Common Pilot Confusion - Class E Airspace, FSS and MF - Citabria over P.E.I. - FLIGHT VLOG
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- เผยแพร่เมื่อ 5 ต.ค. 2017
- Class E Airspace is everywhere, but do you completely understand how to Fly in it?
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Thanks to my ATC buddies Ryan and Stephen, here is some additional context about the whole Class E control zone thing:
I'm not sure of the best way to word it, but as you likely know, class E is abundant, you fly in E a lot with your day to day flying. E is controlled for IFR, and not for VFR. FSS are not controllers and at airports where they provide advisory service - weather, Airport and traffic information - they will also relay IFR clearances from the IFR controller. When flying at such airports your radio procedures are similar to what you would use at a non tower airport, except instead of addressing your calls to "traffic", you address them to "Radio" and they answer you and give you any required information. Probably way to far into the weeds...
Even stranger is RAAS (remote aerodrome advisory service) as yyg provides at Sydney, and yts provides at yqa, and ysb provides at yxu when the tower is closed.
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FLIGHT CHOPS DISCLAIMER:
I am a "weekend warrior" private pilot, I fly for fun with no intentions of going commercial. I have had my PPL for over 15 years, but still consider each flight a learning experience - I generally take detailed notes after each flight to remind myself what went well or what I could do to improve.... Having the GoPro cameras to record flights like this is invaluable. I find these self analysis videos very helpful in my constant quest to improve, and am happy to share. Feedback is invited; however, please keep it positive.
MFs were so bizarre to me when I first encountered them flying in Canada. I did a little research afterwards and I guess US has them too but they're super rare (just a handful if I remember correctly.) They're much more popular with you guys but I really find them weird. I once had a confusing and potentially dangerous situation while landing in Muskoka because of that MF setup and the fact that the radio wouldn't clearly instruct a plane in the pattern to not land on the opposing runway after they had "cleared" me for a straight in approach. I really dislike the "authority without authority" feel of the MF airports. Either control the traffic or leave it up to the pilots; the weird hybrid is well, just weird in my opinion.
I remember you telling me that Muskoka story Ali
Ah that's right, we did talk about it!
MF operators have ZERO control. None. We are an information service. Thats it. We can tell you what other aircraft are doing, and where they are, and weather. Just be aware that in a MF there is always no control, except a few MF zones in canada. If there IS control, it will be clearly stated in the COMM section of the CFS page for that aerodrome. Hope that helps to clear some confusion.
I appreciate what you're saying and I understand it in theory. But when there is a middle man who has no control, it becomes a little confusing to directly talk to other planes. In the case I mentioned, I was on the radio, the other plane was on the radio, but we weren't directly talking to each other because the MF was in the middle. So I'd hear something like "be advised, there is a cessna doing pattern work on 18 but shouldn't be a problem for you landing 36." Ok what's that? Are you keeping an eye? Am I supposed to coordinate? Am I suppose to bypass you and talk to the cessna? You can't give the appearance of coordination and then hide behind "I have no authority" thing. The cessna was on left downwind 18 as I was on a long final 36 and the radio kept telling me we're fine. I finally said screw it and sidestepped for left downwind 18 but if I had trusted the "you're fine" guy, I might not be here talking to you. My argument is that this setup is too bizarre and too uncommon that someone who's not a local to that airport might get in serious trouble... I appreciate your response though.
Yeah, and thats why I was commenting. A lot of pilots just don't fly in the Echo or MF zones enough to be familiar with the procedure. More so if you fly US airspace more frequently. Alaska has plenty of MF zones however the lower 48 has basically done away with them. They are very helpful though, especially in rural areas.
On the part of confusion though, I agree with you to point. The CFS really doesn't explain that an MF is uncontrolled. There are a few that are controlled, and those are the only ones the CFS talks about when it comes to controlled space. It would be more helpful if they noted "Uncontrolled" on each aerodrome page that says MF.
