"Heavy" ATC Phraseology in Canada
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"Heavy" ATC Phraseology in Canada
Hi Guys-
When in contact with Moncton or Gander, is it necessary to say "Heavy" with every transmission (presuming you are heavy, of course), or is it necessary only on the initial transmission, if at all?
Thanks for your help.
MA
When in contact with Moncton or Gander, is it necessary to say "Heavy" with every transmission (presuming you are heavy, of course), or is it necessary only on the initial transmission, if at all?
Thanks for your help.
MA
Join Date: Sep 2005
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It should be done on initial contact only. It doesn't seem to be a big deal if you forget. Sometimes the controllers will mention it on the first call if you do forget.
Somehow, I think it's more important to mention it when you're making that first call to a departure, arrival, approach or tower controller. In areas that are more congested.
Somehow, I think it's more important to mention it when you're making that first call to a departure, arrival, approach or tower controller. In areas that are more congested.
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Say your flight + heavy when on tower, departure, and aproach frequencies.
Ground frequency... dont think you have much of a wake, unless taxiing fast.
xxx
Higher, in climb, cruise and descent, I never used.
When you listen to US airplanes, they are "heavy" everywhere.
With Khabarovsk or Curitiba... I dont think they know what "Evvy" is.
From clearance delivery or HF enroute at FL450... Some status symbol maybe...?
xxx
Happy contrails
Ground frequency... dont think you have much of a wake, unless taxiing fast.
xxx
Higher, in climb, cruise and descent, I never used.
When you listen to US airplanes, they are "heavy" everywhere.
With Khabarovsk or Curitiba... I dont think they know what "Evvy" is.
From clearance delivery or HF enroute at FL450... Some status symbol maybe...?
xxx
Happy contrails
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Use the word "heavy" at the end of your call sign on the initial contact with ALL Canadian ATC freqs incl ground. After the initial call it can be dropped.
Transport Canada Aeronautical Information Manual TP 14371 CHAPTER 5.8 refers.
Outside of Canada the NAV Canada AIP (ICAO) provides guidance:
Differences from ICAO Standards,Recommended Practices and Procedures
Table 1.7 Part 1 Chapter 3 3.7.3.1 c):
In Canada pilots are not required to read back runway in use , altimeter settings or SSR codes. Transition levels are not issued.
Outside of Canada then, there is no requirement to say the word "heavy".
The TC AIM and Nav Canada AIP can be downloaded from their websites.
If you want to know the international language of aviation, which is completely different than the language spoken in Canada by Canadian pilots, you can download CAP 413 from the UK CAA at http://www.caa.co.uk/docs/33/CAP413.PDF. (It provides a section at the end which advises the UK differences from ICAO). No similar document is published by the Canadian regulatory authorities which is one reason why most Canadian R/T is non-standard compared to the rest of the world.
It is worth noting the word "point" doesn't exist in the international language of aviation as given by ICAO - as in "oudda three point five for four". What you say is "passing altitude three thousand five hundred feet climbing to altitude four thousand feet".
Also you don't request the "altimeter setting" from ATC as they are likely to come back and ask which one you want .. the QNH, QFE or QNE? Most places in the world you will probably want to request the "QNH".
I haven't referred to the USA - they do their own thing no matter what country they're in.
Transport Canada Aeronautical Information Manual TP 14371 CHAPTER 5.8 refers.
Outside of Canada the NAV Canada AIP (ICAO) provides guidance:
Differences from ICAO Standards,Recommended Practices and Procedures
Table 1.7 Part 1 Chapter 3 3.7.3.1 c):
In Canada pilots are not required to read back runway in use , altimeter settings or SSR codes. Transition levels are not issued.
Outside of Canada then, there is no requirement to say the word "heavy".
The TC AIM and Nav Canada AIP can be downloaded from their websites.
If you want to know the international language of aviation, which is completely different than the language spoken in Canada by Canadian pilots, you can download CAP 413 from the UK CAA at http://www.caa.co.uk/docs/33/CAP413.PDF. (It provides a section at the end which advises the UK differences from ICAO). No similar document is published by the Canadian regulatory authorities which is one reason why most Canadian R/T is non-standard compared to the rest of the world.
It is worth noting the word "point" doesn't exist in the international language of aviation as given by ICAO - as in "oudda three point five for four". What you say is "passing altitude three thousand five hundred feet climbing to altitude four thousand feet".
Also you don't request the "altimeter setting" from ATC as they are likely to come back and ask which one you want .. the QNH, QFE or QNE? Most places in the world you will probably want to request the "QNH".
I haven't referred to the USA - they do their own thing no matter what country they're in.
Canada may not be perfect users of the Queen's phraseology but it's head and shoulders above the USA. And neither of them uses the standard VHF radio frequency to "practise" emergencies.
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You're not kidding. On first flight into TMS after moving over from Europe in 2004, was advised to hold while a Moose was cleared from the apron area. Was quite keen to see my first Murphy Moose...
But no, it was a real 700 lb Alces alces.
But no, it was a real 700 lb Alces alces.
marcus -- Namsham got it right. The rule in Canada is that you should state "heavy" or "super" as appropriate on initial contact (and only on initial contact) for each frequency change.
G
G
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Given a recent ruling, I thought the aviation reference was where you buy one seat and are entitled to a second...
