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AIP Canada (ICAO)
Aeronautical Information
Circulars
Effective 0901Z
08 January 2015
to 0901Z 05 February 2015
Published by NAV CANADA in accordance with ICAO
Annexes 4 and 15 of the Convention on International Civil Aviation
© 2015 NAV CANADA All rights reserved
Source of Charts and Maps:
© 2015 Her Majesty the Queen in Right of Canada
Department of Natural Resources
08 JAN 15
AERONAUTICAL INFORMATION CIRCULAR
SUMMARY 1/15
(Supersedes all previous summaries)
The following Aeronautical Information Circulars are in effect:
4/95
Amendment to the Waste Disposal Clause in the Airport Zoning Regulations
9/98
Operation of Precision Approach Path Indicator (PAPI) Units
6/01
Potential Interference from broadcasting stations on VHF Radionavigation Receivers On
Board IFR Aircraft Operating in France
27/06
Exemption from Subsection 602.34(2) of the Canadian Aviation Regulations
22/07
North American Free Trade Agreement (NAFTA) Advisory
15/08
IFR Approval of Global Navigation Satellite Systems (GNSS) in North Atlantic Minimum
Navigation Performance Specifications (NAT MNPS) Airspace
16/08
Instrument Flight Rules (IFR) Operations Using Global Navigation Satellite System (GNSS)
14/09
Pilot Procedures for Exposure to Laser and Other Directed Bright Light Sources
(Replaces AIC 24/08)
20/11
Emergency Security Control of Air Traffic (ESCAT) Plan (Replaces AIC 5/01)
21/11
Labrador Coast Aerodrome Traffic Frequency Corridor
26/11
VFR Navigation Charts—Clarification of the Maximum Elevation Figure
36/11
Implementation of Controller Pilot Data Link Communications in the Edmonton Flight
Information Region/Control Area
37/11
Implementation of Controller Pilot Data Link Communications in the Montreal Flight
Information Region/Control Area
39/12
Implementation of a 50 Nautical Mile Lateral Separation Minimum in the Edmonton Flight
Information Region/Control Area (Supersedes AIC 11/11)
40/12
Notice of Mandate for Data Link Services in the North Atlantic Region (Supersedes
AIC 24/12)
26/13
Inability of Air Traffic Controllers to Issue Clearances (Replaces AIC 11/13)
2/14
Notice of Planned Expansion of Mandate for Data Link Services in the North Atlantic
Region
5/14
Instrument Landing System (ILS)—Replacement Program (Replaces AIC 42/12)
10/14
Trial of a Five-Minute Along-Track Longitudinal Separation Minimum in the Gander
Oceanic Control Area (Supersedes AIC 17/12)
13/14
Airspace and Service Changes—Edmonton, Alberta
15/14
Implementation Planning of Controller Pilot Data Link Communications Services in
Canadian Domestic Airspace (Replaces AIC 34/13)
23/14
Vancouver, British Columbia—Fraser River Corridor Common Air-To-Air Frequency
29/14
Glide Path Fluctuations Caused by Movement of Ground Traffic
30/14
Depiction of Five-Nautical-Mile Buffers Around Special Use Airspace Contained Within
Canadian Flight Information Regions (Supersedes AIC 9/14)
31/14
Trial Implementation of Reduced Lateral Separation Minimum in the ICAO North Atlantic
Region (Supersedes AIC 1/14)
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
08 JAN 15
32/14
Windsor-Toronto-Montreal Airspace and Services Review New RNAV Routes and
Revoking of Airways
33/14
Automated Limited Weather Information System
1/15
Fit for Purpose
The following Aeronautical Information Circulars have been cancelled:
35/13
Alberta Airspace and Services Project—New RNAV T-Routes and Class ‘E’ Airspace
20/14
Flight Planning Rules for Oceanic Traffic to Operate Through the Gander Oceanic
Transition Area and Gander Domestic Control Terminal Area (Replaces AIC 14/14)
34/14
Peawanuck, Ontario—Establishment of Aviation Weather Service
35/14
Colville Lake, Northwest Territories—Establishment of Aviation Weather Services
36/14
Ogoki Post, Ontario—Establishment of Aviation Weather Service
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/15
08 JAN 15
AERONAUTICAL INFORMATION CIRCULAR 1/15
FIT FOR PURPOSE
1.0
Section A: General Material
This section contains guidelines that apply to all NAV CANADA publications
1.2
Rationale for This Initiative
The goal of this document is to provide clarity as to the intended use of individual Aeronautical Information
Publications (AIP). Use of publication in manners that do not align with their intended purpose can
significantly and negatively impact safety. The following description of how and in what circumstances the
various aeronautical publications should be used are presented to enhance safety and to encourage
appropriate use.
1.3
NOTAM
All publications are subject to amendment between publication/update cycles. These changes will be the
subject of a NOTAM. It is imperative that the currency of all publications be verified by reference to current
NOTAMs for the area and nature of operation.
1.4
The E-Pub Compact Disk (CD)
This CD contains all 56-day cycle publications in electronic format. This includes the Canada Flight
Supplement, Canada Air Pilot, LO and HI Enroute Charts and Canada Water Aerodrome Supplement. The
information contained on this disk is for reference purposes only. IT IS NOT SUITABLE FOR AIR
NAVIGATION PURPOSES. The electronic maps are NOT depicted to scale and are not necessarily of the
same colours as the paper charts. Pilots and other users are advised to obtain and use paper charts and
maps for air navigation purposes.
1.5
General Safety Statement
It is fundamental that users understand and recognize the purpose and limitations of these aeronautical
publications and use them only as intended. If operations beyond the stated purpose or outside the limitations
are undertaken, alternative means of navigation and information need to be employed.
1.6
Feedback
NAV CANADA appreciates your feedback on all our products and, wherever practicable, publications will
reflect customer needs and requests. We kindly ask that you submit all question and/or comments to
[email protected].
References: The material contained in this publication is consistent with:
ICAO Annexes and Documents
▪
Annex 15
▪
Annex 4
Transport Canada Documents
▪
Canadian Aviation
Regulations CARS
▪
Aeronautical Information
Manual AIM
Note: Cette information est aussi disponible dans l’autre langue officielle.
NAV CANADA Documents
▪
AIM Aeronautical Publications
Page 1 of 9
08 JAN 15
2.0
Section B: Publication Specific Fit for Purpose Information
This section contains material specific to each NAV CANADA publication.
2.2
B1. 1:500,000 VFR Navigation Chart (VNC) Series of Maps
2.2.1
Purpose
The VNC series of 52 charts is intended for VFR navigation throughout Canada. It satisfies the requirements
of visual air navigation for operations at/or below 12,500 feet ASL.
It provides for:
1.
Pre-flight planning:
2.
2.2.2
1.1
Drawing track lines and using magnetic variation information to determine track
in °M;
1.2
Map reconnaissance to locate major features (cities, roads, railways, etc.) for
lateral navigation; and
1.3
Establishing vertical flight profiles with reference to terrain and obstacle
elevations.
In-flight navigation:
2.1
Determining horizontal position relative to desired track with reference to ground
features;
2.2
Determining distances, especially to destination;
2.3
Identifying aerodromes, waypoints, frequencies, airspace boundaries, etc.; and
2.4
Determining vertical position relative to obstacles and terrain.
Limitations
3.
This map series is subject to the following limitations:
3.1
Due to the scale of this chart (1:500,000), it should not be used for flight in low
ceiling and visibility conditions. As a guide, the lowest weather minima
established in TC AIM RAC Figure 2.7 is 1,000 feet AGL ceiling and 1 mile
visibility in uncontrolled airspace; use of the 1:500,000 VNC series in such
conditions is not advisable;
3.2
Not all obstacles will be shown – it is impracticable to guarantee all obstacles
have been included;
3.3
Not all geographical or aeronautical features can be shown;
3.4
Due to the long chart update intervals (one, two or five years) some aeronautical
information may not be current. Each VNC chart shows, under the title, the date
of that edition, the date to which topographical data are corrected and the
effective date of airspace amendments. New information (obstructions, restricted
and advisory areas, revised control zones, etc.) is initially advertised by NOTAM
or AIP Supplement, then published in the CFS and ultimately incorporated in a
chart revision; and
3.5
The VNC contains less aeronautical information than the VFR Terminal Area
Chart (VTA). Users are therefore asked to use VTA charts where available.
It is essential that users understand the purpose and limitations of this product and use it only as intended.
Page 2 of 9
AERONAUTICAL INFORMATION CIRCULAR 1/15
08 JAN 15
2.3
B2. 1:250,000 VFR Terminal Area Charts (VTA) Series of Maps
2.3.1
Purpose
The VTA series of charts is intended for VFR navigation in the terminal area around seven high traffic areas.
It provides for:
1.
2.
2.3.2
3.
Pre-flight planning:
1.1
Drawing track lines and using magnetic variation information to determine track
in °M;
1.2
Map reconnaissance to locate major features (cities, roads, railways, etc.) for
lateral navigation; and
1.3
Establishing vertical flight profiles with reference to terrain, obstacles and
runways.
In-flight navigation:
2.1
Identifying arrival and departure routes and waypoints;
2.2
Determining horizontal position relative to desired track with reference to ground
features;
2.3
Determining distances, especially to destination;
2.4
Determining vertical position relative to obstacles and terrain; and
2.5
Identifying control zones, frequencies and airspace boundaries.
Limitations
This map series is subject to the following limitations:
3.1
Due to the scale of his chart (1:250,000), it should not be used for flight in low
ceiling and visibility conditions. As a guide, TC AIM RAC establishes weather
minima for control zones as 1,000 feet AGL and 3 miles visibility; use of the
1:250,000 VTA series in such conditions is not advisable;
3.2
Not all obstructions will be shown – it is impracticable to guarantee all
obstructions have been included. In general, only obstructions greater than
300 feet AGL or higher are shown as well as known obstructions lower than
300 feet AGL that are considered significant;
3.3
Not all geographical or aeronautical features can be shown; and
3.4
Some aeronautical information may not be current because the chart update
interval is one year. Each VTA chart shows, under the title, the date of that
edition, the date to which topographical data are corrected and the effective date
of airspace amendments. New information (obstructions, restricted and advisory
areas, revised control zones, etc.) is advertised by NOTAM or AIP Supplement,
then published in the CFS and ultimately incorporated in a chart revision.
It is essential that users understand the purpose and limitations of this product and use it only as intended.
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/15
Page 3 of 9
08 JAN 15
2.4
B3. Canada Flight Supplement (CFS)
2.4.1
Purpose
This publication provides detailed IFR and VFR information for Canadian aerodromes as well as selected
North Atlantic aerodromes. Associated services and national aviation infrastructure information is also
included, organized into the following sections:
General: Tables, legends and associated information necessary for interpretation of the material
in the supplement.
Aerodrome Directory: Data and sketches for Canadian aerodromes and heliports and selected
aerodromes in the North Atlantic.
Planning: Information for flight planning such as characteristics of airspace, flight restrictions,
IFR routes and airway intersections.
Radio Navigation and Communications: Data for radio navigation aids and communication
facilities.
Military: Flight procedures and data, including sections on procedures for flight in the USA, North
Atlantic and Alaska, air/ground communications and military training routes/areas.
Emergency: Emergency procedures.
This publication is essential for safety and operational effectiveness in both IFR and VFR operations. It should
be used for all pre-flight planning and in-flight operations and for emergency procedures.
2.4.2
Limitations
The CFS, when used with relevant enroute and terminal publications, completes the total aeronautical
information package required for a flight.
The CFS is to be used as a reference for the planning and safe conduct of VFR or IFR air operations. The
information contained in the CFS is current only to the effective date. Since CFS information may be
amended or cancelled, NOTAMs and AIP Supplements must be consulted to ensure that the most current
information is used for flight operations.
The CFS does not contain information about water aerodromes; that information is contained in the Water
Aerodrome Supplement (WAS).
2.5
B4. Water Aerodrome Supplement (WAS)
2.5.1
Purpose
The Water Aerodrome Supplement (WAS) is published annually in March with English and French versions
available. It contains detailed information for all water aerodromes shown on Canadian VFR charts under the
following sections:
a)
Special Notices and General
b)
Aerodrome/Facility Directory
c)
Planning
d)
Radio Navigation and Communications
e)
Emergency
Page 4 of 9
AERONAUTICAL INFORMATION CIRCULAR 1/15
08 JAN 15
2.5.2
Limitations
The CWAS is to be used as a reference for the planning and safe conduct of VFR or IFR air operations to and
from water aerodromes. The information contained in this supplement is current only to the effective date.
Since WAS information may be amended or cancelled, NOTAMs and AIP Supplements must be consulted to
ensure that the most current information is used for flight operations. Since the WAS is published annually,
pilots should also consult a current CFS to ensure that they are aware of all aeronautical information
that may impact their flight.
Note that not all general information contained in the CFS is repeated in the WAS.
2.6
B5. Canada Air Pilot (CAP)
2.6.1
Purpose
This series of seven volumes is updated every 56 days and provides aeronautical information primarily
related to the IFR arrival or departure phases of flight and comprises the following flight procedure types:
Instrument Approach Procedure (IAP)
Diverse and Standard Instrument Departure (SID)
Standard Instrument Arrival (STAR)
Noise Abatement Procedure
Visual Approaches
It also contains ground operations information such as parking areas and de-icing facilities along with
Aerodrome and Taxi Charts.
2.6.2
Limitations
The CAP is not intended for use in VFR operations.
The CAP is regularly amended by NOTAM and AIP Supplements, especially at high traffic aerodromes. Users
must always check NOTAMs for their proposed areas of operation. The CAP procedure pages are
necessarily complex.
It is essential that pre-flight study be performed in every case to attain familiarity with each procedure
anticipated at destination and alternate. The CAP GEN volume is an integral part of the CAP series. Users
must be familiar with the general procedural and terminology material in this publication to safely use the
seven core volumes. Please note that the CAP GEN is only published when there is a change to its
content.