I have a soft spot in my heart for C-FFQK, my father is the previous owner and I spent many hours in the back seat, most of which were upset training and aerobatics show training. It is the plane I was super excited to get a chance to fly when I got my licence, alas a cracked wing spar grounded her when I turned 16, and re-building turned into a challenge beyond my fathers time and skill... I hope you enjoyed your time with her, she's a great lady.
I actually just got done making a trip from Anchorage down the NWT through BC and into the lower 48 in an Arrow. MFs were absolutely bizarre to me when I first looked into them before making the trip. The best way to think of them is they're just another flight service guy that has a bit more info on the specific airport that they're at and some traffic info.
Class E is class E. As far as VFR is concerned, it works the exact same. Flight service doesn't provide traffic separation services normally, and the same holds true at MF airports.
Side note, my trip was awesome! It was my first time in Canada and the the Yukon and BC was just stunning!!
Nice scenic flight! I liked how you cut from the flight to the adventure footage on the ground as you flew around. Enjoyed the video.
steveo1kinevo hey Steve & Steve love your guys productions, always entertaining and super informative!
I had a crack at it myself with an old hero3 and my even older 73 Cherokee lol check it out if you guys have time th-cam.com/video/KFlzvY3jM-k/w-d-xo.html
If you guys ever want a Niagara tour I'd be happy to show you around!
Thx
P
Hey Steveo! Have you ever been up to the East Coast of Canada? It's a great time of year now to be up here!
The sandbags keep the X from blowing away. The X is basically a tarp. #BoseA20
Steve! I am loving your vlog! Great editing between motion and stills. Sound mix is awesome too (I understand "you get what you get" in different cockpits). I'm learning so much from you. Saving up for a Carbon Cub (leaning toward building it myself). I can't wait to join the vlogosphere and share the process!
No matter how many fast, cool airplanes you fly in, low-and-slow tailwheel planes are my favorite. Great video! #BoseA20
Love the Citabria video. I am 19 and that is what I learned to fly in. Currently working on my instrument rating.
We've got one here in Homer. It's very similar. They are advisory only and non-control. That said, the help keep things organized. They log each and every flight movement, let other pilots know, can open/close flight plans, facilitate SVFR and IFR clearances, and more. But, you can do whatever you want. Initially we call "Homer Radio" when we want them to respond. Otherwise it's "Homer Traffic".
I'd know this. As non controlled and they didn't give out any clearances. They had to use an other phraseology intentionaly as they don't hand out clearances, but you should listen to then as they sort trafic out and watch for safty (and you might be the next on the shift when you are back).
They do shifts in the "tower", every one who fly regulary from the field is included in the shifts. I don't know how it works in cannada. In some countries you need one person for every active runway and one extra for airfield coordination if you use more then one.
Fantastic video Steve!!
Your content is getting better and better all the time!
The most confusing thing is that it's so different from country to country. In Norway, more than half of commercial airports (with regular airline traffic) are AFIS aerodromes, essentially uncontrolled aerodromes within a Radio Mandatory Zone (RMZ) class G airspace block (depicted G*) and with a flight service officer in the tower. Each summer we get a ton of VFR from all over Europe, most of which deal with a similar system in their own country, but they all differ a little bit, so a lot of confusion is going around. Charters from foreign airlines also sometimes hesitate when they hear "Runway Free" expecting "cleared to land/for takeoff", and taxi instructions instead of "runway available for lineup" or "landed time xx, good day".
I do really prefer our system where it's either class C/D or G* where commercial traffic go, no E. Controlling IFR amongst VFR with no transponder or radio? Do not want.
Hey Steve! Been following your channel for a couple of years now. Was so excited to see you made it to my home town. Awesome to see familiar sights. Was able to see my neighborhood in the Tracadie area. Come back soon!
Another great video, thanks. Seems like similar to our (UK) air-ground only airfields in that the operator only gives 'advice' such as know traffic details or the wind etc. but with IFR traffic thrown in.
