Canada uncontrolled field IFR question

[tigerowner]

Hello,

I'm planning to land at CYND (Ottawa Gatineau), which is uncontrolled but has a mandatory radio advisory service. If I understand correctly the requirement is to contact them at least 5 minutes prior to landing. When IFR, will local approach tell you to make this call while still talking to them, or will they just switch you over early enough and tell you to contact the radio advisory service?

Is the radio advisory analogous to the FSS radio service that we used to have in a lot of places in the US (KAOO, KMIV had them)?

Thanks!

 

[George182]

Hello,
Canadian controller and pilot here.
You are required to contact the MF at least 5 minutes before starting the approach not before landing. The controller may switch you to the MF in time to make this call but they are not required to do so. It is your responsibility to contact the MF on your second radio or if you only have one radio ask ATC to switch then come back to them.
I would recommend calling the MF 10-15 minutes out so you don’t forget. They will want to know your ETA and planned runway. They will give you the weather (if no ATIS) and traffic info.
Some controllers will give you a reminder to call the MF but again it’s not their responsibility and most will not.
I hope that helps

 

[bonefishpete]

Hello,
Canadian controller and pilot here.
You are required to contact the MF at least 5 minutes before starting the approach not before landing. The controller may switch you to the MF in time to make this call but they are not required to do so. It is your responsibility to contact the MF on your second radio or if you only have one radio ask ATC to switch then come back to them.
I would recommend calling the MF 10-15 minutes out so you don’t forget. They will want to know your ETA and planned runway. They will give you the weather (if no ATIS) and traffic info.
Some controllers will give you a reminder to call the MF but again it’s not their responsibility and most will not.
I hope that helps

And the purpose of all this?

 

[Kenny Phillips]

And the purpose of all this?

Politeness. We're talking about Canada here.

 

[Dixiebluesky]

I am also intrigued. So this is done with every landing at an uncontrolled field? What if there is nobody at the FBO or whoever it is that answers these calls?

 

[oskrypuch]

As noted above a Mandatory Frequency airport, and its requirements, are quite distinct from just an uncontrolled airport where you use procedures much the same as in the US -- although beware the differences in properly entering the pattern (circuit) here.

Only a small number of uncontrolled Canadian airports have a MF, and it will be clearly identified on the approach plate.



It is a bit of an odd duck construct, but the intent is to provide a greater (and mandatory) level of awareness at busier uncontrolled airports. Some will have radar services, but some will not.

Transmissions are much the same as for traffic frequencies, you make your calls to "Montreal Radio", or whatever it is dubbed. You will get an acknowledgement from Radio. Radio is not ATC, and will not provide instructions, although they may make suggestions and will summarize what is going on. If needing an approach, approach ATC will clear you for an approach and then hand you over to Radio. Radio will pass departure clearances from ATC services, so that is handy, and they will close your flight plan when you land.

Treat it seriously though, you will be violated if you try to ignore it.

Specifically, Gatineau Radio at CYND is outstanding, and very helpful, they act almost like a quasi-tower (but still aren't). It is a busy airspace, so it is nice to have in operation in lieu of a fully controlled airport. Gatineau is my first choice for short stays in the Ottawa region, friendly folks, and good ramp parking. Easy Uber/Taxi into Ottawa.

You can probably find a "Radio" freq on liveatc.net, so you can preview it.

Not so much applicable to Gatineau, but at fully uncontrolled Canadian airports there is another distinction, which is actually very handy. You can (if you wish) cancel IFR, but still hold alerting services "automatically", you get switched to a VFR flight plan if you cancel IFR only. That way you can get out of ATC's hair on separation, but still have the assurance if things go wrong they will come looking for you. I really miss that in the US.

* Orest

 

[oskrypuch]

P.S. there is currently a NOTAM referencing both CYND approaches, but it is ONLY valid when a displaced threshold is active ....

E) WHEN DTHR RWY xx:

Call and speak to Pierre, the manager there, he will outline when/if that occurs. There is some construction on the field, and that is what it is addressing.

* Orest

 

[George182]

Well said Oskrypch.

The big reason for this is VFR traffic. The center has no authority over VFR aircraft in class E and often little to no knowledge of them either. Checking in with radio allows them to update you on the VFR traffic so you can avoid them.
The center will provide IFR separation of course.
This process is really a lot simpler than it sounds.