2.7
B6. Restricted Canada Air Pilot (RCAP)
2.7.1
Purpose
This electronic publication provides aeronautical information related to the arrival or departure phases of flight
and comprises the following procedure types:
Instrument Approach Procedure (IAP)
Diverse and Standard Instrument Departure (SID)
Standard Instrument Arrival (STAR)
Noise Abatement Procedure
It also contains ground operations information in Aerodrome Charts.
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/15
Page 5 of 9
08 JAN 15
2.7.2
Limitations
The RCAP is not intended for use in VFR operations.
The RCAP does not have an Aerodrome Chart for every airport.
The RCAP is available in CD format only.
The RCAP differs from the CAP in that it provides procedures for specific operations and operators that can
safely operate using alternative means of achieving safety. Only operators with specific (Ops Spec 099 or
410) authority from Transport Canada can legally fly these procedures because they have been designed
with certain deviations from the regulations. These deviations are permitted because special crew training,
operational procedures and/or aircraft capability permit.
2.8
B7. Enroute Low Altitude (LO) Chart
2.8.1
Purpose
This chart series provides flight crews with information to facilitate navigation along ATS routes in
compliance with air traffic services procedures. It is intended for use in the low level airspace structure
(below 18,000 feet ASL).
The LO chart series, comprising 10 charts, depicts aeronautical radio information, airways system,
controlled/uncontrolled airspace structure, special use airspace, communication stations and selected
aerodromes.
It is used for IFR route planning and inflight navigation.
2.8.2
Limitations
This IFR chart series is not suitable for VFR navigation as it provides no obstacle, terrain, road or other
data needed for visual flight.
Vertical coverage is up to, but not including, 18,000 feet ASL.
The information contained on these charts is current only to the effective date.
Since enroute information may be amended or cancelled, NOTAMs and AIP Supplements must be consulted
to ensure that only current information is used for flight operations.
2.9
B8. Enroute High Altitude (HI) Chart
2.9.1
Purpose
This chart series provides flight crews with information to facilitate navigation along high level airways and
routes in compliance with air traffic control procedures. They are intended for use in high level airspace
(18,000 feet ASL and above).
This series comprises six HI charts depicting aeronautical radio information, high level airways structure,
controlled/uncontrolled airspace structure, special use airspace, communication facilities and selected
aerodromes.
It is used for IFR route planning and inflight navigation.
Page 6 of 9
AERONAUTICAL INFORMATION CIRCULAR 1/15
08 JAN 15
2.9.2
Limitations
This IFR chart is not suitable for VFR navigation as it provides no obstacle, terrain, road or other data
needed for visual flight.
Vertical coverage includes 18,000 feet ASL (FL 180) and above.
The information contained on this chart series is current only to effective date. Since enroute information may
be amended or cancelled, NOTAMs and AIP Supplements must be consulted to ensure that only current
information is used for flight operations.
2.10
B9. Terminal Area Chart (TAC)
2.10.1 Purpose
This chart series provides flight crews with information to facilitate IFR navigation in the terminal area of
aerodromes in compliance with air traffic services (ATS) procedures. It is intended to assist in the transition
from the enroute portion of the flight to the arrival portion, or from the departure portion to the enroute portion,
at those terminals where the airspace structure is relatively complex.
The TAC depicts aeronautical radio information, airways system, controlled/uncontrolled airspace structure,
special use airspace, communication stations and selected aerodromes in congested areas at a larger scale.
This information is in addition to what is displayed on the enroute series and instrument procedure charts.
2.10.2 Limitations
The eighteen-chart TAC series is for use up to, but not including, 18,000 feet ASL within Canadian Domestic
Airspace and that airspace over international waters and foreign territory in which Canada accepts
responsibility for the provision of air traffic control services. Charts for the Azores, Bermuda and Iceland
(Keflavik) are included for military use.
The set includes these terminal areas:
SIDE 1
SIDE 2
Vancouver/Victoria
Thunder Bay
Edmonton
Windsor
Calgary
Toronto
Saskatoon
Montreal
Winnipeg
Ottawa
Iceland
Quebec
Azores
Moncton
Halifax
Gander
Bermuda
Keflavik/Iceland
The TAC is revised every 56 days. The information contained on this chart series is current only to the
effective date. Since information may be amended or cancelled, NOTAMs and AIP Supplements must be
consulted to ensure that only current information is used for flight operations.
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/15
Page 7 of 9
08 JAN 15
2.11
B 10. Aeronautical Information Publication (AIP) Canada (ICAO)
2.11.1 Purpose
The AIP Canada (ICAO) provides an electronic version of general aeronautical data and information. It
comprises of:
Part 1 – General (GEN)
Part 2 – Enroute (ENR)
Part 3 – Aerodromes (AD)
Part 4 – AIP Canada (ICAO) Supplements – updated every 28 days
Part 5 – Aeronautical Information Circulars (AIC) – updated every 28 days
The AIP Canada (ICAO) itself is updated every 56 days while the AIP Canada (ICAO) Supplements and
Aeronautical Information Circulars (AICs) are updated every 28 days.
2.11.2 Limitations
The AIP Canada (ICAO) provides only general infrastructure information. The remainder of the required
information can be found in the publications. These include the CFS, CAP, RCAP, the HI and LO IFR chart
series, as well as the TAC.
Minor editorial changes may be made to the AIP Canada (ICAO) without notice.
2.12
B 11. Canadian Airport Charts (airport diagrams)
2.12.1 Purpose
NAV CANADA publishes the Canadian Airport Charts on a-56 day cycle. The information in the Canadian
Airport Charts provides pictorial displays of Canadian airport manoeuvring areas found in the Canada Air Pilot
or the military GPH 200, and may be reproduced for the sole purpose of assisting pilots during aircraft ground
movement operations.
The Canadian Airport Charts is available online in PDF format and is free of charge.
2.12.2 Limitations
Up-to-date information on flight planning procedures and airport services, including fuel, lighting and local
prohibitions or procedures can be found in the CFS.
2.13
B 12. Aerodrome Obstacle Chart Type A
2.13.1 Purpose
The Type A Obstacle Chart, in combination with relevant information published in the AIP Canada, provides
the data necessary to enable an operator to comply with the operating limitations of ICAO Annex 6, Part I,
Chapter 5 (paras 5.2.8 and 5.3), and Part III, Section II, Chapter 3 (Helicopters).
These data allow aircraft operators to determine the ability of specific aircraft types under specific conditions,
on departure from an airport, to clear obstacles with an engine inoperative. Aerodromes submit survey data to
NAV CANADA who in turn makes it available to users as Type A Charts.
Please visit https://www.navcanada.ca/EN/products-and-services/Pages/aero-nautical-information-chartsICAO-type-a-charts.aspx for information on the most current charts.
Page 8 of 9
AERONAUTICAL INFORMATION CIRCULAR 1/15
08 JAN 15
2.13.2 Limitations
The Type A Obstacle Chart series has been prepared for selected aerodromes for use by operators of large
aircraft and provides detailed information with regard to significant obstructions in the approach/departure
areas of runways. They are required for operational planning purposes. Only the charts listed on the NAV
CANADA website are valid.
The method by which this chart is used to extract the data and the format used to communicate the
information to crews is the responsibility of the aircraft operator.
James Ferrier
Manager, Aeronautical Information Management
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/15
Page 9 of 9
16 OCT 14
AERONAUTICAL INFORMATION CIRCULAR 33/14
AUTOMATED LIMITED WEATHER INFORMATION SYSTEM
NAV CANADA, the country’s provider of civil air navigation services, is upgrading the aviation weather service
provision at part-time human weather observing sites. The upgrade is a Limited Weather Information System
(LWIS) that generates additional weather reports outside the hours of human observations. These reports
provide wind, temperature, dew point, and altimeter setting information.
The LWIS information is updated on an hourly basis and can be obtained from the NAV CANADA Aviation
Weather Web Site (AWWS), a flight information centre (FIC), or an area control centre (ACC). An example of
the LWIS information on the AWWS is as follows:
SACN65 CYRL 140700
LWIS CYRL 140700Z AUTO 27012KT 07/06 A3014=
This upgrade will result in the availability of key weather elements 24 hours per day for all aviation weather
observation sites across Canada and will significantly enhance weather forecasting and pilot flight planning.
LWIS installations afford pilots the ability to conduct instrument approach procedures (IAPs) 24 hours per
day at these aerodromes and at aerodromes where a Remote Altimeter Setting Source (RASS) is used for
the IAPs.
Monitor NOTAMs for the exact date and time of activation of LWIS at specific sites prior to publication in the
Canada Flight Supplement (CFS).
For further information please contact:
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
[email protected]
Chuck Montgomery
Director AIM, Flight Operations, CNS Ops
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 1
16 OCT 14
AERONAUTICAL INFORMATION CIRCULAR 32/14
WINDSOR-TORONTO-MONTREAL AIRSPACE AND SERVICES REVIEW
NEW RNAV ROUTES AND REVOKING OF AIRWAYS
A goal of the Windsor-Toronto-Montreal (WTM) Airspace and Services Review Project is to revise the
airspace and air route structure—utilizing area navigation (RNAV)—to achieve improved efficiency for air
operations. This includes establishing low level fixed RNAV T-Routes and high level RNAV Q-Routes in place
of Victor and Jet airways respectively.
The latest phase of the WTM project focuses on the Toronto/Western Ontario/Montreal areas and involves
establishing and revising RNAV T- and Q-Routes. These initiatives and decommissioning of VORs in the USA
by the Federal Aviation Administration (FAA) will result in the revocation of some very high
frequency/ultrahigh frequency (VHF/UHF) low level (Victor) and high level (Jet) airways.
These changes will be published on the LO 6, 7 and 8 En Route Low Altitude, HI 4, 5 and 6 En Route High
Altitude and Toronto terminal area charts effective 13 November 2014. For further information, please
contact:
NAV CANADA
Customer Service Centre
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
[email protected]
Chuck Montgomery
Director AIM, Flight Operations, CNS Ops
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 1
16 OCT 14
AERONAUTICAL INFORMATION CIRCULAR 31/14
TRIAL IMPLEMENTATION OF REDUCED LATERAL SEPARATION
MINIMUM IN THE ICAO NORTH ATLANTIC REGION
(Supersedes AIC 1/14)
Introduction
Advancements in aircraft avionics and air traffic management flight data processing systems have driven an
initiative to analyze whether the lateral separation standard in the current North Atlantic (NAT) minimum
navigation performance specification (MNPS) airspace can be reduced to increase the number of tracks
available and therefore increase capacity at optimum flight levels.
The purpose of this aeronautical information circular (AIC) is to notify a change to the implementation date for
this reduced lateral separation minimum (RLatSM) initiative. Due to scheduling changes for flight data
processing upgrades necessary to support RLatSM, the original date advertised in AIC 01/14 has been
revised.
On or soon after 12 November 2015, Gander, Shanwick, and Reykjavik area control centres (ACCs) will
commence participation in the trial of a 25 nautical mile (NM) lateral separation minimum in portions of the
Gander, Shanwick, and Reykjavik oceanic control areas (OCA).
The information provided is intended for publication in the Spring 2016 Transport Canada Aeronautical
Information Manual (TC AIM – TP 14371E).
Background
Track spacing for MNPS-approved aircraft is currently one degree of latitude, which equates nominally to
60 NM. The proposed change will reduce lateral separation for aircraft operating at the flight levels and tracks
associated with the NAT Region Data Link Mandate airspace, which can be practically achieved by
establishing tracks that are spaced by one-half-degree of latitude. This track spacing initiative will be referred
to as RLatSM.
RLatSM will be implemented using a phased approach, the first of which will introduce one-half-degree
spacing between the two core tracks of the NAT-organized track system (OTS) from flight level (FL) 350 to
FL 390 inclusive. At yet to be determined dates, Phase 2 will expand the implementation throughout the entire
NAT OTS and Phase 3 will encompass the entire ICAO NAT region, including for converging and intersecting
track situations.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
16 OCT 14
Operator Eligibility and Participation
Operators do not need to apply to be part of the trial and will be eligible to flight plan RLatSM tracks provided
the flights are:
a)
MNPS approved;
b)
RNP4 approved; and
c)
Automated Dependent Surveillance–Contract (ADS-C) and controller-pilot data link
communications (CPDLC) equipped and, where applicable, authorized.
The required CNS systems must be operational and flight crews must report any failure or malfunction of
global positioning system (GPS), ADS-C, or CPDLC equipment to air traffic control (ATC) as soon as it
becomes apparent.
Flight Planning
Air traffic services (ATS) systems use Field 10 (Equipment) and Field 18 (Other Information) of the standard
ICAO flight plan to identify an aircraft’s data link and navigation capabilities. The operator should insert the
following items into the ICAO flight plan for FANS 1/A or equivalent aircraft:
a)
b)
Field 10a (Radio communication, navigation and approach aid equipment and capabilities);
−
insert “J5” to indicate CPDLC FANS1/A SATCOM (Inmarsat) and/or “J7” to indicate
CPDLC FANS1/A SATCOM (Iridium) data link equipment; and
−
insert “X” to indicate MNPS operational approval;
Field 10b (Surveillance equipment and capabilities);
−
c)
Field 18 (Other Information);
−
Page 2 of 3
insert “D1” to indicate ADS with FANS 1/A capabilities;
insert the characters “PBN/” followed by “L1” for RNP4.