Loving the videos btw, great production values. Came across the channel via a 'recommended for you' a few weeks back and think I must have already watched most of the back catalogue! Really makes me want to do my tail wheel!!
Thanks for the great video. Brought back many memories of my 16 years working at CYYG FSS. Still try to visit New Glasgow Lobster Suppers usually on Mother's Day but not this year due to the pandemic.
Another thoroughly enjoyable episode. Loved the additional footage and hi-res photos. My tailwheel time went the opposite direction; learned in the 7ECA (which I still love) and transitioned to the Super Cub, which seemed a bit trickier to me. I would love to know if you got a chance for a ride in that RV-4! That would make a pretty cool episode for me... but then, you knew that.
Another great vid!!!! And your daughter giggling at the end made me smile :-)
Cool Steve, I live on North River Road here in Charlottetown, actually the river runs right behind my apartment :)
We have lots of Class E/MF airports here in B.C., generally regional airports that have scheduled airline service. Flight Service tell the IFR grownups what's going on, and tell us VFR kiddies what we need to know to stay out of the way... :-)
Call for advisory, get the big picture, fly safely.
The Medicine Hat airport is exactly like this. Advisory for VFR traffic but IFR traffic is controlled by Edmonton Center I believe
Very nice video! Did anyone else perk up when he used the same song as the Ryanair boarding music
Very nice trip. Almost felt like I was there. You're a very lucky man.
Oh man, you should have visited the FSS tower! When I was there we went up and visited, cool guy working and neat to see the facility and how they work the remote as well.
great video as always
Really love the kids and RC at the end!
Green Gables, love it! So Canadian. Where pop culture and aviation mix.
Very cool video! Well done.
Hey I did the majority of my flight training out of a class e airport. A bit out of a class d airport. Echo is pretty simple, I just tell them what I'm doing and they relay it to other airplanes. Basically you're the boss in echo. No takeoff clearances etc, you make the choices and just advise them what you're doing. It's simple. The rco style I've never dealt with though. Mf is really easy too...same procedures as echo with fss except there's no fss... You're just advising other aircraft of your actions. Painting a picture. Hope that helps
Another great video. Eager to see you do your seaplane rating. I did mine last year in Alaska and have 5 days of footage that I need to cut through. It was a blast.
Awesome! I am actually booked to do some solid float training in Alaska this summer! Can't wait!
FlightChops
Oh man, you are going to love it, and Alaska seems as good as it gets. Did mine in Perry Sound over the summer and had a great time. Can you get the rating from an American pilot/company? If not I highly recommend Georgian Bay Airways out of Perry Sound. I had nothing but an excellent experience with them.
FlightChops Great! Able to share where you booked it?
I went back there on a business trip and did more float flying. Want to go back again next year.
You get around to Nova Scotia to do any flying? I just spent this summer with air cadets getting my GPL in Debert on the sgs 2-33a hoping to get my PPL's next summer, love looking at these videos and hearing about what it's like to fly different aircraft!
I love your videos their great...and are making me go into tue aviaton for a instructor
I hear a lot of people say "it's hard to believe this is Canada" after seeing the east coast for the first time. My wife and I did PEI and NS for our honeymoon, then did a repeat trip this year in NB, PEI, NS, and NFL. I highly recommend Cape Breton Island and Gros Morne National Park (really all of NS and NFL is beautiful) if you loved PEI. Such an incredible part of Canada (especially coming from Saskatchewan).
Definitely a struggle during my training. Thanks for the clarification. #BoseA20
Did you go to Summerside airport on PEI? There are some very historic Canadair Argus and other aircraft sitting there on display.
My mom goes to PEI every year. Super place to get away.
My instructor explained E today
It requires you to make radio contact to enter the zone, no transponder is required.
ironic that the squawk was 1215 and ATC emergency clearance is 121.5
Lovely video!
