When you fly gliders you discover it's quite common to run into air that's descending at 1-200 fpm, or "sink" in soaring-talk. Descending air next to a thermal, or air descending due to downsloping terrain. It's a lot more than that at times, but a couple hundred fpm is typical.
On a day where there's any convection (with rising air, there is always ...
In the US, you are not required to inform a doctor that you are a pilot. However, on the application for a medical certificate (Form 8500-8) you must list all "visits to health professionals" in the last three years, including type of professional and the reason for the visit.
The medical examiner uses that information to guide questions to ask about your ...
You don't have to.
The reason is because you do have to tell your CAME about everything at your next aviation medical exam anyway.
The reason you are not required to tell your doctor that you are a pilot is because section 602.02 and 602.03 of the CARS give you the responsibility to not fly if your medical condition or drug you are taking renders you not ...
It's not in the Canadian Aviation Regulations, but in the Aeronautics Act which enable the CARs. It's section 6.5(2), and yes, if you are a pilot, you have to advise any doctor of that fact, and they in turn must advise the "Minister" if there is a possible aviation hazard. Here it is ("Canadian Aviation Document" means your pilot licence):
6.5 (1) ...
The "DESCEND VIA" clearance is described in FAA order 7110.65U (pdf) Section 4-5-7 paragraph h, which defines:
h. Instructions to vertically navigate on a STAR/RNAV STAR/FMSP with published >restrictions.
DESCEND VIA (STAR/RNAV STAR/FMSP name and number)
TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP name and number and runway number).
Definition of Master Minimum Equipment List from ICAO Master Minimum Equipment List/ Minimum Equipment List Policy and Procedures Manual:
“Master Minimum Equipment List” means a document approved by the Director General that establishes the aircraft equipment allowed to be inoperative under conditions specified therein for a specific type of aircraft.
According to Aeronautical Information Circular 26/11 VFR Navigation Charts—Clarification of the Maximum Elevation Figure the
The MEF is calculated by taking the higher value of:
the top elevation of the highest obstacle plus the vertical accuracy (variable) of the terrain
source data; or
the elevation of the highest terrain plus 328 feet plus ...
In short, it's because of complaints about noise. From the Canada Gazette, Vol. 132, No. 2, pp.98-103:
The regulation reflects the Minister’s desire to have increased
oversight of sightseeing flights within the Québec/Jean-Lesage
International Airport control zone.
The regulations are
intended to prevent frequent low level ...
Blasting areas are not subject to particular regulation, they can be depicted on charts and announced by NOTAMs. It's pilot responsibility to remain clear of these areas:
Source: AIP Canada
Known permanent blasting activities can be depicted on VFR charts and announced by NOTAM until charts can be updated. From AIP Canada:
The “VFR Chart Updating ...
Not officially, no. The official approaches are available in a PDF format to download for 20 CAD for each volume.
However, FltPlan.com claims to provide free, up-to-date charts:
In cooperation with Nav Canada, FltPlan.com is pleased to announce
free Canadian Approach Plates, also know as CAP (Canada Air Pilot).
These online charts include all ...
You are correct, it applies when operating in the vicinity of an aerodrome:
Division V — Operations at or in the Vicinity of an Aerodrome
602.96 (1) This section applies to persons operating VFR or IFR aircraft at or in the vicinity of an uncontrolled or controlled aerodrome.
(3) The pilot-in-command of an aircraft operating at or in the ...
In Norway all Your medical records are stored in one database.
Every doctor, public or private, have access to this register, they will also add Your visit in the database.
Only way to get around this database is to visit a witch doctor or see a doctor outside the country.
Here's how to decode S2 Fl R 209:
S1 - Identifier. Bearing relative to an aerodrome (N, W, NE). If there are multiple with the same bearing, they are numbered
Fl - Light pattern
R - Color
209 - Elevation
This is what Lelystad airport in the Netherlands currently looks like. The runway is being extended but the extension is not yet open for operations, so it's closed with a displaced treshold, similar to what you're having there (albeit for different reasons) for the time being.
This situation is temporary, the complete runway and new taxiways are scheduled ...
In any case, threshold and runway numbers are highly desirable in a new position. Possibly it is the reason why pilots were confused with your initial variant.