AERONAUTICAL INFORMATION CIRCULAR 31/14
16 OCT 14
Current Version
The current, and updated versions of the draft NAT RLatSM plan and associated documents are provided on
the ICAO European and North Atlantic Office website:
<www.paris.icao.int>,
EUR & NAT Documents
NAT Documents
Planning documents supporting separation reductions and other initiatives
Further Information
For further Information, please contact:
NAV CANADA
Gander Area Control Centre
P.O. Box 328
Gander, NL A1V 1W7
Attn: Jeffrey Edison,
Manager, ACC Operations
Direct line: 709-651-5223
E-mail:
[email protected]
Chuck Montgomery
Director AIM, Flight Operations, CNS Ops
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 31/14
Page 3 of 3
16 OCT 14
AERONAUTICAL INFORMATION CIRCULAR 30/14
DEPICTION OF FIVE-NAUTICAL-MILE BUFFERS AROUND
SPECIAL USE AIRSPACE CONTAINED WITHIN
CANADIAN FLIGHT INFORMATION REGIONS
(Supersedes AIC 9/14)
Introduction
To assist in efficiently planning routes that avoid restricted areas in Canadian flight information regions (FIRs),
NAV CANADA is providing customers with depictions of currently published special use airspace that also
show a surrounding five-nautical-mile buffer zone through which flight will not be permitted. The depictions
are intended to provide a visual representation for operators to consider when preparing flight plans involving
operations at and above flight level (FL) 290.
This aeronautical information circular (AIC) supplements the information contained in AIC 9/14 with three
additional restricted areas (CYR664, CYR665, and CYR666) and associated five-nautical-mile buffer zones
from the Montreal FIR.
The information provided is intended for publication in the Spring 2015 Transport Canada Aeronautical
Information Manual (TC AIM – TP 14371E).
Background
As described in the TC AIM – TP 14371E, special use airspace may be classified as “Class F advisory” or as
“Class F restricted” within Canadian Domestic Airspace (CDA). In accordance with International Civil Aviation
Organization (ICAO) requirements, special use airspace may also be classified as a danger area when
established over international waters, but controlled by Canadian air traffic control (ATC). Class F airspace is
described in the Designated Airspace Handbook (DAH, TP 1820E) and depicted on HI or LO charts, as
applicable.
Canadian controllers apply a five-nautical-mile separation minimum to en route aircraft being provided with air
traffic service (ATS) surveillance service from the boundary of special use airspace. NAV CANADA customers
have indicated that it would be beneficial to have visual indication of this buffer zone.
Flight Planning Considerations
The depicted buffers around the boundaries of special use airspace that is at or above flight level (FL) 290
have been constructed using parallel lines measuring five nautical miles from the straight segments and using
five-nautical-mile arcs from the curved portions. Operators are advised that the arc points represented as
coordinates of latitude and longitude are not to be used as routing waypoints.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 26
16 OCT 14
Vancouver FIR
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16 OCT 14
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16 OCT 14
Edmonton FIR
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 30/14
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Montreal FIR
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16 OCT 14
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16 OCT 14
Moncton FIR
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16 OCT 14
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16 OCT 14
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 30/14
Page 25 of 26
16 OCT 14
Gander FIR
Further Information
For further Information, please contact:
NAV CANADA
Attn: Jeff Dawson
Director, Operational Support
Direct line: 613-563-7341
E-mail:
[email protected]
Chuck Montgomery
Director AIM, Flight Operations, CNS Ops
Page 26 of 26
AERONAUTICAL INFORMATION CIRCULAR 30/14
16 OCT 14
AERONAUTICAL INFORMATION CIRCULAR 29/14
GLIDE PATH FLUCTUATIONS CAUSED
BY MOVEMENT OF GROUND TRAFFIC
This aeronautical information circular (AIC) will advise operators of the conditions under which glide path
signals will be protected, and will detail pilot responsibilities to notify air traffic controllers (ATC) when
conducting, auto-land or similar approaches.
Background
In recent years, there has been an increase in reports from both pilots and air traffic controllers of instances of
glide path fluctuations while an aircraft is navigating on the Instrument Landing System (ILS). This may occur
when aircraft or vehicles are moving through the glide path critical area causing interference with the signal.
In several cases, the aircraft automation/autopilot followed momentary ILS fluctuations causing the aircraft to
pitch and roll.
It has become evident that further clarity is required regarding when ILS signals are protected while an aircraft
is established on an ILS approach. ILS signals will only be protected under the conditions described below.
Glide Path Signal Protection Procedures
A controller will protect the glide path signal when:
1.
The ceiling is less than 1,000 feet or visibility is less than 3 miles, or both; and
2.
The arriving aircraft is inside the final approach fix (FAF) on an ILS approach.
Note:
At uncontrolled airports, aircraft maneuvering on the ground may enter ILS
critical areas during taxi, takeoff or landing.
The ILS critical areas are not protected when aircraft are outside the FAF. Furthermore, with the exception of
CAT II/III operations, localizer signal protection is not applied when a preceding aircraft will pass over or
through the critical area while taking off, landing, or executing a missed approach on the same or another
runway. Pilots must be aware of the ILS signal interference threats as well as flight display indications and
autopilot functionality during manual or fully coupled ILS approaches.
Auto-Land or Practice Low Visibility Approaches
In situations where protection of the ILS signal is not required and pilots wish to conduct auto-land or practice
low visibility approach procedures, advise the controller of your intentions early enough so that they can either
protect the ILS critical area or advise you that due to traffic ILS critical area protection is not possible. If ILS
critical area protection is not possible, the controller will use the phrase “ILS CRITICAL AREA NOT
PROTECTED.” It then becomes the pilot’s responsibility to continue or discontinue in the particular approach
procedure.
Advisory Notice
An ILS performance report is available for all Canadian runways on the NAV CANADA website.
Note:
Sections 3.12.1 to 3.12.3 of the Transport Canada AIM should be reviewed to
ensure an understanding of ILS operating characteristics. Appendix A, items 1, 2,
and 3 of TP 1490, MANUAL of ALL WEATHER OPERATIONS should also be
reviewed for an understanding of ILS CRITICAL SENSITIVE AREAS.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
16 OCT 14
Publication
The Transport Canada Aeronautical Information Manual (TC AIM – TP14371E) will be amended in the
April 2015 release.
Validity
Effective 31 October 2014. For further information, please contact:
NAV CANADA
Attn: Claude Fortier, Manager
ATS, Standards & Procedures
Tel.:
E-mail:
613-563-5738
[email protected]
Chuck Montgomery
Director AIM, Flight Operations, CNS Ops
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 29/14
26 JUN 14
AERONAUTICAL INFORMATION CIRCULAR 23/14
VANCOUVER, BRITISH COLUMBIA
FRASER RIVER CORRIDOR
COMMON AIR-TO-AIR FREQUENCY
Introduction
This circular is intended to provide communication guidelines for pilots operating along the Fraser River
Valley corridor between Chilliwack and Pitt Meadows airports. In order to enhance traffic awareness and
aviation safety in this congested airspace outside the control of air traffic control (ATC), common air-to-air
frequencies have been designated for use along this corridor.
Flight Training Frequencies and Fraser River Corridor
Common air-to-air frequencies have been designated for use in the CYA flight-training areas that border the
Fraser River (see backside of Vancouver visual flight rules [VFR] terminal area chart [VTA]). To ensure pilots
who fly along the Fraser River corridor and between the flight training CYAs can communicate to maintain
situational awareness and avoid conflicts, the common air-to-air flight training frequencies have been
designated for use along the corridor as follows (see map sketch below):
Glen Valley, Pitt (CYA 188 & 185)
Fraser River west of Mission Bridge VFR Checkpoint
122.72(5) MHz
Sumas, Harrison (CYA 187 & 186)
Fraser River east of Mission Bridge VFR Checkpoint
122.77(5) MHz
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
26 JUN 14
NOT FOR NAVIGATION
Communication Guidelines
Pilots are encouraged to use the designated common air-to-air flight training frequency when flying within the
flight training CYAs and along the designated portion of the Fraser River corridor. Radio transmissions on the
frequencies should be the minimum required to provide the aircraft’s position and pilot intentions. Flying within
areas designated for use of a common air-to-air frequency does not alleviate a pilot from the responsibility for
monitoring and/or communicating on, when required, an ATC frequency, aerodrome traffic frequency (ATF) or
mandatory frequency (MF) or any other appropriate frequency.
Page 2 of 3
AERONAUTICAL INFORMATION CIRCULAR 23/14
26 JUN 14
Implementation
There is no formal implementation or start date for using the designated common air-to-air flight training
frequencies along the Fraser River corridor. Pilots should employ this best practice at their earliest
opportunity.
Information concerning the common air-to-air flight-training frequencies along the Fraser River corridor will be
published on the planning map on the backside of the next edition of the Vancouver VTA (39th Edition) to be
available early July 2014. A textual and graphic representation of the Fraser River corridor and flight training
CYAs will be published in the Planning Section (British Columbia) of the Canada Flight Supplement (CFS) –
18 September 2014.
Further Information
For further information please contact:
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
[email protected]
Chuck Montgomery
Director, AIS and Flight Inspection
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 23/14
Page 3 of 3
3 APR 14
AERONAUTICAL INFORMATION CIRCULAR 15/14
IMPLEMENTATION PLANNING OF CONTROLLER PILOT DATA LINK
COMMUNICATIONS SERVICES IN CANADIAN DOMESTIC AIRSPACE
(Replaces AIC 34/13)
Introduction
On 16 December 2011, NAV CANADA commenced the use of controller pilot data link communications
(CPDLC) within the Canadian Domestic Airspace (CDA), with services offered in the Montreal, Edmonton,
Vancouver, Winnipeg, Moncton, and Gander (Domestic airspace) flight information region (FIR). It is the
intent of NAV CANADA to expand CPDLC service into the Toronto FIR in early part of 2014.
As with the services offered in the other FIRs implementation of CPDLC in the Toronto FIR will be via a
phased approach, as detailed below.
Purpose of Circular
This circular advises operators of the service area coordinates and expected implementation timelines for the
Toronto FIR. Specific start dates for each of the implementation phases will be announced via Notice to
Airmen (NOTAM). A description of the implementation phases, flight crew procedures, and supported CPDLC
messages are also detailed below.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 9
3 APR 14
Page 2 of 9
AERONAUTICAL INFORMATION CIRCULAR 15/14
3 APR 14
Moncton Area Control Center
The Moncton CPDLC service area is flight level (FL) 290 and above, in the portion of the Moncton FIR/CTA
bounded by:
41° 52’ 00” N 67° 00’ 00” W
to
44° 30’ 00” N 67° 00’ 00” W
44° 30’ 00” N 67° 00’ 00” W
to
44° 56’ 00” N 67° 00’ 00” W
44° 56’ 00” N 67° 00’ 00” W
to
45° 37’ 30” N 67° 46’ 30” W
45° 37’ 30” N 67° 46 30 W
to
45° 47’ 00” N 67° 48’ 17” W
45° 47’ 00” N 67° 48’ 17” W
to
45° 49’ 30” N 67° 35’ 00” W
45° 49’ 30” N 67° 35’ 00” W
to
46° 08’ 35” N 67° 13’ 00” W
46° 08’ 35” N 67° 13’ 00” W
to
46° 12’ 00” N 67° 13’ 00” W
46° 12’ 00” N 67° 13’ 00” W
to
46° 32’ 08” N 67° 17’ 59” W
ARC Start
46° 32’ 08” N 67° 17’ 59” W
to
35 Mile ARC Centred on
46° 57’ 00” N 67° 53’ 12” W
ARC End
47° 17’ 20” N 68° 34’ 24” W
to
47° 23’ 35” N 69° 00’ 00” W
47° 23’ 35” N 69° 00’ 00” W
to
48° 00’ 00” N 69° 00’ 00” W
48° 00’ 00” N 69° 00’ 00” W
to
48° 09’ 40” N 69° 19’ 45” W
48° 09’ 40” N 69° 19’ 45” W
to
48° 53’ 20” N 69° 30’ 00” W
48° 53’ 20” N 69° 30’ 00” W
to
49° 11’ 15” N 68° 40’ 00” W
49° 11’ 15” N 68° 40’ 00” W
to
51° 00’ 00” N 68° 40’ 00” W
51° 00’ 00” N 68° 40’ 00” W
to
51° 30’ 00” N 67° 00’ 00” W
51° 30’ 00” N 67° 00’ 00” W
to
51° 53’ 00” N 65° 43’ 04” W
51° 53’ 00” N 65° 43’ 04” W
to
51° 58’ 32” N 65° 22’ 15” W
51° 58’ 32” N 65° 22’ 15” W
to
52° 07’ 27” N 64° 47’ 59” W
52° 07’ 27” N 64° 47’ 59” W
to
52° 32’ 21” N 63° 07’ 24” W
52° 32’ 21” N 63° 07’ 24” W
to
52° 49’ 10” N 61° 54’ 48” W
52° 49’ 10” N 61° 54’ 48” W
to
51° 30’ 00” N 59° 45’ 00” W
51° 30’ 00” N 59° 45’ 00” W
to
48° 50’ 00” N 57° 45’ 00” W
48° 50’ 00” N 57° 45’ 00” W
to
44° 26’ 48” N 56° 03’ 06” W
44° 26’ 48” N 56° 03’ 06” W
to
43° 35’ 00” N 55° 45’ 00” W
43° 35’ 00” N 55° 45’ 00” W
to
42° 30’ 00” N 60° 00’ 00” W
42° 30’ 00” N 60° 00’ 00” W
to
42° 20’ 12” N 61° 36’ 36” W
42° 20’ 12” N 61° 36’ 36” W
to
41° 37’ 00” N 67° 00’ 00” W
41° 37’ 00” N 67° 00’ 00” W
to
41° 52’ 00” N 67° 00’ 00” W
AERONAUTICAL INFORMATION CIRCULAR 15/14
Page 3 of 9
3 APR 14
Gander Area Control Center
The Gander domestic CPDLC service area is FL 290 and above, in the portion of the Gander FIR/CTA
bounded by:
43° 35’ N 055° 45’ W
to
48° 50’ N 057° 45’ W
51° 30’ N 059° 45’ W
to
52° 49’ 10” N 061° 54’ 48” W
to
51° 53’ 01” N 065° 43’ W
51° 30’ N 067° 00’ W
to
51° 00’ N 068° 40’ W
53° 32’ N 068° 40’ W
to
57° 33’ N 064° 00’ W
58° 50’ 40” N 063° 00’ W
to
65° 19’ N 063° 00’ W
65° 23’ N 062° 38’ W
to
65° 30’ N 060° 00’ W
65° 42’ 36” N 058° 23’ 56” W
to
65° 00’ N 057° 45’ W
63° 30’ N 055° 45’ W
to
63° 30’ N 055° 00’ W
53° 52’ N 054° 58’ W
to
53° 05’ N 054° 05’ W
51° 00’ N 050° 00’ W
to
44° 30’ N 050° 00’ W
to the point of beginning.