I'm pretty impressed by this remote non-controlled, but mandatory control. Nothing like it to my knowledge in the states. But it may be the future.
FSS in the U.S. is a weather advisory frequency, but it sounds like for Canada it's very comparable to Flight Following here in the U.S. If we depart a towered airport, we have to get the ATIS which is the weather for the airport, and the tower will tell us which runway to taxi/takeoff. If the airport isn't towered then we have AWOS/ASOS, both automated weather that gives us the wind, altimeter, ceiling, and things like that. From there we decide which runway to depart from. In Class E here in the states we aren't required to talk to ATC for VFR, or have flight plan, but both are helpful and highly suggested. Just my insight as far as FSS goes.
FSS has also helped me very much in the states, even though I talked to them once. I was doing a flight around FL (I only have my PPL), and the ATC controller (we were using VFR flight following) never handed me off to the next controller, so we lost contact. We could hear other aircraft talking to the controller, but couldn't communicate directly with the controller. Luckily I used Foreflight to find the local FSS and I told them what had happened and asked them to find a frequency. While they were working on the frequency they gave me a full weather briefing which was great! I actually have the video of that flight on my channel if you're interested. Hopefully I was somewhat helpful.
Great video, and views too Man I didn’t know Canada held that!!.. I did my training in Class E MF, so for me this type of airport is what I’m most comfortable in. However flying into controlled is nice too because you feel like a weight’s been taken off your back... all this traffic separation, clearances, and instructions make it so much simpler altogether. However, I found after myself being used to UNcontrolled, then switching to Controlled, I started relying strictly on ATC to separate me from other traffic, even just flying X-CNTRY with flight following, I totally relied on these ATC guys, making me a VFR pilot who wasn’t Visual at all... so when there are these ultralights and other private cruisers getting up to your altitude without a transponder, or nevertheless flying Nordo, it can be a dangerous situation. It was a problem I had to learn to get strait, if you’re VFR you’re VFR and your eyes are outside not fixating inside... Now I’m flying completely uncontrolled, without a voice on the radio most days, peaceful, quiet, and fun, but at the same time, it can get too quiet too. (Is my radio not working?)
Cheers Steve, keep your nose up!
Ben
This is cool so close to home. Thank you
Hey flight chops, you should try to find an AG Pilot that would be willing to have you spend a day with him, that would be awesome content!! Happy flying ;)
Hey there Steve. Im a flight service specialist with NavCan. If there are any specific questions you have, feel free to ask. I'd welcome any questions you have - I'm always looking to help Private pilots with questions on the MF and uncontrolled space.
Cheers, Tyler.
Awesome! Thanks Tyler! I'm pinning this so hopefully we get a good discussion going if any viewers have questions. My first one is: "How different is that sort of Class E / FSS / MF scenario here in Canada vs. in the U.S."?
I don't deal much with the FAA or their airspace, as I work no where near the border. However the biggest thing that most folks don't remember ( or even know in the first place) is that MF and FSS are two different things. Most MF zones are either a 5nm or 10nm zone, where a radio operator is there to advise you with current WX, Wind, Altimeters, and reported traffic.
As a flight service specialist I am a MF radio operator, however I've also got extensive weather radar, and I can provide GA aircraft with advice regarding weather in front of you, traffic radar separations, and any and all help the private pilot needs. The FSS is there to make the private pilots life easier, and safer. And as a Private pilot myself, I generally go out of my way to aid pilots as much as i can.
I work out of the NWT. If you ever find yourself this way, the right seat of my PA30 is always available for a ride!
+Tyler c - I actually swapped the pin on this thread with the one where you are answering the questions from Ali (an American pilot) as you guys really got into some good meaty discussion. Maybe add a comment to clarify in that thread for new people that you are a flight service specialist. And HELL YA I'd like to fly with you in NWT! I will get there one of these days - can you email me so I can file your info? Flightchops at gmail dot com
Just want to shout out to all of your guys at FSS for doing a great job in your day to day. I fly to mostly MF serviced airports on IFR flight plans (or Itineraries) and it's always great to hear a friendly voice on the radio. some of the airports we service can get quite busy at times and the traffic advisory that the radio operators provide is invaluable to us as pilots operating the aircraft safely and also efficiently.