At least by FAA regulations, if you don't want to allow takeoff from this area, it should not be a displaced threshold. I believe that you have a relocated threshold (part of runway closed for ...
You need at least 40 hours of ground school, according to the Transport Canada regulations (421.26). So you will need some sort of evidence to show that you have done so.
I do hope that you weren't seriously considering doing this. Please read the answers to this question.
You will see a common theme - most accidents are caused by the pilots themselves. ...
In general, it is difficult to convert to EASA. You can find more information here however I suspect the easiest method will simply be for you to phone them up.
I think the bureaucracy will probably be more hassle than it's worth. It's not like Transport Canada where you can just get a FLVC (Foreign Licence Validation Certificate) or whatever (that was a ...
No such thing as EPA compliance on General Aviation engines or ultralight engines for that matter. You buy a piston engine from Continental or Lycoming, it has no pollution controls of any kind. It's like it's 1960. There just aren't enough of them to make any real impact, so they get a pass.
Pretty much anything goes for a Part 103 Ultralight in the US ...
In the UK, like the other countries mentioned, you're not required to tell a doctor you're a pilot. However, if you have a medical problem that may impede your ability to fly, you are required to tell the CAA (the national aviation body), who will probably suspend your medical certificate until you get checked out by your medical examiner.
I've been advised ...
This is heavily dependent on the local jurisdictions you plan to operate in and what their laws are.
First off you must find out if your desired countries of operation accept foreign certificates. This varies heavily all over the world and can range from full no questions asked acceptance, to you needing to simply take the test again (in that country) ...
An operator of a certified airport is required to conduct airport operations according to an Airport Operations Manual.
This manual must enumerate the facilities offered by the airport.
An important aspect of the manual is to describe how airport safety and emergencies are managed, and by whom. Note that the obligations for safety are not ...
It is an area where:
aircraft take off
Runway may not be present (in case of a water aerodrome).
By definition2, an airport is an aerodrome with facilities for commercial aviation flights to take off and land
It is an aerodrome which has:
facilities to store and maintain aircraft
at least one designated ...
Canadian law is as follows:
At no time can anyone in a private C172 log SIC or co-pilot time, because the 172 is certified only for single pilot operations and the aircraft is not flown under the provisions of an Operating Certificate that mandates two pilot operation.
You can log dual (instruction) time when you are receiving instruction from a Flight ...
In the US there's no specific weight limit in the regulations. Instead, they just say that you must be capable of performing the duties of a pilot, e.g. 14 CFR 61.113:
The general medical standards for a first-class airman medical
(b) No other organic, functional, or structural disease, defect, or
limitation that the ...
According to Toronto Pearson's official website, the airport operates in four main configurations, this is what they look like:
Also judging by the satellite imagery, CYYZ is LAHSO enabled, that is the intersecting runways (05 and 33L, for example) can be used simultaneously. (It resulted in a near-miss back in 2002.)
Canadian Class C airspace is generally the same as US Class C airspace. Prior permission is required before entering. Canadian Class B airspace is 12,500' and above. Not a factor for you most likely.
I recommend reading the VFR legend to better understand the markings. It's all there if you purchased a map. The 125/25 marking is the ceiling and floor of the ...
The simplest answer is that Class E doesn't have a control tower, and the others (Except A) do.
Think of Class E like it's "Class A", but just at the lower altitudes. Both A and E are basically "wide swaths of airspace, not really near a major airport" with control provided by the Area Control Center (similar to ARTCC in the USA). Whereas B, C, and D are ...
The portion over Canada is not designated US Class B but Canadian Class C.
Note that Canadian Class C airspace definition is similar to US Class B. In particular, VFR aircraft must obtain clearance prior to entry. A mode C transponder is required.
To add: airspace over Canada is generally managed by NAV CANADA. Definition for the Canadian side of the ...
Standard ICAO phraseology for ATC commanded go around for callsign XYZ would be:
"XYZ go around (possible reason for go-around)"
XYZ would then acknowledge this:
"Going around, XYZ"
ATC may then give additional instructions in the order it sees fit. If turning is first priority:
"XYZ turn left heading 360, climb and maintain 3000"
In any case the plane ...