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Importantly, an FSS unit does not issue clearances to aircraft as a control tower does instead, FSS simply provides an advisory service to pilots whereby pilots must keep FSS staff advised of their intentions and aircraft positions and movements. If there is a ground station operational at an MF airport-irrespective of whether it is a FSS, CARS, or AU, pilot must direct there reporting to the ground operator if there is no ground station, pilots must broadcast position and intentions on the MF frequency ( CAR 602.98).įSS units are referred to using the designator “Radio”-for example, the FSS unit which operates at Abbotsford airport during the late evening and early morning hours when the Abbotsford Control Tower is closed is Cranbrook FSS is referred to as “Cranbrook Radio.”

Essentially, personnel operating these various ground stations are trained and qualified to provide advisory information to pilots-the FSS personnel are professionals employed by NavCanada and provide Air Traffic Services, while CARS and AU operators are qualified personnel employed by private entities. These ground stations can take the form of a Flight Service Stations (FSS), a Remote Communication Outlet (RCO) through which a Remote Aerodrome Advisory Service (RAAS) is provided, a Community Aerodrome Radio Station (CARS), or an Approach UNICOM operators (AU). Many MF airports have ground stations in operation, which provide an air traffic advisory service.

They are also typically found at airports with frequently used “instrument approaches,” where pilots use navigation equipment to make an approach for landing while still in the clouds (without visual reference to the ground).Īt an MF airport, position reporting by pilots over a prescribed VHF frequency is mandatory, and all pilots must maintain a listening watch. Typically MF airports are those which are busier than ATF airports, but not busy enough to warrant a control tower. If the departure requires a turn back toward the airport, this should not be initiated until the aircraft is at least 500’ above circuit altitude (AIM RAC 4.5.2).īusy uncontrolled airports have mandatory frequencies (MF), as published or indicated in the Canada Flight Supplement.

Whenever joining the circuit, the pilot should report over the radio if able when turning on to the downwind leg. A pilot may also join straight-in on the downwind leg (at circuit altitude), but only if this does not create a hazard to other aircraft. When the pilot has sufficient distance from the runway to provide room to manoeuvre the aircraft, a left turn or right turn (depending on the direction of the published circuit) is made to enter the downwind leg abeam the mid-point of the runway. Crossing over the runway in this manner, the track of the aircraft is essentially perpendicular to the downwind leg. At ATF airports pilots must position themselves on the upwind side of the active runway (runway in-use) and cross over to the downwind side at circuit altitude. To reduce the risk of traffic conflict, the rules for joining the circuit are restrictive. NORDO (no radio) aircraft operate freely at uncontrolled airports. Pilots flying continuous circuits report midway point on the downwind leg, when on final, and when clear of the runway after landing. When arriving, they report their position (including altitude), intentions, and ETA when 5 minutes from the airport area they report when joining the circuit, when established on final approach, and when clear of the runway after landing. When departing from an uncontrolled airport, pilots broadcast prior to moving onto a runway, when commencing takeoff roll, and when clear of the circuit. Operational and Emergency Equipment Requirements Control Area Extensions and Transition Areas