Winnipeg Area Control Center
The Winnipeg CPDLC service area is FL 290 and above, in the portion of the Winnipeg FIR/CTA bounded by:
49° 00’ N 110° 00’ W
to
49° 50’ N 109° 00’ W
51° 11’ N 109° W
to
51° 20’ N 109° 30’ W
51° 30’ N 110° W
to
53° 25’ 15” N 110° 00’ W
then via a 60 nautical mile (NM) arc
counter-clockwise around the Cold Lake
TACAN (UOD)
54° 46’ N 108° 41’ 40” W
54° 46’ N 108° 25’ W
to
55° 20’ N 107° 25’ W
53° 00’ N 102° 00’ W
to
52° 26’ N 101° 00’ W
52° 46’ N 99° 08’ W
to
52° 20’ N 95° 00’ W
52° 08’ N 95° 53’ W
to
51° 20’ N 89° 23’ W
49° 54’ N 84° 12’ W
to
47° 05’ N 87° 00’ W
Then via a 35 NM arc clockwise around
CYQT to
47° 54’ 30” N 88° 46’ 30” W
48° 06’ 30” N 90° 06’ W
to
48° 34’ 15” N 91° 50’ W
48° 58’ 30” N 93° 24’ W
to
49° 00’ N 97° 43’ W
then along 49° N latitude to the point of beginning.
Page 4 of 9
AERONAUTICAL INFORMATION CIRCULAR 15/14
3 APR 14
Vancouver Area Control Center
The Vancouver CPDLC service area is FL 290 and above in the portion of the Vancouver FIR/CTA
bounded by:
49° 00’ 02” N 115° 29’ 59” W
Then west along the Canada/US boundary to
48° 29’ 36” N 124° 43’ 38” W
to
48° 30’ N 125° W
to
48° 20’ N 128° W
to
51° N 133° 45’ W
to
54° N 136° W
to
54° 13’ N 134° 57’ W
to
Then along the Canada/Anchorage (US)
boundary to
54° 39’ 44” N 132° 41’ 03” W
57° N 132° 03’ 58” W
to
56° N 123° 15’ W
53° 24’ N 119° W
to
50° 19’ 35” N 116° 05’ 05” W
then west along the arc of a circle
25 NM radius centred on Skookum, BC
non-directional beacon (NDB) to
to
49° 57’ 18” N 115° 47’ 32” W
to
to
49° 57’ 45” N 115° 08’ 50” W
to
49° 30’ N 115° 08’ 15” W
49° 00’ 02” N 115° 29’ 59” W
to
the point of beginning.
Toronto Area Control Center
On or after April 2014, the Toronto ACC will begin application of CPDLC in the Toronto FIR/CTA.
The Toronto CPDLC service area is FL 290 and above in the portion of the Toronto FIR/CTA bounded by:
44° 13’ 17” N 76° 11’ 30” W
Then west along Canada/US boundary to
47° 46’ 29” N 87° W
to
49° 32’ N 87° W
to
50° N 86° 16’ W
to
52° N 83° 08’ 30” W
to
53° 28’ N 80° W
to
49° N 79° W
to
Then counter clockwise along the arc of a
circle of 25 NM radius centred on Rouyn, QC
NDB to
48° 35’ 13” N 79° W
47° 50’ 24” N 78° 33’ 56” W
to
47° 33’ 15” N 78° 07’ 03” W
to
47° 06’ 39” N 77° 32’ 45” W
to
46° 56’ 48” N 77° 15’ W
to
46° 08” N 77° 15’ W
to
45° 57’ 40” N 76° 55’ 40” W
to
45° 50’ 15” N 76° 16’ W
to
44° 13’ 17” N 76° 11’ 30” W
to
the point of beginning.
AERONAUTICAL INFORMATION CIRCULAR 15/14
Page 5 of 9
3 APR 14
Phased Implementation
Phase 1 – Basic Request Phase
This initial phase will enable an aircraft to make various speed and altitude requests using CPDLC.
The response from the ACC ground system will be a free text acknowledgement that the request has been
received and that a response from air traffic control (ATC) will be provided by the appropriate ACC via voice.
Phase 2 – Advising Domestic Frequencies
This phase introduces the assignment of domestic contact frequencies via CPDLC. Analysis of voice traffic
indicates that such messages represent a significant proportion of existing voice traffic, and using CPDLC to
carry out this function would be a useful contribution to reducing voice congestion.
Phase 3 – Support En Route Altitude Changes and Speed Changes
This phase will enable aircraft to request En Route altitude changes, En Route speed changes, and to report
Leaving/Reaching Levels via CPDLC.
Responses to these requests from the ACC will also be via CPDLC.
Phase 4 – Full Implementation
With the exception of those messages deemed unsafe by International Civil Aviation Organization (ICAO),
specified downlink elements will be supported. Domestic ACCs will develop appropriate procedures to
respond to all received downlink message elements.
ATC will not provide information regarding when or where a flight can expect to climb or descend, due to the
potential misunderstanding that such a message constitutes a clearance.
Page 6 of 9
AERONAUTICAL INFORMATION CIRCULAR 15/14
3 APR 14
Supported Downlink Messages
Supported downlink messages will be published via NOTAM. Any downlink message other than indicated in
the NOTAM will generate a “MESSAGE NOT SUPPORTED BY THIS FACILITY” response from the ground
system.
Flight Planning
Air traffic services (ATS) systems use field 10 (Equipment) of the standard ICAO flight plan to identify an
aircraft’s data link capabilities.
For ICAO 2012 format flight plans, operators should insert the following items into the ICAO flight plan form
for FANS 1/A-equipped aircraft:
1.
Field 10a (Radio communication, navigation, and approach equipment): insert the indicator(s)
“J1 – J7” to indicate appropriate data link equipment as per the table below.
Field 10a Indicator
Type of Data Link Equipment
J1
CPDLC FANS 1/A ATN VDL
Mode2
J2
CPDLC FANS 1/A HFDL
J3
CPDLC FANS 1/A VDL Mode 4
J4
CPDLC FANS 1/A VDL Mode 2
J5
CPDLC FANS 1/A SATCOM
(INMARSAT)
J6
CPDLC FANS 1/A SATCOM
(MTSTAT)
J7
CPDLC FANS 1/A SATCOM
(IRIDIUM)
AERONAUTICAL INFORMATION CIRCULAR 15/14
Page 7 of 9
3 APR 14
ATS Facilities Notification (AFN) Logon
A CPDLC connection is initiated by the ground system in response to an AFN logon received from the aircraft.
It is important, when initializing the flight management computer (FMC), to ensure that aircraft identification
matches the identification displayed in the filed ATC flight plan message. If a flight becomes aware that
incorrect flight identification data was provided in the AFN logon, the data link must immediately be terminated
and a new AFN logon performed with the correct information. Flights entering any CDA CPDLC service areas
from airspace where FANS 1/A ATS data link services are being received do not need to perform another
AFN logon. Flights entering the CDA CPDLC service areas from airspace where no FANS 1/A ATS data link
services are being received should perform an AFN logon:
a)
15 to 45 minutes prior to entering the airspace; or
b)
prior to departure if departing airports are adjacent to, or underlying, the airspace.
The AFN logon address for flights entering CDA facilities are as follows:
Facility Name
Facility Identifier for AFN Logon
Montreal Area Control Centre
CZUL
Edmonton Area Control Centre
CZEG
Moncton Area Control Centre
CZQM
Gander Area Control Centre (Domestic)
Gander Area Control Centre (Oceanic)
CDQX (Domestic identifier)
CZQX
Winnipeg Area Control Centre
CZWG
Vancouver Area Control Centre
CZVR
Toronto Area Control Centre
CZYZ
Flights exiting the CDA CPDLC service areas into adjacent airspace where data link services are offered
should not need to perform another AFN logon. Under normal circumstances, the current and next ATS units
automatically transfer CPDLC and Automated Dependent Surveillance–Contract (ADS-C) services. The
transfer is seamless to the flight crew.
Communication of CPDLC Service Capability
CPDLC will supplement existing very high frequency (VHF) voice as modes of direct controller pilot
communications (DCPC) or high frequency (HF) as a third party mode of communications, within CDA.
Aircraft that are entering a Canadian Domestic CPDLC service area and have performed an AFN logon are
not required to use the term “C-P-D-L-C” on initial check-in or in other radio-telephony communications with
ATC.
Contact with Aero Radio – Flight Crew
Where VHF communications is not available in CDA; pilots shall contact the appropriate Aero Radio station
and on initial contact shall do the following:
1.
Do not include a position report;
2.
Use the term “C-P-D-L-C” after the aircraft call sign;
3.
If required request the SELCAL check.
The following is a sample exchange with Gander Aero Radio:
GANDER RADIO, AIRLINE FIVE FIVE ONE C–P–D–L–C, FLIGHT LEVEL 350; REQUEST
SELCAL CHECK FDAB
Page 8 of 9
AERONAUTICAL INFORMATION CIRCULAR 15/14
3 APR 14
Contact
For further information on CPDLC service in the Canadian Domestic FIR/CTA and the expansion of this
service, please contact
Pedro Vicente, Manager
ATM Systems and ACC Automation
NAV CANADA
Tel.:
E-mail:
613-248-6965
[email protected]
Chuck Montgomery
Director, AIS and Flight Inspection
AERONAUTICAL INFORMATION CIRCULAR 15/14
Page 9 of 9
3 APR 14
AERONAUTICAL INFORMATION CIRCULAR 13/14
AIRSPACE AND SERVICE CHANGES
EDMONTON, ALBERTA
NAV CANADA has completed an aeronautical study that reviewed the structure of the airspace surrounding
the Edmonton International and Villeneuve airports. The study was prompted by the closure of the Edmonton
City Centre Airport and changes to traffic patterns resulting from the Alberta Airspace and Services Project.
The study recommends the following airspace and service changes (see map sketch below):
•
Reduce the size of the 40 nautical mile (NM) oval-shaped terminal control area (TCA) to a
35 NM circular shape centred on the Edmonton Intl Airport. The TCA floor between the
30 and 35 NM rings remains at 9,500 feet above sea level (ASL);
•
Establish a new 25 NM ring based at 4,600 feet ASL. Between the 25 NM and 30 NM rings
establish Class E transponder (Mode C) required airspace from 4,600 feet ASL to below
7,000 feet ASL;
•
Increase the radius of the Villeneuve control zone (CZ) from 3 to 5 NM;
•
Classify the airspace east of the Villeneuve CZ as Class E, transponder (Mode C) required
from 3,000 feet ASL to below 3,400 feet with the TCA Class C airspace from 3,400 feet ASL
and above;
•
Classify the airspace southeast (SE) of the Villeneuve CZ that stretches to the Edmonton Intl
CZ and that also encompasses the former Edmonton City Centre CZ and the Namao Military
Flight Advisory Unit Airspace as Class E transponder (Mode C) required from 3,000 feet ASL
to below 3,400 feet ASL south of Whitemud Drive and from 3,000 feet ASL to below
4,100 feet ASL north of Whitemud Drive;
•
Increase the height of the Namao CZ from 3,400 feet ASL to below 4,100 feet ASL and adjust
the Namao Military Flight Advisory Unit airspace boundaries;
•
Increase the height of CYA202(S) to 9,500 feet ASL and increase the radius from 2 to 5 NM;
•
Publish an air traffic frequency for pilot-to-pilot communication outside the TCA and CZs to
be used in a defined area over the city of Edmonton and change the aerodrome traffic
frequency (ATF) for the five hospitals and Eastport heliports to this common air traffic
frequency. Note that in the interim until this new frequency is acquired the previous
Edmonton City Centre tower frequency 119.1 MHz is to be used for the heliport ATFs;
•
Publish a right-hand circuit for Runway 26 at the new Parkland airport located 13 NM
northwest of the Edmonton Intl airport;
•
Decommission the Blatchford (ZXD) non-directional beacon (NDB);
•
Decommission the Edmonton City Centre Legacy Automated Weather Observation System
(AWOS) and discontinue the aerodrome forecast (TAF). Relocate the three aviation weather
cameras from the Legacy AWOS to another location in the city of Edmonton; and
•
Publish the Edmonton and Calgary visual flight rules (VFR) terminal area charts (VTA)
separately. The reverse side of the VTAs would be available to display special procedures
and areas of particular interest or complexity.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
3 APR 14
Publication Changes
The following publications will be amended 29 May 2014 at 0901 Coordinated Universal Time (UTC):
•
Canada Flight Supplement (CFS) – Edmonton VFR Terminal Procedures Chart; and
•
Edmonton VNC (AIR 5005), 26th Edition and Edmonton VTA (AIR 1906), 20th Edition
available 29 May 2014.
For further information, please contact:
Customer Service
NAV CANADA
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
[email protected]
Chuck Montgomery
Director, AIS and Flight Inspection
Page 2 of 3
AERONAUTICAL INFORMATION CIRCULAR 13/14
3 APR 14
New Edmonton Airspace
AERONAUTICAL INFORMATION CIRCULAR 13/14
Page 3 of 3
6 MAR 14
AERONAUTICAL INFORMATION CIRCULAR 10/14
TRIAL OF A FIVE-MINUTE ALONG-TRACK LONGITUDINAL SEPARATION
MINIMUM IN THE GANDER OCEANIC CONTROL AREA
(Supersedes AIC 17/12)
Introduction
Since 28 March 2011, as part of a program to improve service provision in North Atlantic (NAT) airspace,
Gander area control centre (ACC) has conducted a trial of a five-minute longitudinal separation minimum as
applied between eligible aircraft pairs operating within the Gander and Shanwick oceanic control areas
(OCAs).