For Steve; When I fly into an MF (Radio) serviced airport, I'm essentially informing the radio operator what I'm going to do. They can't give me any clearance or direct me to any waypoints, even if I'm IFR. That's all on me when flying to a class E. Traffic avoidance is the same as well. The radio operator can definitely make suggestions to you, and in practice it's good airmanship to heed their suggestions; ultimately however I can do anything at my discretion. A great example of this is Red Deer Airport; almost as busy as Springbank (a towered airport) that is only serviced by a Radio. We fly into Red Deer three times a month and depending on wind/weather we end up having to contend with 6-7 Cessna trainers in the circuit. Last time we ended up being stuck on the hold short line for +15minutes, as the Cessnas displayed poor airmanship and wouldn't extend their downwinds (even at the request of Red Deer Radio) to allow us out. Eventually Radio was able to convince a Cessna 172 to initiate a go-around to allow us to make our departure.
Thanks man. Yeah IFR into an MF can mean serious confusion - Especially to a VFR pilot sharing that airspace with the IFR. We try to make things smooth and easy for everyone from quad city challenger to a Learjet. I actually have a 737-800 in and out of my MF 6 days a week.
Steve, Sure thing I'll fire an email off to you shortly.
Awesome video, as always!
You sould comme by Quebec and try our famous poutine one day
Want to experience that on a big airport with weird traffic? Come to CYMX :) Two, 12000ft runway, bunch of taxiway closed... CF-18, C-Series, Heavy jets from UPS, FedEX and Cargo jet + a bunch of C172 from schools....
It's sooooo weird.... Was used to a MF without FSS, feels controlled... but it isn't
I wish I could get to go Flying , I am glad you show the 🛩Cherokee 140🛩 that was the last plane 🛩🛩I got to fly🛩🛩 a friend of mine let me fly it, I wish I could had got my license. My friend would let me go with him every time he was going flying, my boss would let me go any time he showed up, The Best Boss EVER , I enjoy this video, I am glad to have seen the 140 🛩🛩 😀😀
Gonna watch this tonight at work =]
Super !!! very beautiful video thank you for making us enjoy this trip by plane
awesome !!!
these explanations from the owner of this aircraft and bravo to you the film crew and you the interlocutor the main
thank you
for this advertisement and this video of very detailed quality.
It's a three-star device you're doing very well in this sophisticated, state-of-the-art cockpit.
Did you ever follow up on what happened to that Cub after the prop strike? Was the plane repairable?
Right I'm entering classy airspace I'm extending from 14,000 ft MSL at this time it's Captain Carl Rogers at 18,000 ft MSL I'm on a 48 contiguous 1.2 nautical miles beyond the coastline at this point I'll be performing a maneuver right now for at 1500 ft to the surface
Nice!
Kids... best thing about life.
Since there is no UNICOM or tower, what frequency would you go onto, and how will you tell the other pilots?
The FSS operator in this case takes on a similar role to ATC personnel at a fully controlled airport. While in a basic MF you would be adressing your calls to other "traffic" or "____ UNICOM", in this case you are adressing "_____ Radio". The required frequency for the MF would be published in all the appropriate charts etc. The Radio operators job is to act as a middle man between pilots, who advise him of their positions and intentions. Due to his radar screens and the info received from pilots, he has a clear picture of the traffic in the area, and so can provide advisory services to each plane if so required.
Since it is a Mandatory Frequency (MF) area, all the other pilots in the immediate vicinity should be on the same channel, and so should be aware of each other's presence. If you are moving into a MF, you can make a call that you are switching frequencies on the enroute frequency, and then ask the FSS operator on the MF for the latest advisory, and they will get you up to speed on any pertinent weather or traffic info that they have access to.
