviation Administration (FAA) is both the operator and regulator of the air navigation system (ANS), these roles are separated in Canada and performed by two different parties. They are:
The regulator: Tranport Canada - Government of Canada
The operator: NAV CANADA
The Government of Canada passed the Civil Air ...
It's indeed the layer type and okta, but in the remark the layer type is repeated for each reported cloud (smoke) layer. From your example:
FEW037 → FU1
SCT050 → FU2 → 1+2=3
OVC250 → FU5 → 3+5=8
The oktas of the layers are added, that's how OVC is shown as 5 and not 8, by adding the previous oktas it does become 8.
FEW = 1 to 2
SCT = 3 to 4
(Click either to view)
Short answer: Canada paints them by the book. They're not small.
Ottawa airport conforms to the standards set by ICAO Annex 14 for airport design. Those standards guarantee the legibility of the numbers.
18.104.22.168 The numbers and letters shall be in the form and proportion shown in Figure 5-3. The dimensions shall be not less than ...
Plan for unexpected weather amid limited options for dealing with it. I've flown a number of times between Newark (EWR) and Halifax NS (YHZ), Moncton NB (YQM), and St Johns, NL (YYT). It can be quite foggy and windy and in the cold months braking action can become a factor. A lack of options can be problematic. When we flew EWR-YHZ we often chose EWR as ...
Transport Canada has all the information here for each FAA license type (and type ratings); the necessary forms and contacts are here. These are the basic requirements for a private pilot, for example:
6.1 Conditions for Conversion - Private Pilot – Aeroplane.
(1) Must hold an FAA Private airman certificate with airplane category and
1.3 The applicant shall have no established medical history or clinical diagnosis which, according to accredited medical conclusion,
would render the applicant unable to exercise safely the privileges of
the permit, licence or rating applied for or held, as follows: (a)
psychosis or established neurosis; (b) alcohol or chemical dependence
If you are heading out over open water many people will tell you take a twin engine plane. But that may be impractical or not possible if you are not rated to do so. You may want to consider investing in or renting (if you can) an EPIRB if you are worried about the open water section. Some type II PFDs are cheap and may provide a piece of mind. Depending on ...
In the specific case of Canada, AOPA and COPA have a lot of information aimed at US pilots. AOPA has a complete guide on documents, customs etc. and COPA has a page with more information, which includes this remark:
The flying rules are almost indistinguishable - reading the COPA guide
should keep you legal and out of trouble. Make sure you get a Canada
I fly out of CYTZ and know the area fairly well. A few things to keep in mind. If you'd like to transition through CYTZ airspace to Buttonville, you'll find controllers there pretty accommodating. Getting in touch with Toronto Terminal is not a problem, you're not asking to cut through Pearson, but you'll be sticking along the shoreline so I wouldn't worry ...
Since I'm not and was never a member of the Canadian Parliament or Canadian military top brass, this is pure speculation as you are likely to get from practically anyone else on this site with the possible exception of Rhino Driver (who is AFAICT a serving U.S. naval aviator).
My guess is that the Canadians looked to their south, saw one of their nation's ...
Make thorough backup plans for any kind of weather problems such as low visibility or high winds. Always have a place to land and stay over.
Make sure your emergency locator thingy is new and working.
Have a small survival kit which includes matches.
Make sure you have a backup radio and GPS.
Personally, if I was flying over the Bay of Fundy I would ...
Canada's immigration website is quite clear: if your passport lists your nationality as Mexican, you need a visa to enter Canada.
In general, a visa for one country will not affect whether or not you need a visa to visit another country; in this case, your F1 does not change the fact that you need to get a Canadian visiting visa. I have no idea whether it ...
The US Medical Certificate application form (FAA 8500-8, the thing we fill out online now) includes a question asking if you have or have ever been diagnosed with Mental disorders of any sort; depression, anxiety, etc.
If you answer yes your application for a medical is subject to additional scrutiny, and per the FAA's guidance:
An applicant with an ...
In the US it is a license as well, that's why they abbreviate it PPL and CPL.
Canada appears to have no restrictions on flight training of non-Canadians other than proving your own with something like a passport, because your citizenship is shown on your license. See this Transport Canada page as a starting point.
If you need to reside in Canada during ...
So the posted parts means the following:
RMK = REMARKS
SC = Stratocumulus Clouds
1 = 1/8 (0/8 = no clouds / 8/8 = overcast clouds)`
SC = Again Stratocumulus Clouds
5 = 5/8
AC = Altocumulus Clouds
1 = 1/8
AC TR = Traces of Altocumulus
SLP116 = Sea Level Pressure of 1011.6 mBar (just add a 10 before the ...
It was, but from what I can tell the report has not been digitized yet.
The gust locks were left installed. The aircraft was being operated in the restricted category as they were retrofitting with the PT-6’s.
Here’s an analysis from James Donnelly, Bombardier Aerospace. Starts on page 7.
Even though the Wikipedia article clearly states that :
Not long after the 1958 start of its flight test program, the
development of the Arrow (including its Orenda Iroquois jet engines)
was abruptly halted before the project review had taken place,
sparking a long and bitter political debate.The
controversy engendered by the cancellation and ...
The general procedure in Canada is the same as in the USA: to contact the nearest ATC unit and ask for a radar service.
For any VFR flight beyond 25nm from the point of departure it is mandatory in Canada to file either a flight plan or a flight itinerary before departure - (CAR602.73(2)).
The provision of radar service to VFR traffic is typically at the ...
Try http://www.tsb.gc.ca/eng/stats/aviation/index-ff.asp on TSB Canada's website. Download the Aviation Occurrence data set and open it in your favourite spreadsheet. It has approximately 60 incidents for WestJet and WestJet Encore.
You cannot convert an FAA medical certificate directly into a Transport Canada medical certificate. However, you can obtain the Transport Canada medical certificate on the basis of the original or certified copies of FAA medical examination reports by submitting them directly to the Civil Aviation Medicine Branch of Transport Canada, Headquarters in Ottawa ...
A Control Zone is the small (and usually circular) surface area around the airport that is handled by the airport's control tower. At smaller airports (but still large enough to have a tower), this is all they have.
A Terminal Control Area is a large and typically complex area above one or more Control Zones to manage large flows of fast traffic (i.e. ...
It does not appear that a driver's license is required. From General information on pilot licences and permits, which details the requirements for getting various kinds of pilot licenses, there is no mention of a driver's license.
Prior to the issue of a permit or licence, an application must be submitted and the following requirements met:
FIR stands for Flight Information Region. There is lots of information about these on-line, to the point that it isn't worth regurgitating it here.
However, the FIR should be the least of your concerns at this stage of your training...
If you want to fly "in and among the mountains" of the extremely rugged North Cascades, I would strongly recommend you ...
The short answer is the charts are different because they're made by different groups - NAV CANADA has different charting standards than the FAA/NACO uses.
Similarly Jeppesen makes VFR charts for the United States, and they look very different from a FAA/NACO chart:
I have charitably described the Jeppesen VFR+GPS charts as "technicolor puppy vomit" on ...