Application of this separation minimum is predicated on the use of Automatic Dependent
Surveillance−Contract (ADS-C) periodic reports, which provide air traffic control (ATC) with increased
confidence in aircraft position reports and estimates, and direct controller-pilot communications (DCPC)
provided via controller-pilot data link communications (CPDLC).
The five-minute longitudinal separation minimum is intended to aid in the provision of optimum vertical
profiles, by means of mid-ocean flight level changes, for those suitably equipped aircraft.
NAT MNPS Longitudinal Separation
The current longitudinal separation minimum applied in NAT minimum navigation performance specifications
(MNPS) between turbojet aircraft pairs on the same track is 15 minutes, which may be reduced to 10 minutes
using the Mach number technique. All aircraft pairs, including those eligible for the five-minute separation, are
required to be separated by one of these minima prior to entry into NAT MNPS airspace.
The five-minute longitudinal separation minimum becomes available once eligible aircraft have entered the
Gander or Shanwick OCA, and ADS-C and CPDLC connections have been established. For this reason, it is
imperative that pilots request mid-ocean flight level changes from ATC, if it is determined that such changes
might result in a more fuel-efficient flight profile.
Operator Participation
Operators do not need to apply to be part of the trial and will be eligible for participation provided they have an
ADS-C and CPDLC log-on with Gander ACC and possess MNPS approval. Application of this specific
procedure by ATC will be transparent to flights that have received an altitude change clearance.
Flight crews must
•
adhere to the ATC-cleared Mach number; and
•
report any failure or malfunction of their global positioning system (GPS), ADS-C, or CPDLC
equipment to ATC as soon as it becomes apparent.
There will be no changes to the applicable Strategic Lateral Offset Procedure (SLOP).
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
6 MAR 14
Trial Period
As noted during the 49th meeting of the NAT System Planning Group (SPG) (June 2013), all NAT Regional
safety assessment work required to support the five-minute longitudinal separation minimum has been
completed. The trial, originally scheduled to run until March 2014, will continue until such time as the
applicable International Civil Aviation Organization (ICAO) documentation has been approved.
Further Information
For further Information, please contact:
Doug Dillon, Manager
ACC Operations, Gander Area Control Centre
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
Direct line: 709-651-5223
E-mail:
[email protected]
Chuck Montgomery
Director, AIS and Flight Inspection
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 10/14
6 MAR 14
AERONAUTICAL INFORMATION CIRCULAR 5/14
INSTRUMENT LANDING SYSTEM (ILS)
REPLACEMENT PROGRAM
(Replaces AIC 42/12)
In accordance with NAV CANADA’s Air Navigation System Plan (ANS Plan) and as part of life-cycle
management, NAV CANADA will be continuing in 2014 with the national instrument landing system (ILS)
replacement program.
This project involves the replacement of outdated localizers and glide path units with new state-of-the-art
equipment. For the locations and timelines for replacements, please refer to the National ILS Replacement
Program Schedule 2009–2015 on the NAV CANADA website.
During the replacement period, ILS availability at the location where the replacement is taking place will be
affected for approximately one to three months, depending on weather and installation factors. As well, new
ILS systems do not generate a useable back-course signal; consequently, localizer back-course procedures
will be replaced with global navigation satellite system GNSS approaches, where applicable.
Actual dates for scheduled outages will be published via NOTAM. Pilots should carefully monitor NOTAMs
before and during the construction period at locations where replacement is taking place for specific dates of
the outage or other related disruptions.
If you require any additional information regarding this notice, please contact:
NAV CANADA
ANS Programs Coordination
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
613-563-3847
613-563-5602
Chuck Montgomery
Director, AIS and Flight Inspection
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 1
9 JAN 14
AERONAUTICAL INFORMATION CIRCULAR 2/14
NOTICE OF PLANNED EXPANSION OF MANDATE FOR DATA LINK
SERVICES IN THE NORTH ATLANTIC REGION
Introduction
The first phase of the mandate for data link services in the North Atlantic (NAT) region commenced
7 February 2013. As of that date, all aircraft operating on or at any point along two specified tracks within the
NAT organized track system (OTS) between flight level (FL) 360 to FL 390 (inclusive) during the OTS validity
period are required to be fitted with, and using, controller-pilot data link communications (CPDLC) and
Automated Dependent Surveillance–Contract (ADS-C) equipment (see North Atlantic Operations Bulletin
2012-031).
As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), Phase 2 of the mandate will begin
on 5 February 2015.
Purpose of Circular
This Aeronautical Information Circular (AIC) outlines the plan for Phase 2 of the North Atlantic Data Link
Mandate (NAT DLM). As detailed below, Phase 2 is planned to be implemented in three steps (2A, 2B, and
2C), commencing on 5 February 2015, 7 December 2017, and 30 January 2020, respectively. This AIC also
provides information on the expanded vertical and horizontal boundaries of NAT DLM airspace, policy for
flight planning into NAT DLM airspace, and NAT DLM operating policies.
The information provided is intended for publication in the Spring 2015 Transport Canada Aeronautical
information Manual (TC AIM – TP 14371E).
Background
As concluded at the forty-ninth meeting of the North Atlantic Systems Planning Group (NAT SPG/49), the
objectives of the NAT DLM are to enhance communication, surveillance, and air traffic control (ATC)
intervention capabilities in the NAT region to reduce collision risk and enable the NAT Target Level of Safety
to be met, particularly in the vertical plane. ADS-C provides capabilities for conformance monitoring of aircraft
adherence to cleared route and FL, thereby significantly enhancing safety in the NAT region. ADS-C also
facilitates search and rescue operations and the capability to locate the site of an accident in oceanic
airspace. CPDLC significantly enhances air/ground communication capability and therefore controller
intervention capability.
The NAT SPG goals for the expansion of the NAT DLM to increase the level of aircraft data link system
equipage are in concert with the ICAO Global Air Navigation Plan (GANP) (Doc 9750) Aviation System Block
Upgrade (ASBU) Block 0, Module B0-40 (2013-2018). This module calls for safety and efficiency
improvements for enroute operations supported by data link. The NAT SPG objectives are that by 2018,
90 per cent of aircraft operating in the NAT region airspace at FL 290 and above will be equipped with
FANS 1/A (or equivalent) ADS-C and CPDLC systems and that by 2020, 95 per cent of aircraft operating in
that airspace will be so equipped.
Planned Vertical and Horizontal Boundaries For NAT Region DLM Airspace
•
Phase 2A, commencing 5 February 2015: FL 350 to FL 390 (inclusive) all tracks within the
NAT Organized Track System (OTS);
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
9 JAN 14
•
Phase 2B, commencing 7 December 2017: FL 350-FL 390 (inclusive) throughout the ICAO
NAT region; and
•
Phase 2C, commencing 30 January 2020: FL 290 and above throughout the ICAO NAT
region.
Airspace Not Included in NAT Region DLM Airspace
•
Air traffic service (ATS) surveillance airspace (i.e., airspace where surveillance is provided by
radar and/or automatic dependent surveillance-broadcast (ADS-B), as depicted in State
Aeronautical Information Publications (AIP),, provided the aircraft is suitably equipped
(transponder/ADS-B Extended Squitter (ES) transmitter). A preliminary depiction of the
estimated extent of ATS surveillance airspace in the NAT region on 5 February 2015 is
provided below (see shaded areas).
•
 Airspace north of 80° N (Airspace north of 80°N lies outside the reliable service area of
geostationary satellites).
•
New York Oceanic flight information region (FIR)
Flights Allowed To Flight Plan Into NAT Region DLM Airspace
The following flights will be permitted to flight plan to enter the NAT DLM airspace:
1.
Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C
data link systems. (NAT Regional Supplementary Procedures (ICAO Doc 7030) paragraphs
3.3.2 and 5.4.2 apply for CPDLC and ADS-C respectively); and
2.
Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR, or STATE in Item 18
of the flight plan. (Depending on the tactical situation at the time of flight, however, such
flights may not receive an ATC clearance that fully corresponds to the requested flight
profile).
Operational Policies Applicable To NAT Region DLM Airspace
Any aircraft not equipped with FANS 1/A (or equivalent) systems may request to climb or descend through the
NAT DLM airspace. Such requests, as outlined below, will be considered on a tactical basis.
•
Page 2 of 3
Altitude reservation (ALTRV) requests will be considered on a case–by-case basis (as is
done today regarding NAT minimum navigation performance specifications [MNPS]
airspace), irrespective of the equipage status of the participating aircraft.
AERONAUTICAL INFORMATION CIRCULAR 2/14
9 JAN 14
•
If a flight experiences an equipment failure AFTER DEPARTURE that renders the aircraft
unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to
operate in the NAT DLM Airspace will be considered on a tactical basis. Such flights must
notify ATC of their status PRIOR TO ENTERING the airspace.
•
If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN NAT
DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared so as to
avoid the airspace, but consideration will be given to allowing the flight to remain in the
airspace, based on tactical considerations.
•
If a flight experiences an equipment failure PRIOR to departure that renders the aircraft
non-Data Link Mandate (DLM) compliant, the flight should flight plan so as to remain clear of
NAT regional DLM airspace.
•
NAT DLM airspace restrictions are not applicable to aircraft experiencing a contingency
situation.
European/North Atlantic (EUR/NAT) Interface Flight Planning
Where the NAT interfaces with the EUR Data Link Implementation Rule airspace, procedures will be
established by the air navigation service providers (ANSP) concerned to facilitate the vertical transition of
traffic to and from the NAT Region Data Link Mandate and the EUR Data Link Implementation Rule areas.
The transition will be conducted as soon as is practicable by the initial EUR Domestic area along the common
FIR/upper flight information region (UIR) boundary bordering the NAT Region Data Link Mandate. The
operator and the ANSP shall ensure that the vertical transition is complete prior to crossing any subsequent
FIR/UIR boundary.
Further Information
For further Information, please contact:
Doug Dillon, Manager
ACC Operations, Gander Area Control Centre
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
Direct line: 709-651-5223
E-mail:
[email protected]
Chuck Montgomery
Director, AIS and Flight Inspection
AERONAUTICAL INFORMATION CIRCULAR 2/14
Page 3 of 3
22 AUG 13
AERONAUTICAL INFORMATION CIRCULAR 26/13
INABILITY OF AIR TRAFFIC CONTROLLERS
TO ISSUE CLEARANCES
(Replaces AIC 11/13)
Intention of Circular
This Aeronautical Information Circular (AIC) informs pilots of procedures that air traffic controllers (ATC)
follow when they are unable to issue clearances.
Background
Between 2006 and 2011, Transport Canada published several Advisory Circulars on reduced and low visibility
operations (RVOP/LVOP) and runway protected areas. New direction to ATC followed on how to operate
when these conditions existed.
Since implementation, a series of occurrences prompted a review of ATC direction, and it was found that
controllers prohibited from providing clearances during RVOP/LVOP were using dissimilar or unclear
phraseologies.
Note:
ATC clearances are based on known traffic conditions and aerodrome limitations
which affect the safety of aircraft operations. This encompasses aircraft in flight
and on the manoeuvring area, vehicles, and other potential obstructions. ATC
are not authorized to issue air traffic control clearances when traffic conditions
are unknown, when any part of the aerodrome is partially or fully closed, or when
the aerodrome or runway operating minima are not met.
New Procedures
ATC procedures have been streamlined to ensure consistency. There are two distinct phrases used when
unable to issue ATC clearances:
AT YOUR DISCRETION:
Used to approve an aircraft movement on any surface not visible
from the control tower due to a physical obstruction other than
weather phenomena, or on the apron or non-manoeuvring area.
The pilot is responsible to manoeuvre safely with respect to traffic
or hazards encountered during the operation. ATC will provide
information on known traffic or obstructions when possible.
UNABLE TO ISSUE
CLEARANCE:
Used when a controller is not authorized to issue an ATC
clearance. A pilot who continues without a clearance in these
circumstances may be subject to regulatory action by Transport
Canada. ATC will provide pertinent taxi/take-off/landing
information and then file an aviation occurrence report. The pilot
is responsible to manoeuvre safely with respect to traffic or other
hazards encountered during the operation.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 6
22 AUG 13
The following table provides scenarios in which ATC may not be able to provide a clearance, ensuing ATC
actions, and examples of phraseology that will be used:
BELOW MINIMA
Reduced/low visibility operating procedures
Scenario
Pilot Request
Controller Action
Include information in
the Automatic Terminal
Information Service
(ATIS)
Note: If conditions
are rapidly
changing, the
information may be
issued directly by
ATC
Examples
ATIS
REDUCED/LOW VISIBILITY
PROCEDURES IN EFFECT.
RUNWAY (number) NOT
AUTHORIZED FOR TAKEOFF
or
REDUCED/LOW VISIBILITY
PROCEDURES IN EFFECT.
RUNWAY (number) NOT
AUTHORIZED FOR LANDING
or
Reduced Visibility
Operations Plan
(RVOP)/Low
Visibility Operations
Plan (LVOP)
procedures have
been implemented
and result in
manoeuvring area
restrictions or
closures
(RVOP/LVOP
procedures vary
across Canada,
depending on airport
operating limits)
REDUCED/LOW VISIBILITY
PROCEDURES IN EFFECT.
RUNWAY (number) NOT
AVAILABLE
Pilot requests taxi
and takeoff
clearance
Note: the
request must
be made prior
to:
▪
▪
▪
Page 2 of 6
ATC will inform the pilot
that taxi clearance
cannot be issued and
provide the reason
PHRASEOLOGY
(Aircraft identification), UNABLE
TAXI CLEARANCE ON TAXIWAY
(name), REDUCED/LOW
VISIBILITY PROCEDURES IN
EFFECT
Commencing
pushback with
the intent of
taking off;
Commencing
pushback with
the intent to taxi
to the de-icing
bay; or
Commencing
taxiing on the
manoeuvring
area under the
aircraft’s own
power with the
intent of taking
off.