Hope this helps and maybe answers your question and I didn't just spend 10 minutes typing this on my phone for nothing ;)
I'm hoping to start my training soon. Airspace always confuses me. Anyone know any good videos explaining it and maybe a bit about foreflight? #BoseA20
I'm really enjoying the videos you've made. Good work! And if you get a chance drop a watermelon, signed with love from MURICA, on AvE's roof when you fly over. Skookum choocher!!!
My beloved home province.
I fly through MF and class E airspace all the time. The whole concept of talking to an (insert location) radio is just weird. I have to tell them where I am and what I'm doing and their usual response is either "roger" or "report this place." In these airspaces you're never actually cleared for anything and in my experience conflicts with IFR traffic have been somewhat left up to VFR pilot's discretion.
Notification Squad up!
What is that constant horn sound? Is he getting stall warnings through the whole flight?
+BeastMode - intercom interference - it didn't sound as bad to our ears. I did the best I could to cut it out of the video
FlightChops im honored THE flight chops responded. Thanks for the explanation! Keep up the incredible content!
Hi Steve, that's a pretty interesting airspace construction. I looked at charts, and it looks like the class E is the control zone for the airport. So the IFR traffic will be controlled while the VFR traffic will not. I'd like to know how they manage that on the daily ops. I am a flight information operator in Denmark (enroute flight information with radar) and I also do a lot of flight safety work. Here we work VFR traffic enroute from SFC to FL195. SFC-3500' is usually class G and above that until FL195 it is class E. That class E presents it's problems, and I can only imagine how difficult it can be as a tower controller.
There is a large flight college near by that has a steady stream of student VFR pilots on cross country flights to Charlottetown. It's an MF airport, so everyone is on frequency. FSS more so "manages" the the zone rather than controls...but it seems to work.
Here in Denmark we have a thing called AFIS, which is Aerodrome Flight Information Service. It corresponds to a towered airport but the local airspace around the aerodrome is class G RMZ (Radio Mandatory Zone, like your MF). So everything is uncontrolled but on frequency. Usually the operator has a radar rating as well so we can do the hand offs from the center into the uncontrolled airport. With a class E MF, I guess the IFR traffic will be controlled, as class E airspace is controlled airspace for IFR, right (that's the way it is here, anyway)? Does anyone know how they avoid having uncontrolled VFR traffic cutting in front of an arriving or departing IFR flight? I guess that the IFR will have some kind of priority and be provided with ATC. Do they issue a landing clearance for IFR or how does that work exactly?
Class E would be controlled for IFR and their landing clearance is issued by the FSS. The FSS would also provide IFR separation with other IFR traffic. VFR aircraft are expected to provide their own separation for both IFR and VFR by being on frequency and following the "suggestions" by the FSS. No clearance is giving by FSS to VFR. At least that's my limited understanding of it. I'm no expert by any means.
what's the song at the beginning?
Who does it work
Isn't it controlled? The control zone is Class E airspace which is controlled. But the aerodrome isn't towered so it's uncontrolled. I'm so confused....crap.
Only in planes can you have back seat driving.
Is there any chance you would like to swap jobs?
Wow, Canada is pretty different then the US. I'm so glad this doesn't exist in the US. I also understand you must file VFR flight plans every flight and log the use of the aircraft (separate from your personal logbook). Crazy!
If you plan to fly more than 25 NM from your departure airport or plan to land and shut down at another airport you need to file a flight plan or flight itinerary. A flight plan is filed with Flight Service and an itinerary can be left with someone you consider to be a responsible person who will contact the appropriate authorities if you're overdue. I'm a flight instructor in Windsor and for local trips to nearby airports the ops desk has our itinerary. For longer trips you might as well file a flight plan. A Flight Information Centre can give you lots of valuable information including a weather interpretation for your flight. Canada is much more sparsely populated than the states and taking a few minutes on the phone to file a plan makes sense from a safety point of view. As far as logging the use of the aircraft I'm not sure I understand. Every flight is recorded in the aircraft Journey Log which is the same in the US.
