Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Canadian Airspace shopping experience:

1. Compare - without doubt the biggest advantage that the Canadian Airspace offers shoppers today is the ability to compare thousands of Canadian Airspace at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Canadian Airspace? Wrong! If the Canadian Airspace is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Canadian Airspace then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Canadian Airspace? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Canadian Airspace and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Canadian Airspace wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Canadian Airspace then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Canadian Airspace site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Canadian Airspace, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Canadian Airspace, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

Canadian airspace is the region of navigable airspace above the surface of the Earth that falls within a region roughly defined by the Canadian land mass, the Canadian arctic, the Canadian Arctic Archipelago, and areas of the high seas.{{cite book | title = Transport Canada Aeronautical Information Manual (TC AIM) | publisher = Transport Canada | pages = RAC 2.2 | url = http://www.tc.gc.ca/CivilAviation/publications/tp14371/RAC/2-1.htm#2-2 -->Airspace is managed by Transport Canada and detailed information regarding exact dimensions and classification is available in the Designated Airspace Handbook which is published every fifty-six days by NAV CANADA.{{cite web | title = NAV CANADA Aeronautical Information Products | publisher = [NAV CANADA | url = http://www.navcanada.ca/NavCanada.asp?Content=ContentDefinitionFiles/Publications/AeronauticalInfoProducts/default.xml | accessdate = 2007-06-20-->

Canadian Domestic Airspace The Canadian Domestic Airspace includes all of Canada and extends out over the Pacific Ocean, Arctic Ocean, and Atlantic Oceans. It is broadly divided into the Northern Domestic Airspace (NDA) and the Southern Domestic Airspace (SDA).

There are three main differences between the two areas. Most importantly, the NDA is designated as a "standard pressure" region while the SDA is an "altimeter setting" region. This means that pilots operating in the SDA will calibrate their altimeter to atmospheric pressure according to information available at airports and through weather services. Conversely, in the NDA, pilots calibrate their altimeters to 29.92 inches of Mercury (element) (1013 hectoPascal (unit)) regardless of the actual atmospheric pressure. This is done because weather information is not available for all areas of the far north, so it is better that all pilots use a standard setting in order to avoid collisions.

Another major difference between the NDA and SDA is that magnetic declination is not used in the NDA. Because the magnetic north pole is in the NDA, magnetic declinations are very large; sometimes even 180°! This is further complicated by the fact that magnetic north moves approximately 200 miles (320 kilometre) in an elliptical path every day. For these reasons, "true" headings are always used in the NDA while magnetic headings are frequently used in the SDA for convenience.

The final difference between the NDA and the SDA has to do with the location of Class A airspace in each region. This is explained in more detail below.

Airspace classes There are seven classes of airspace in Canada, and each is designated by a letter (A through G).

• Class A airspace exists exclusively between Flight Level180 and FL600. In the SDA, it begins at 18,000. However, in the NDA it does not. The NDA is divided into two Control Areas: the Arctic Control Area (ACA) and the Northern Control Area (NCA). In the NCA, Class A airspace extends upwards from FL230, and FL 270 (formerly 280) in the ACA. The airspace between FL180 and the beginning Class A airspace is designated Class G airspace.
• For entry into Class A airspace, an aircraft needs a functional Mode C transponder and an Instrument flight rules clearance.

• Class B airspace is any controlled airspace between 12,500 ft. and 18,000 ft. Occasionally, Class B airspace exists in other locations, though this is unusual.
• For entry into Class B airspace, an aircraft needs a functional Mode C transponder and either an IFR or a CVFR (Controlled VFR) clearance.

• Class C airspace is usually a control zone (CZ) for a large airport. These areas usually have a 10 nautical mile radius and a height of 3,000 ft. Above Aerodrome Elevation.
• For entry into a Class C control zone, an aircraft needs a functional Mode C transponder and an Air Traffic Control clearance.

• Class D airspace is usually a control zone for smaller airports or aerodromes that has a 5 nautical mile radius and a height of 3,000 ft. AAE. Airports in extremely busy airspace may have only a 3 nautical mile radius control zone.
• For entry into a Class D control zone, an aircraft needs to contact ATC. Some Class D control zones require transponders, and NORDO flight is not permitted at night in a Class D zone.

• Class E airspace is used for low-level flight routes and for aerodromes with very little traffic. ATC is available, but is not required. Some Class D control zones change to Class E at night if the control tower shuts down.
• Any aircraft may fly in Class E airspace.

• Class F airspace is restricted. Any Class F zone will be designated either CYR, CYD, or CYA. CYR stands for restricted, CYD means danger (usually used for CYR areas over international waters), and CYA stands for advisory. CYA zones will also have a letter identifying the type of activity in the zone: A - aerobatics, F - aircraft testing, H - hang gliding, M - military, P - skydiving, S - soaring, T - training.
• For entry into a CYR or CYD zone, an aircraft needs the permission of the operating authority. Pilots may enter CYA zones at their discretion, but are encouraged to avoid them unless taking part in the activity.

• Any airspace that is not designated is Class G airspace. This airspace is uncontrolled, and ATC is not usually available (though exceptions are made).
• Any aircraft may fly in Class G airspace.