AERONAUTICAL INFORMATION CIRCULAR 26/13
22 AUG 13
BELOW MINIMA
Reduced/low visibility operating procedures
Scenario
Pilot Request
Pilot is taxiing for
takeoff when
RVOP/LVOP
procedures are
implemented that
result in
manoeuvring area
restrictions or
closures
Controller Action
ATC will:
▪
▪
▪
▪
▪
Inform the pilot that
a clearance cannot
be issued on the
intended runway;
Provide the reason;
Determine if
another runway is
available for
takeoff;
Inform the pilot of
the alternate
runway; and
Request the pilot’s
intentions.
If no alternate runway is
available, ATC will
request the pilot’s
intentions
Examples
PHRASEOLOGY
(Aircraft identification), UNABLE
CLEARANCE. REDUCED/LOW
VISIBILITY PROCEDURES IN
EFFECT. RUNWAY (number)
CLOSED
Then, if appropriate:
(Aircraft identification), RUNWAY
(number) AVAILABLE, ADVISE
INTENTIONS
or
(Aircraft identification), UNABLE
CLEARANCE. REDUCED/LOW
VISIBILITY PROCEDURES IN
EFFECT. ALL RUNWAYS
CLOSED. ADVISE INTENTIONS
Pilot requests taxi
after landing
ATC will provide taxi
clearance
PHRASEOLOGY
(Aircraft identification), TAXI VIA
(taxi route)
Pilot requests
landing or takeoff
ATC will:
PHRASEOLOGY
(Aircraft identification), UNABLE
CLEARANCE. RUNWAY
(number), ARRIVALS NOT
AUTHORIZED, ADVISE
INTENTIONS
▪
▪
▪
Pilot chooses to land
or take off
Inform the pilot that
a clearance cannot
be issued;
Provide the reason;
and
Request pilot
intentions.
When traffic permits,
ATC will:
▪
▪
▪
AERONAUTICAL INFORMATION CIRCULAR 26/13
Inform the pilot that
a clearance cannot
be issued;
Provide
landing/take-off
information;Notify
the airport operator;
and
File a TC Aviation
Occurrence Report.
PHRASEOLOGY:
(Aircraft identification), UNABLE
CLEARANCE RUNWAY (number),
WIND (if required), (other
information if required)
Note: Information may be:
traffic, hazards, obstructions,
runway exit, runway surface
conditions, or other pertinent
information
Page 3 of 6
22 AUG 13
OBSTRUCTED RUNWAY PROTECTED AREA
Controller unable to determine if runway or runway protected area is free/will be free of obstacles before:
a) the arrival crosses the threshold, or b) before the departure starts take-off roll
Scenario
Pilot Request
Pilot requests
landing or takeoff
Controller Action
ATC will:
▪
▪
▪
ATC is unable to
issue a clearance
Pilot chooses to land
or take off
When traffic permits
ATC will:
▪
▪
▪
▪
Page 4 of 6
Inform the pilot that
a clearance cannot
be issued;
Provide the reason;
and
Request pilot
intentions.
Inform the pilot that
a clearance cannot
be issued;
Provide
landing/take-off
information;
Notify the airport
operator; and
File a TC Aviation
Occurrence Report.
Examples
PHRASEOLOGY:
(Aircraft identification), UNABLE
CLEARANCE. RUNWAY
(number), PROTECTED AREA
OBSTRUCTED. ADVISE
INTENTIONS
Note: obstacles include
taxiing aircraft and ground
traffic.
PHRASEOLOGY:
(Aircraft identification), UNABLE
CLEARANCE, WIND (if required),
(other information, if required)
Note: Information may be:
traffic, hazards, obstructions,
runway exit, runway surface
conditions or other pertinent
information
AERONAUTICAL INFORMATION CIRCULAR 26/13
22 AUG 13
REASONS OTHER THAN TRAFFIC
Scenario
Pilot Request
Pilot requests a
landing, takeoff or
other manoeuvre
ATC cannot issue a
clearance for a
reason other than
traffic
▪
The airport/part
of the airport is
closed by the
operator; or
ATC is directed
by NAV
CANADA or
other authority
to deny taxi
clearance
ATC will:
▪
▪
▪
Note: may
occur when:
▪
Controller Action
▪
Pilot chooses to
land/take off or
manoeuvre
Inform the pilot that
a clearance cannot
be issued;
Provide the reason;
Quote pertinent
NOTAM(s) or
airport condition
directive(s); and
Request the pilot’s
intentions
When traffic permits,
ATC will:
▪
▪
▪
▪
Inform the pilot that
a clearance cannot
be issued;
Provide required
landing, takeoff or
manoeuvring
information;
Notify the airport
operator; and
File a TC Aviation
Occurrence Report
Examples
PHRASEOLOGY:
(Aircraft identification), NOTAM
SPRINGBANK STATES RUNWAY
ZERO SEVEN IS CLOSED FOR
MAINTENANCE UNTIL (Date,
Time). ADVISE INTENTIONS
PHRASEOLOGY:
(Aircraft identification), UNABLE
CLEARANCE, WIND (if required),
(other information, if required)
Note: Information may be:
traffic, hazards, obstructions,
runway exit, runway surface
conditions or other pertinent
information
AT YOUR DISCRETION
Pilot Request
Controller Action
Examples
Push back
ATC will provide ground traffic, if
possible
PHRASEOLOGY:
(Aircraft identification), PUSH
BACK AT YOUR DISCRETION,
and if possible, TRAFFIC
(description)
Taxi on a non-manoeuvring area
Workload permitting, ATC will
provide information on traffic and
obstructions
PHRASEOLOGY:
(Aircraft identification), TAXI AT
YOUR DISCRETION, and if
necessary, TRAFFIC (description)
AERONAUTICAL INFORMATION CIRCULAR 26/13
Page 5 of 6
22 AUG 13
AT YOUR DISCRETION
Pilot Request
Taxi on a manoeuvring area not
visible from the control tower or
non-manoeuvring area
Controller Action
ATC will provide ground traffic, if
possible
Examples
PHRASEOLOGY:
(Aircraft identification), (area) NOT
VISIBLE, TAXI AT YOUR
DISCRETION ON TAXIWAY
(name)
Note: This means that the
view of the manoeuvring area
is obstructed by a
structure(s); it does not
include restricted visibility due
to weather
Fixed-wing aircraft landing or
taking off from a non-manoeuvring
area that is approved for that
purpose
Note: may be an area at or
adjacent to the airport, not at
the airport, but in the control
zone; a water aerodrome; a
temporary landing area in the
control zone; etc.
Helicopter landing or takeoff from
a non-manoeuvring area that is
approved for that purpose
ATC will provide traffic and
obstruction information, and
control instructions as necessary
PHRASEOLOGY:
(Aircraft identification), TRAFFIC
(description), WIND (if required),
LAND/TAKE OFF AT YOUR
DISCRETION, and if necessary
FROM (location)
Publication Changes
The Transport Canada Aeronautical Information Manual (TC AIM – TP 14371E) will be amended in the
April 2014 release.
Validity
Effective 2 May 2013. For further information, please contact:
Alain Lemery, Manager
ATS Standards & Procedures
NAV CANADA
Tel:
E-mail:
613-563-5659
[email protected]
Chuck Montgomery
Director, AIS and Flight Inspection
Page 6 of 6
AERONAUTICAL INFORMATION CIRCULAR 26/13
13 DEC 12
AERONAUTICAL INFORMATION CIRCULAR 40/12
NOTICE OF MANDATE FOR DATA LINK SERVICES
IN THE NORTH ATLANTIC REGION
(Supersedes AIC 24/12)
Introduction
It is widely acknowledged that data link services enhance surveillance and intervention capabilities, and its
availability constitutes a crucial component in providing safe, efficient, and sustainable operations, as well as
facilitating the future evolution of the air traffic management (ATM) system in the North Atlantic (NAT) region.
As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), all aircraft intending to conduct
flights in the portions of the NAT regional airspace defined below shall be fitted with, and shall operate
controller-pilot data link communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C)
equipment.
Purpose of Circular
This aeronautical information circular (AIC) outlines the defined airspace for the data link mandate, methods
of indicating equipage in flight plan, and details the timelines for implementation.
Background
The CPDLC and ADS-C implementation based on RTCA DO-258A/EUROCAE ED-100A (or ED-100) avionics
standards started in the International Civil Aviation Organization (ICAO) NAT region at the end of 1990. Data
link service enhances ATM surveillance and intervention capabilities and is seen as instrumental in reducing
the collision risk, particularly in the vertical plane, and meeting the NAT target level of safety (TLS). The use
of ADS-C vertical and horizontal deviation event contracts to conformance monitor aircraft help towards
quickly resolving this significant safety issue.
The use of ADS-C would also greatly facilitate search and rescue operations and location of an aircraft
following an accident in oceanic airspace.
In order to achieve the foregoing safety objectives, it is important to increase the level of data link equipage in
the NAT. The current level of data link usage in the NAT has reached 45-50% and continues to grow.
Introducing a mandatory data link equipment carriage requirement will increase the NAT data link equipage
level and help in meeting the NAT TLS.
Area of Applicability
The NAT data link mandate will be implemented incrementally, via two phases.
The first phase will commence 7 February 2013, with all aircraft operating on or at any point along two
specified tracks within the NAT organized track system (OTS) from flight level (FL) 360 to FL 390 inclusive
required to be fitted with and using CPDLC and ADS-C equipment. The mandate will be in effect during the
OTS validity period, and is applicable to those flights that will cross 30° W during the published track times.
The specified tracks will be those for which the predicted loading is in the higher percentage of overall
predicted NAT OTS loading on that day and shall be identified in the Remarks section of the NAT OTS
message. Non compliant aircraft will not be permitted to join or cross the specified tracks during the NAT OTS
validity period. However, continuous climb or descent through the specified levels may be available, subject to
traffic.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
13 DEC 12
The specified tracks will be published as part of the NAT OTS message in REMARKS 2.
Example:
REMARKS:
1.
TMI IS 108 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS
PART OF THE OCEANIC CLEARANCE READ BACK.
2.
ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS
TRACK B 360 370 380 390
TRACK D 360 370 380 390
END OF ADS-C AND CPDLC MANDATED OTS
The second phase will commence 5 February 2015 in specified portions of NAT minimum navigation
performance specifications (MNPS) airspace. The vertical and lateral dimensions of the airspace will be
defined and advertised at a later date.
Flight Planning
Operators intending to conduct flights in the airspace defined above shall be fitted with and shall operate
CPDLC and ADS-C. The appropriate equipage to be indicated in Item 10 (equipment and capabilities) of the
ICAO flight plan is as follows:
•
D1 ADS-C with FANS 1/A capabilities and
−
J2 CPDLC FANS 1/A HFDL and/or
−
J5 CPDLC FANS 1/A SATCOM (INMARSAT) and/or
−
J7 CPDLC FANS 1/A SATCOM (Iridium).
Further Information
For further Information, please contact:
Doug Dillon, Manager
ACC Operations, Gander Area Control Centre
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
Direct line: 709-651-5223
E-mail:
[email protected]
Rudy Kellar
Vice President, Operations
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 40/12
13 DEC 12
AERONAUTICAL INFORMATION CIRCULAR 39/12
IMPLEMENTATION OF A 50 NAUTICAL MILE LATERAL
SEPARATION MINIMUM IN THE EDMONTON
FLIGHT INFORMATION REGION/CONTROL AREA
(Supersedes AIC 11/11)
Introduction
Edmonton area control centre (ACC) has completed operational readiness to apply a 50 nautical mile (NM)
lateral separation standard between aircraft authorized as required navigation performance (RNP) 10 or
RNP 4. Use of this standard harmonizes route spacing operations between the Edmonton flight information
region/control area (FIR/CTA) and the Anchorage Arctic FIR. Route filing practices are not affected by the
introduction of this procedure and application by air traffic control (ATC) will be transparent to flights.
This circular is intended to provide operators and State authorities with the applicable operational policies
and procedures.
Description of Airspace
The 50 NM lateral separation may be applied between aircraft authorized as area navigation (RNAV) 10
(required navigation performance (RNP) 10) or RNP 4 operating within the lateral boundaries of the Canadian
minimum navigation performance specification (CMNPS) portion of the Edmonton FIR/CTA and the entire
Anchorage Arctic FIR (see Figure 1 below). Within the Edmonton FIR/CTA, the lateral separation standard
applicable to flights that have not flight planned as authorized RNP 10 or RNP 4 will be 60 NM for flights
indicating CMNPS approval by filing “X” in field 10 of the International Civil Aviation Organization (ICAO)
flight plan.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
13 DEC 12
Figure 1: Depiction of the Arctic RNP 10 Region
ICAO Flight Plan Requirement
The letter R shall be inserted in Item 10 (Equipment) of the flight plan to indicate performance-based
navigation (PBN) approved. Additionally and as appropriate, PBN/ followed by “A1” to indicate RNAV 10
(RNP 10) capability or “L1” to indicate RNP 4 capability shall be inserted in Item 18.
Rudy Kellar
Vice President, Operations
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 39/12
17 NOV 11
AERONAUTICAL INFORMATION CIRCULAR 37/11
IMPLEMENTATION OF CONTROLLER PILOT DATA LINK
COMMUNICATIONS IN THE MONTREAL FLIGHT INFORMATION
REGION/CONTROL AREA
Introduction
On or soon after 15 December 2011, Montreal Area Control Centre (ACC) will begin application of controller
pilot data link communications (CPDLC) in the northern portion of the Montreal flight information region
(FIR)/control area (CTA). Implementation will be conducted by means of a phased approach, as described
below, commencing with Phase 1. NAV CANADA will announce the start dates of subsequent phases via
Notice to Airmen (NOTAM). CPDLC is a means of communication between controller and pilot, using data link
for air traffic control (ATC) communications.
Automatic dependent surveillance–contract (ADS-C) services are not provided in the Montreal FIR/CTA.