No, you misunderstand. There is no such thing as a "journey log" in the US. We only log in our personal log books. There are no logbooks for the aircraft other then maintenance logbooks. Like I said, Canada is pretty different. We're much more open here in the US.
The airplane has a log book whether it's called a Journey log or something else. Other wise how would you track air time for maintenance? The AC log book is a record of all flights and maintenance done. Without a log book a pilot wouldn't be able to check time remaining until the next maintenance, to see if the compass has been swung or if there are any deferred defects on the plane. Speaking of which if you found a maintenance issue how would snag the airplane? Just tell someone behind the counter? Maybe you call it a maintenance log but it's the same thing. Many flying clubs or flight schools do this behind the scenes. All the pilot does is fill out the daily flight record at the ops desk and someone fills in the log book at the end of the day. The AC log book however is the official document and pilots need to know how to check to determine that the AC is airworthy. At my school we check the Journey Log before every flight to determine that there are enough hours left before the next maintenance and that there are no snags or deferred defects on the plane. Our students know how to determine the airworthiness of and AC using the actual documents. That's being open.
NEGATIVE! Maintenance logbooks ONLY in the US (relative to the aircraft). How do we know when something is due? Easy - look at the maintenance logbook and compare today's date and/or HOBBS reading. It's not rocket science. There are NO FAA requirements for logging USE of the aircraft (AKA journey logs). We do NOT log like you do in Canada. We only log flights in our personal logbooks. We ONLY log maintenance and repairs in the aircraft logbooks. Please research before you post. (Otherwise, it makes you look stupid). I tired to be nice. I wish you wouldn't assume you know anything about US regulations. You clearly do NOT understand US regulations and your arrogance is preventing you from learning anything new & correct.
Turning Short Final I actually quite enjoy our maintenance and tracking standards here in Canada. An extra entry into the journey log at days end takes very little time and helps track the life of the aircraft. They become very useful in tracking small things that help give the bigger picture. They make you think about things because you are logging it daily and best of all, it gives a potential buyer a clear picture of every hour that plane has been flown, where to, and where most of its life was spent.
It also gives a chronological list of maintenence WITH flying hours as they happened, making it easy to track why issues might be occurring. It's nice to be able to directly see the last time the plane was flown and any long periods of inactivity. Canada generally has a higher standard for aircraft maintenance and things like 337 items not signed off by the appropriate authorities, or done without a proper STC, don't fly here. I'm fine with that, I'd rather not have some guy who has zero idea what he is doing install a new prop after watching a youtube video and then have his best buddy who is his mechanic just sign it off without looking. I'm not saying our system is perfect, it just leaves less room for error.
As to filing a flight plan on every flight outside 25nm, don't you? You don't even have to file a flight plan, you can just tell someone where you are going and when to expect you and alert authorities if you don't meet your said reporting point. It's all about your own safety. If you go out into the bush alone, common practice is to tell someone in case you don't return. Flight plans are incredibly easy to make online, over the phone or even en route on freq. If you don't do that you really should at least tell someone who will be expecting you your intentions! Read some accident reports online and you will find plenty of pilots who made successful emergency landings only to die in the following weeks because nobody knew where to look for them. I did several years as civil air SAR, and without a flight plan it's like finding a needle in a hay stack.
You don't gotta do it if you don't want, but I encourage you to do so for your own safety. There is nothing worse than being in a bad spot and realizing the gravity of your situation when you realize nobody knows anything is wrong and you are far from civilization. These machines are good enough to get you far from help before leaving you stranded. You might as well be on the moon because ain't nobody is coming for you.
Nice, I always wanted to fly around PEI.
Ha Ha. As usual, Steve... Put Evelyn in the video and she steals the show ;)
cool #BoseA20
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