What Bizav Operators Should Know Before Flying to Canada

For business aircraft operators, a seamless trip to Canada includes researching the latest regulatory changes, making sure passengers and crew have all necessary documents and taking advantage of the country’s business aircraft entry program.

Although U.S. crews and operators should already be familiar with CANPASS, it’s important for everyone to be aware of this valuable program that enables business aircraft to clear customs and immigration quickly and securely at many ports of entry. The Canada Border Services Agency (CBSA) program is restricted to aircraft carrying 15 or fewer people.

Applying for a CANPASS corporate card costs $40 and is valid for five years. Each person added to the account adds an additional $25. Non-CANPASS members are limited to only flying to Canadian official airports of entry.

Pilots of U.S.-registered aircraft using CANPASS must call 1-888-CANPASS (1-888-226-7277) at least two hours – but not more than 48 hours – before arrival in Canada. During the call pilots should provide trip details and any declarations related to travelers and the aircraft. After landing, the pilot must call back to confirm arrival and any changes from the original flight plan. For more information, review the CANPASS website.

Regulators Are Focused on Passengers

“CBSA is paying particular attention to the folks in the cabin,” said Canadian Business Aviation Association (CBAA) President and CEO Anthony Norejko. “The crew doesn’t typically present as a high threat vector.” When a U.S. pilot makes that first call to CBSA before a flight, “the pilot makes a declaration on behalf of the individual, or individuals on board,” Norejko said. “Once they present themselves in Canada, the individuals in the cabin are ultimately responsible for any fines or actions based upon those declarations.”

The initial call should include the point of origin and the destination in Canada, Norejko said. In addition, “You’re informing CBSA of who’s aboard the aircraft with names, dates of birth, passport information, the purpose of the trip and whether or not you have anything to declare,” he said. “Those declarations might, for instance, state that you’re carrying commercial goods for a road show. Another way to frame the conversation is, what are you doing in Canada, and what do you have with you?”

During the second call to CBSA to confirm landing, “either a CBSA officer is going to meet the aircraft at the FBO, or they’re going to ask if there have been any changes to the flight discussed during the first call,” Norejko said. “If the answer is no, the pilot typically receives a clearance number the crew should record. That’s the normal cadence when engaging with CBSA, two phone calls with the second one clearing you without an officer even showing up.”

Always Do This With CBSA

Norejko also suggested an important tip for interacting with CBSA, which could come in handy.

“The U.S. crew member should politely ask for the badge number of any officers with whom they interact. For instance, when updating an ETA. (Canada appreciates pilots arriving on time or communicating with CBSA if they’re running off their time slot). If there’s ever a later question about an aircraft arriving early or late, having the badge number for context will help.”

Necessary Documents When Flying to Canada

Don’t even think about taking off for Canada without ensuring all the required cross-border paperwork is in order. Transport Canada publication TP 15048 outlines pilot documentation that must be carried aboard each flight including:

• FAA pilot certificate
• FAA medical certificate
• Valid passport, green card or NEXUS card (for U.S. citizens)
• Also, keep in mind: Student, recreational and sport pilot certificates are not recognized in Canada, nor is the popular BasicMed certificate.

If requested, a U.S.-based crew should have easy access to:

• The aircraft’s standard airworthiness certificate
• Registration certificate
• Radio station license and operating limitations
• Proof of liability insurance (a declarations page will suffice)

Canada ADS-B Requirements

While Canada’s ATC system, operated by NavCanada, is fully integrated with ADS-B (in and out), the country requires that visiting aircraft be equipped with an antenna capable of broadcasting to both ground and space-based ADS-B receivers.

Radar coverage and ATC services in Canada are limited to the southern part of the country and along busy air traffic routes. Outside of these areas, it may be challenging to access en-route weather information or other air traffic services that are usually available throughout the contiguous U.S.

Canada AOEs and Future Plans

Pilots should be familiar with airports of entry (AOE) designations.

“Our airports often carry a customs designation like AOE 15 or AOE 50,” Norejko said. “AOE 15 means arrivals are limited to 15 individuals aboard the aircraft – that means all people on board, not 15 passengers plus the crew.” If an aircraft carries more people, the crew must select a different airport of entry. AOE designations are listed in the Canada Flight Supplement and at the CBSA website.

In the near future, CBSA plans to offer a digitally based system that will enable operators to bypass AOEs and fly directly to an intended, final destination. Pilots will be able to submit their information digitally and receive a quick, color-coded response. Green would mean the flight is cleared into the country by CBSA; yellow, the aircraft must land at an AOE; red, the flight has an issue that must be resolved before takeoff.