Montréal CPDLC Service Area
The Montréal CPDLC service area is flight level (FL) 290 and above in the portion of the Montreal FIR/CTA
bounded by a line beginning at:
62 45N, 80 00W
to
63 38N, 7603W
to
65 00N, 68 00W
to
65 23N, 62 38W
to
65 19N, 63 00W
to
58 50 40N, 63 00W
to
57 33N, 64 00W
to
55 20N, 66 44W
to
54 52 41N, 67 14 50W
to
53 32N, 68 40W
to
49 11 15N 68 40W
to
48 56 25N 70 20 10W
Thence counter clockwise along a 45 NM arc
centered on CYBG (Bagotville Aerodrome)
to
48 40N, 72 00 08W
to
48 40N, 72 15W
to
48 25N, 73 25W
to
47 45N, 76 30W
to
46 50 53N, 77 59 20W
to
47 22 32N, 79 50 33W
to
48 47 31N, 85 20 12W
to
49 55N, 84 11W
to
50 14N, 85 12 29W
to
53 28N, 80 00W
to point of beginning
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 4
17 NOV 11
Page 2 of 4
AERONAUTICAL INFORMATION CIRCULAR 37/11
17 NOV 11
Phased Implementation
Phase 1: Basic Request Phase (commencing on or soon after 15 December 2011)
This initial phase will enable an aircraft to make various speed and altitude requests using CPDLC. The
response from the Montreal ACC ground system will be a free text acknowledgement that the request had
been received and that a response from ATC will be provided by Montreal Centre via voice.
Phase 2: Advising Domestic Frequencies (date to be determined)
This phase introduces the assignment of domestic contact frequencies via CPDLC. Analysis of voice traffic
indicates that such messages represent a significant proportion of existing voice traffic and using CPDLC to
carry out this function would be a useful contribution to reducing voice congestion.
Phase 3: Support En-route Altitude Changes and Speed Changes (date to be determined)
This phase will enable aircraft to request en route altitude changes and speed changes, and to report
Leaving/Reaching Levels via CPDLC. Responses to these requests from Montreal ACC will also be via
CPDLC.
Phase 4: Full Implementation (date to be determined)
With the exception of those messages deemed unsafe by the International Civil Aviation Organization (ICAO),
all downlink elements will be supported. Montreal ACC will develop appropriate procedures to respond to all
received downlink message elements.
Montreal ACC will not provide information regarding when or where a flight can expect to climb or descend,
due to potential misunderstanding that such a message constitutes a clearance.
Flight Planning
Air traffic service (ATS) systems use field 10 (Equipment) of the standard ICAO flight plan to identify an
aircraft’s data link capabilities. Operators should insert the following items into the ICAO flight plan form for
Future Air Navigation Systems (FANS) 1/A-equipped aircraft:
1.
Field 10a (Radio Communication, Navigation, and Approach Equipment): insert the letter “J”
to indicate data link equipment.
2.
Field 18 (Other Information): when the letter “J” is inserted in field 10a, insert the characters
“DAT/,” followed by one or more letters as appropriate to indicate the type of data link
equipment carried (see table below).
Letter Following DAT/
Type of Data Link Equipment
S
Satellite data link
H
High frequency (HF) data link
V
Very high frequency (VHF) data link
M
Secondary surveillance radar (SSR)
Mode S data link
Flight Crew Procedures
ATS Facilities Notification Logon
A CPDLC connection is initiated by the ground system in response to an aeronautical frequency notification
(AFN) logon received from the aircraft. The AFN logon address for flights entering the Montreal FIR/CTA is
CZUL.
AERONAUTICAL INFORMATION CIRCULAR 37/11
Page 3 of 4
17 NOV 11
It is important, when initializing the flight management computer (FMC), to ensure the aircraft identification
matches the one displayed in the filed ATC flight plan message. If a flight becomes aware that incorrect flight
identification data was provided in the AFN logon, the data link must immediately be terminated and a new
AFN logon performed with the correct information. Flights entering the Montreal CPDLC service area from
airspace where FANS 1/A ATS data link services are being received do not need to perform another AFN
logon. Flights entering the Montreal CPDLC service area from airspace where no FANS 1/A ATS data link
services are being received should perform an AFN logon:
1.
15 to 45 min prior to entering the airspace; or
2.
Prior to departure if departing airports are adjacent to, or underlying, the airspace.
Flights exiting the Montreal CPDLC service area into adjacent airspace where data link services are offered
should not need to perform another AFN logon. Under normal circumstances, the current and next air traffic
service units (ATSUs) automatically transfer CPDLC and automatic dependent surveillance–contract (ADS-C)
services. The transfer is seamless to the flight crew.
Communication of CPDLC Service Capability
CPDLC will supplement existing VHF voice as modes of direct controller pilot communications (DCPC) within
the Montreal CPDLC service area. Aircraft that have performed a logon with Montreal ACC should identify
themselves when entering the CPDLC service area by using the term “C–P–D–L–C” after the aircraft call sign
on initial contact.
Flight crews can expect the reply from Montréal Centre to include
1.
acknowledgement that the flight is C–P–D–L–C; and
2.
the assigned frequency for the next station en route.
The following is a sample exchange with Montréal Centre:
MONTREAL CENTRE, AIRLINE FIVE FIVE ONE C–P–D–L–C, FLIGHT LEVEL 350
AIRLINE FIVE FIVE ONE C–P–D–L–C, MONTREAL CENTRE, CONTACT MONTREAL
CENTRE AT IQALUIT ON 132.7
Contact
For further information on CPDLC service in the Montreal FIR/CTA and the expansion of this service, please
contact
Shift Manager
Montreal ACC
Tel.: 514-633-3365
Rudy Kellar
Vice President, Operations
Page 4 of 4
AERONAUTICAL INFORMATION CIRCULAR 37/11
17 NOV 11
AERONAUTICAL INFORMATION CIRCULAR 36/11
IMPLEMENTATION OF CONTROLLER PILOT DATA LINK
COMMUNICATIONS IN THE EDMONTON FLIGHT INFORMATION
REGION/CONTROL AREA
Introduction
On or soon after 15 December 2011, Edmonton Area Control Centre (ACC) will begin application of controller
pilot data link communications (CPDLC) in the northern portion of the Edmonton flight information region
(FIR)/control area (CTA). Implementation will be conducted by means of a phased approach, as described
below, commencing with Phase 1. NAV CANADA will announce the start dates of subsequent phases via
Notice to Airmen (NOTAM). CPDLC is a means of communication between controller and pilot, using data link
for air traffic control (ATC) communications.
Edmonton ACC currently provides Automatic Dependent Surveillance Waypoint Position Reporting (ADS
WPR) in the northern portion of the Edmonton FIR/CTA. In addition to ADS WPR, CPDLC services will be
offered in the same airspace to comprise the Edmonton data link services area.
Edmonton Data Link Service Area
The Edmonton data link services area is flight level (FL) 290 and above in the portion of the Edmonton
FIR/CTA bounded by a line beginning at:
70 00N, 142 00W
to
90 00N, 140 00W
to
82 00N, 59 00W
to
78 00N, 74 00W
to
76 00N, 70 29.4W
to
65 43.2N, 55 33.58W
to
65 30N, 60 00W
to
64 00N, 70 00W
to
63 00N, 79 00W
to
56 40N, 79 00W
to
54 20N, 90 00W
to
59 00N, 100 00W
to
57 42N, 102 30W
to
61 42N, 116 12W
to
60 00N, 117 36W
to
57 42N, 119 00W
to
58 00N, 120 00W
to
58 00N, 123 00W
to
56 06N, 123 48W
to
56 48N, 132 18W
to
60 00N, 142 00W
to point of beginning.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 5
17 NOV 11
Page 2 of 5
AERONAUTICAL INFORMATION CIRCULAR 36/11
17 NOV 11
Satellite Communications (SATCOM) Shadow
The airspace where CPDLC will be conducted is affected by an area of satellite communication (SATCOM)
unreliability referred to as the SATCOM shadow (see map above). The SATCOM shadow extends from the
North Pole to 70° north (N). Unreliability is most pronounced at 120° west (W) where the two satellites
servicing the area are furthest away. Coverage improves to the east and west of 120° W, where reliable
coverage can be expected as far north as 80° N at 80° W. The exact extent and effect of the shadow depends
on atmospheric conditions, aircraft antenna placement, and direction of flight.
Aircraft observing an indication that satellite communications have been lost should anticipate that their
CPDLC reporting may have been terminated. Flight crews can re-logon to CZEG, the aeronautical frequency
notification (AFN) for flights entering the Edmonton FIR/CTA, if it is felt that the outage has been overcome.
Otherwise, ensuing position reports must be provided via voice.
Phased Implementation
Phase 1: Basic Request Phase (commencing on or soon after 15 December 2011)
This initial phase will enable an aircraft to make various speed and altitude requests using CPDLC. The
response from the Edmonton ACC ground system will be a free text acknowledgement that the request had
been received and that a response from ATC will be provided by Edmonton Centre, Gander Radio, or Arctic
Radio via voice.
Phase 2: Advising Domestic Frequencies (date to be determined)
This phase introduces the assignment of domestic contact frequencies via CPDLC. Analysis of voice traffic
indicates that such messages represent a significant proportion of existing voice traffic and using CPDLC to
carry out this function would be a useful contribution to reducing voice congestion.
Phase 3: Support En Route Altitude Changes and Speed Changes (date to be determined)
This phase will enable aircraft to request en route altitude changes and speed changes, and to report
Leaving/Reaching Levels via CPDLC. Responses to these requests from Edmonton ACC will also be via
CPDLC.
Phase 4: Full Implementation (date to be determined)
With the exception of those messages deemed unsafe by the International Civil Aviation Organization (ICAO),
all downlink elements will be supported. Edmonton ACC will develop appropriate procedures to respond to all
received downlink message elements.
Edmonton ACC will not provide information regarding when or where a flight can expect to climb or descend,
due to potential misunderstanding that such a message constitutes a clearance.
Flight Planning
Air traffic service (ATS) systems use field 10 (Equipment) of the standard ICAO flight plan to identify an
aircraft’s data link capabilities. Operators should insert the following items into the ICAO flight plan form for
Future Air Navigation Systems (FANS) 1/A-equipped aircraft:
1.
Field 10a (Radio Communication, Navigation, and Approach Equipment): insert the letter “J”
to indicate data link equipment.
2.
Field 18 (Other Information): when the letter “J” is inserted in field 10a, insert the characters
“DAT/,” followed by one or more letters as appropriate to indicate the type of data link
equipment carried (see table below).
AERONAUTICAL INFORMATION CIRCULAR 36/11
Page 3 of 5
17 NOV 11
Letter Following DAT/
Type of Data Link Equipment
S
Satellite data link
H
High frequency (HF) data link
V
Very high frequency (VHF) data link
M
Secondary surveillance radar (SSR)
Mode S data link
Flight Crew Procedures
ATS Facilities Notification Logon
A CPDLC connection is initiated by the ground system in response to an AFN logon received from the aircraft.
The AFN logon address for flights entering the Edmonton FIR/CTA is CZEG.
It is important, when initializing the flight management computer (FMC), to ensure the aircraft identification
matches the one displayed in the filed ATC flight plan message. If a flight becomes aware that incorrect flight
identification data was provided in the AFN logon, the data link must immediately be terminated and a new
AFN logon performed with the correct information. Flights entering the Edmonton data link service area from
airspace where FANS 1/A ATS data link services are being received do not need to perform another AFN
logon. Flights entering the Edmonton data link service area from airspace where no FANS 1/A ATS data link
services are being received should perform an AFN logon:
1.
15 to 45 min prior to entering the airspace; or
2.
Prior to departure if departing airports are adjacent to, or underlying, the airspace.
Flights exiting the Edmonton data link service area into adjacent airspace where data link services are offered
should not need to perform another AFN logon. Under normal circumstances, the current and next air traffic
service units (ATSUs) automatically transfer CPDLC and automatic dependent surveillance–contract (ADS-C)
services. The transfer is seamless to the flight crew.
Communication of Data Link Service Capability
Aircraft are advised that, depending on their position when entering the Edmonton FIR/CTA, initial radio
contact will be with either Edmonton ACC (“Edmonton Centre”), Gander international flight service station
(“Gander Radio”), or North Bay flight information centre (“Arctic Radio”). Communications procedures are
outlined below.
The integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice
communications with each ATSU along the route of flight. Flight crews should use the data link terms
provided below to identify the flight.
Terms to Identify Data Link Capability
Term
“A-D-S”
“C-P-D-L-C”
Data link status of aircraft
Participating in ADS only.
Participating in CPDLC and ADS
The initial voice contact procedures within the Edmonton data link service area are outlined below.
Flight Crew Initial Contact with Edmonton Centre
Flights that are not radar or automatic dependent surveillance–broadcast (ADS-B) identified when making
initial contact with Edmonton Centre should
1.
use the term “C–P–D–L–C” after the aircraft call sign; and
2.
not include a voice position report.
Page 4 of 5
AERONAUTICAL INFORMATION CIRCULAR 36/11
17 NOV 11
Flight crews can expect the reply from Edmonton Centre to include
1.
acknowledgement that the flight is C–P–D–L–C;
2.
the advisory VOICE POSITION REPORTS NOT REQUIRED; and
3.
the assigned frequency for the next station en route.
The following is a sample exchange with Edmonton Centre:
EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE C–P–D–L–C, FLIGHT LEVEL 350
AIRLINE EIGHT FIVE ONE C–P–D–L–C, EDMONTON CENTRE, VOICE POSITION REPORTS
NOT REQUIRED, CONTACT EDMONTON CENTRE AT INUVIK ON 134.47
Flight Crew Initial Contact with Gander or Arctic Radio
Depending on the service area, HF services in the Edmonton FIR are provided by either Arctic Radio or
Gander Radio. Upon initial contact with Gander or Arctic Radio, flight crews should
1.
use the term “C–P–D–L–C” after the aircraft call sign; and
2.
not include a voice position report.