Other important features Some control zones have unique procedures because of terrain or air traffic demands. These procedures are published in the Canada Flight Supplement. Another important feature of Canadian airspace is the Air Defense Identification Zone (ADIZ) that surrounds North America.

References

Canadian airspace is the region of navigable airspace above the surface of the Earth that falls within a region roughly defined by the Canadian land mass, the Canadian arctic, the Canadian Arctic Archipelago, and areas of the high seas.{{cite book | title = Transport Canada Aeronautical Information Manual (TC AIM) | publisher = Transport Canada | pages = RAC 2.2 | url = http://www.tc.gc.ca/CivilAviation/publications/tp14371/RAC/2-1.htm#2-2 -->Airspace is managed by Transport Canada and detailed information regarding exact dimensions and classification is available in the Designated Airspace Handbook which is published every fifty-six days by NAV CANADA.{{cite web | title = NAV CANADA Aeronautical Information Products | publisher = [NAV CANADA | url = http://www.navcanada.ca/NavCanada.asp?Content=ContentDefinitionFiles/Publications/AeronauticalInfoProducts/default.xml | accessdate = 2007-06-20-->

Canadian Domestic Airspace The Canadian Domestic Airspace includes all of Canada and extends out over the Pacific Ocean, Arctic Ocean, and Atlantic Oceans. It is broadly divided into the Northern Domestic Airspace (NDA) and the Southern Domestic Airspace (SDA).

There are three main differences between the two areas. Most importantly, the NDA is designated as a "standard pressure" region while the SDA is an "altimeter setting" region. This means that pilots operating in the SDA will calibrate their altimeter to atmospheric pressure according to information available at airports and through weather services. Conversely, in the NDA, pilots calibrate their altimeters to 29.92 inches of Mercury (element) (1013 hectoPascal (unit)) regardless of the actual atmospheric pressure. This is done because weather information is not available for all areas of the far north, so it is better that all pilots use a standard setting in order to avoid collisions.

Another major difference between the NDA and SDA is that magnetic declination is not used in the NDA. Because the magnetic north pole is in the NDA, magnetic declinations are very large; sometimes even 180°! This is further complicated by the fact that magnetic north moves approximately 200 miles (320 kilometre) in an elliptical path every day. For these reasons, "true" headings are always used in the NDA while magnetic headings are frequently used in the SDA for convenience.

The final difference between the NDA and the SDA has to do with the location of Class A airspace in each region. This is explained in more detail below.

Airspace classes There are seven classes of airspace in Canada, and each is designated by a letter (A through G).

• Class A airspace exists exclusively between Flight Level180 and FL600. In the SDA, it begins at 18,000. However, in the NDA it does not. The NDA is divided into two Control Areas: the Arctic Control Area (ACA) and the Northern Control Area (NCA). In the NCA, Class A airspace extends upwards from FL230, and FL 270 (formerly 280) in the ACA. The airspace between FL180 and the beginning Class A airspace is designated Class G airspace.
• For entry into Class A airspace, an aircraft needs a functional Mode C transponder and an Instrument flight rules clearance.

• Class B airspace is any controlled airspace between 12,500 ft. and 18,000 ft. Occasionally, Class B airspace exists in other locations, though this is unusual.
• For entry into Class B airspace, an aircraft needs a functional Mode C transponder and either an IFR or a CVFR (Controlled VFR) clearance.

• Class C airspace is usually a control zone (CZ) for a large airport. These areas usually have a 10 nautical mile radius and a height of 3,000 ft. Above Aerodrome Elevation.
• For entry into a Class C control zone, an aircraft needs a functional Mode C transponder and an Air Traffic Control clearance.

• Class D airspace is usually a control zone for smaller airports or aerodromes that has a 5 nautical mile radius and a height of 3,000 ft. AAE. Airports in extremely busy airspace may have only a 3 nautical mile radius control zone.
• For entry into a Class D control zone, an aircraft needs to contact ATC. Some Class D control zones require transponders, and NORDO flight is not permitted at night in a Class D zone.

• Class E airspace is used for low-level flight routes and for aerodromes with very little traffic. ATC is available, but is not required. Some Class D control zones change to Class E at night if the control tower shuts down.
• Any aircraft may fly in Class E airspace.

• Class F airspace is restricted. Any Class F zone will be designated either CYR, CYD, or CYA. CYR stands for restricted, CYD means danger (usually used for CYR areas over international waters), and CYA stands for advisory. CYA zones will also have a letter identifying the type of activity in the zone: A - aerobatics, F - aircraft testing, H - hang gliding, M - military, P - skydiving, S - soaring, T - training.
• For entry into a CYR or CYD zone, an aircraft needs the permission of the operating authority. Pilots may enter CYA zones at their discretion, but are encouraged to avoid them unless taking part in the activity.

• Any airspace that is not designated is Class G airspace. This airspace is uncontrolled, and ATC is not usually available (though exceptions are made).
• Any aircraft may fly in Class G airspace.

Other important features Some control zones have unique procedures because of terrain or air traffic demands. These procedures are published in the Canada Flight Supplement. Another important feature of Canadian airspace is the Air Defense Identification Zone (ADIZ) that surrounds North America.

References