Flight crews can expect Gander or Arctic Radio to
1.
advise the flight that (for Phase 2) “FREQUENCIES WILL BE ASSIGNED VIA CPDLC”; and
2.
issue:
a)
communication instructions for the next CTA/FIR; or
b)
communication instructions and the frequency to contact the appropriate CTA/FIR
approaching, or over, the exit point; or
c)
instructions for the flight to contact the a radio station serving the next CTA/FIR at a
time or location prior to the next CTA/FIR boundary or exit point.
Contact
For further information on data link services in the Edmonton FIR/CTA please contact
Shift Manager
Edmonton ACC
Tel.:
780-890-8397
Rudy Kellar
Vice President, Operations
AERONAUTICAL INFORMATION CIRCULAR 36/11
Page 5 of 5
22 SEP 11
AERONAUTICAL INFORMATION CIRCULAR 26/11
VFR NAVIGATION CHARTS—CLARIFICATION OF THE
MAXIMUM ELEVATION FIGURE
In future, the Maximum Elevation Figure (MEF) description in the legend will be replaced by the following:
The Maximum Elevation Figure (MEF) is depicted in THOUSANDS and HUNDREDS of feet
above sea level. The MEF represents the highest feature in each quadrangle. Flight at or
below the MEF may be at or below the highest obstruction in that quadrangle. Pilots
need to provide a margin for ground and obstacle clearance and for altimeter error. Please
see AIM 1 RAC 5.4 602.15 2b (NOTE) and AIM AIR 1.5 for detail. The MEF is calculated
based on terrain data and known and unknown obstacles.
Additional information
The MEF is calculated by taking the higher value of:
•
the top elevation of the highest obstacle plus the vertical accuracy (variable) of the terrain
source data; or
•
the elevation of the highest terrain plus 328 feet plus vertical accuracy of the terrain source
data.
Equations for clarity
Take the higher value of:
Where
O
is the top elevation of the highest obstacle in the quadrangle in feet;
a
is the vertical accuracy (in feet) of the terrain elevation data for the features;
T
is the elevation of the highest terrain feature in the quadrangle in feet; and
328
is the obstacle height (in feet) at or below which the feature may not appear on
the map.
Rudy Kellar
Vice President, Operations
1
AIM is the Transport Canada Aeronautical Information Manual (TC AIM) TP 143
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 1
2 JUN 11
AERONAUTICAL INFORMATION CIRCULAR 21/11
LABRADOR COAST AERODROME TRAFFIC
FREQUENCY CORRIDOR
Introduction
This circular is intended to familiarize the aeronautical community operating at and between the Labrador
coastal airports, as well as the aerodrome located at Voisey’s Bay, with changes to communication
procedures to come into effect on 30 June 2011.
In order to enhance traffic awareness and aviation safety, an aerodrome traffic frequency (ATF) corridor is to
be created encompassing the aforementioned facilities and utilizing a common frequency of 122.8 MHz, from
the surface to 12,500 ft above sea level (ASL).
Aerodrome Traffic Frequency Area
Pilots should be familiar with the guidance published in the RAC sections 4.5.5, 4.5.6 and 4.5.7 of the
Transport Canada Aeronautical Information Manual (TC AIM – TP 14371E) which can be referenced at:
<www.tc.gc.ca/eng/civilaviation/publications/tp14371-menu-3092.htm>.
Affected Area
At present, the Labrador coastal community airports are served by ATF 122.8 MHz and the aerodrome at
Voisey’s Bay is served by ATF 123.2 MHz, to a range of 5 nautical mile (NM) and to a specified altitude. With
the activation of the ATF corridor the enclosed airspace will become subject to ATF procedures, utilizing
122.8 MHz as the common frequency throughout the corridor. The facility at Voisey’s Bay will adopt, in all
pertinent publications, the published frequency of ATF 122.8 MHz vice 123.2 MHz.
A textual and graphic representation of the ATF corridor will be published in the Canada Flight Supplement.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
2 JUN 11
NOT SUITABLE FOR NAVIGATION
Martin J. Eley
Director General
Civil Aviation
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 21/11
5 MAY 11
AERONAUTICAL INFORMATION CIRCULAR 20/11
EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT) PLAN
(Replaces AIC 5/01)
Introduction
This Aeronautical Information Circular (AIC) supersedes AIC 5/01, Emergency Security Control of Air Traffic
(ESCAT), and its intent is to provide up-to-date information on the revised ESCAT plan.
Background
The ESCAT plan was amended in October 2009 in coordination with the Department of National
Defence (DND), Transport Canada (TC) and NAV CANADA.
The current ESCAT plan and zones can be found in the following publications:
•
Canada Flight Supplement (CFS) in the Emergency section
•
Transport Canada Aeronautical Information Manual (TC AIM) TP 14371E – RAC 12.8.2
<http://www.tc.gc.ca/eng/civilaviation/publications/tp14371-menu-3092.htm>
The current ESCAT map and coordinates can be found in the following publication:
•
Designated Airspace Handbook (DAH) TP 1820E.
<www.navcanada.ca>
Aeronautical Information Products
Designated Airspace Handbook
Martin J. Eley
Director General
Civil Aviation
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 1
2 JUL 09
AERONAUTICAL INFORMATION CIRCULAR 14/09
PILOT PROCEDURES FOR EXPOSURE TO LASER AND
OTHER DIRECTED BRIGHT LIGHT SOURCES
(Replaces AIC 24/08)
Purpose
This aeronautical information circular (AIC) contains information and guidelines for flight crews encountering
“laser illuminations” or other directed bright light sources while in flight. It also contains a reporting form for
pilots to report directed bright light illumination incidents.
Background
Directed bright light sources projected near airports or into any navigable airspace can create potential flight
control disruptions and/or eye injury to pilots, crew members, and passengers. The number of laser
illuminations of aircraft has significantly increased during the past few years. In particular, the reporting of
laser incidents involving law enforcement helicopters has substantially increased.
Canada and the U.S. have both recorded numerous instances of laser exposures that have been disruptive to
flight operations. The effects of these occurrences to flight crews have ranged from startle to glare and, in
some instances, flash blindness and afterimage.
Definitions
Afterimage: The perception of light, dark, or coloured spots after exposure to bright light that may be
distracting and disruptive. Afterimages may persist for several minutes.
Directed bright light source: Devices capable of emitting a beam of high-intensity light, such as a laser,
searchlight, spotlight, or image projector.
Flash blindness: A temporary vision impairment that interferes with the ability to detect or resolve a visual
target following exposure to a bright light.
Glare: A reduction or total loss of visibility, such as that produced by an intense light source in the central field
of vision, e.g. oncoming headlights. These visual effects last only as long as the light is actually present and
affecting the individual’s field of vision. Visible laser light can produce glare and can interfere with vision even
at low energies, including levels well below that which produce eye damage.
Laser: An acronym for “light amplification by stimulated emission of radiation.” A device that produces an
intense, directional, coherent beam of light.
Startle: Sudden shock from surprise or alarm, which can cause an adverse psychological or physiological
effect.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 7
2 JUL 09
Discussion
Directed bright light sources, particularly laser beams, projected near airports or into any navigable airspace
can cause two flight safety concerns:
1.
The primary concern is when non-injurious, bright levels of directed light unexpectedly enter
the cockpit. Depending on the brightness level, the light could startle the flight crew
member(s); could cause glare, making it difficult to see out the windscreen; or could even
create temporary vision impairment (flash blindness and/or afterimage). The illumination and
glare may be short—one or a few bright flashes—but the startle and afterimage effects could
persist for many seconds or even minutes.
2.
A secondary concern is if a laser beam is so powerful that it causes temporary or permanent
eye injury to anyone (pilots, crew members, passengers) viewing it. Fortunately, this is only a
remote possibility because the laser power required to cause eye injury to a pilot in flight
greatly exceeds that of lasers in common use today.
Therefore, the most likely in-flight safety hazard is that of a bright non-injurious flash causing disruption in the
cockpit workflow. Such effects pose significant flight safety hazards when the cockpit workload increases,
below 10 000 ft above ground level (AGL); in critical phases of flight (approach and landing); dense traffic
areas (terminal environment and en-route areas); and in proximity to airports. This safety hazard is applicable
to both single- and dual-engine cockpit operations.
Even laser pointers can cause adverse effects that could cause pilots to be distracted from their immediate
tasks. Exposures to pilots from persons using laser pointers have been reported in increasing numbers,
particularly against law enforcement helicopters.
Procedures
The primary purpose of this section is to outline preventative measures and incident procedures pilots can
follow to either prevent potential illuminations or minimize cockpit disruption if one occurs. For simplicity, the
following procedures refer to laser illumination incidents; however, the same procedures should be applied
regardless of the source, whether it is a laser or any other directed bright light, such as a searchlight.
Preventive procedures: During aircraft operations into navigable airspace where laser illuminations are
anticipated, flight crews should:
1.
Consult NOTAMs for temporary laser activity. The NOTAM should include the location and
time of the laser operations.
2.
Avoid known permanent laser displays (e.g. Disney World). In the U.S., these sites are
published in the Airport/Facility Directory. Currently, there is only one permanent site within
Canada, which is located at the Shaw Millennium Park in Calgary, Alta. (510258N 1140530W
5 NM SW AIRPORT). Although this is a permanent laser display, it is only being utilized for
special events (e.g. Canada Day); a NOTAM is published on those specific days.
3.
Turn on additional exterior lights to aid ground laser safety observers in locating aircraft so
they are able to respond by turning off the laser beam.
4.
Turn on thunderstorm lights to minimize cockpit illumination effects.
5.
Engage the autopilot.
6.
Have one flight crew member stay on the instruments to minimize the effects of a possible
illumination while in the area of expected laser activity.
7.
Consider using notch filter eye spectacles that protect against 514- and 532-nanometer laser
wavelengths, if flying a helicopter engaged in surveillance or medical evacuation.
Page 2 of 7
AERONAUTICAL INFORMATION CIRCULAR 14/09
2 JUL 09
Laser incident procedures: If a laser beam illuminates a pilot in flight, the pilot should:
1.
Immediately look away from the laser source or try to shield the eyes with a hand or a handheld object to avoid, if possible, looking directly into the laser beam.
2.
Immediately alert the other flight crew member(s) and advise them of the illumination and its
effect on their vision.
3.
If vision is impaired, immediately transfer control of the aircraft to the other flight crew
member. If both flight crew members have been illuminated, engage the autopilot, if
equipped.
4.
Be very cautious of spatial disorientation effects (the “leans”). After regaining vision, check
cockpit instruments for proper flight status.
5.
Resist the urge to rub the eyes after a laser illumination, as this action may cause further eye
irritation or damage.
6.
Contact ATC and advise of a “laser illumination.” Use this terminology for all laser
incident/accident reports. If the situation dictates, declare an emergency.
7.
When time permits, provide ATC with an incident report, which would include the location,
direction, beam colour, length of exposure (flash or intentional tracking), and effect on the
crew.
NOTE:
As a follow-up, to ensure Transport Canada has sufficient information to analyze
and investigate occurrences, please complete and submit the attached report
form.
Medical follow-up procedures: After an in-flight illumination:
A crew member that has been subjected to a significant illumination causing persistent symptoms, such as
pain or visual abnormalities (e.g. flash blindness and/or afterimage), should seek immediate medical
attention. In addition, they should contact a regional aviation medical officer (RAMO) or aviation medical
officer at the earliest opportunity. The medical officer will provide assistance in locating the nearest
ophthalmologist or medical facility with experience in evaluating laser injuries. If outside Canada, contact the
Civil Aviation Medicine (CAM) Branch in Ottawa. An eye damaged by a laser beam starts to repair itself
immediately. Therefore, it is strongly recommended that an ophthalmologist, familiar with laser injury
examination requirements, evaluate the crew member within five hours of the exposure to determine the
nature of the injury and if it needs further follow-up action.
NOTE: Because diagnosis can be difficult, especially for medical personnel who rarely, if ever, see
laser eye injuries, it should not be automatically assumed that a particular symptom, abnormality or
injury was caused by a given laser exposure.
For assistance, please contact one of the following:
1.1
Civil Aviation Medicine Branch Offices
HEADQUARTERS
Civil Aviation Medicine
Transport Canada
330 Sparks St.
Place de Ville, Tower C, Room 617
Ottawa ON K1A 0N8
Tel.: 613-990-1311 (General)
Fax: 613-990-6623
ATLANTIC REGION
New Brunswick, Nova Scotia, Prince Edward Island,
Newfoundland and Labrador
Civil Aviation Medicine
Transport Canada
330 Sparks St.
Place de Ville, Tower "C", Room 617
Ottawa ON K1A 0N8
Tel.: 1-888-764-3333
Fax: 613-990-6623
AERONAUTICAL INFORMATION CIRCULAR 14/09
Page 3 of 7
2 JUL 09
QUEBEC REGION
ONTARIO REGION
Quebec
Ontario
Civil Aviation Medicine
Transport Canada
700 Leigh Capreol, Room 2007A
Dorval QC H4Y 1G7
Civil Aviation Medicine
Transport Canada
4900 Yonge St., 4th Floor
North York ON M2N 6A5
Tel.: 1-888- 570-5712
Tel.: 514-633-3258 (General)
Fax: 514-633-3247
Tel.: 1-877-726-8694
Tel.: 416-952-0562 (General)
Fax: 416-952-0569
PRAIRIE AND NORTHERN REGION
Alberta, Yukon, Manitoba, Saskatchewan, Northwest
Territories and Nunavut
Civil Aviation Medicine
Transport Canada
1140-9700 Jasper Ave.
Edmonton AB T5J 4C3
Tel.: 1-877-855-4643
Tel.: 780-495-3848 (General)
Fax: 780-495-4905
PACIFIC REGION
British Columbia
Civil Aviation Medicine
Transport Canada
600-800 Burrard St., Room 620
Vancouver BC V6Z 2J8
Tel.: 1-877-822-2229
Tel.: 604-666-5601 (General)
Fax: 604-666-0145
Merlin Preuss
Director General
Civil Aviation
Page 4 of 7
AERONAUTICAL INFORMATION CIRCULAR 14/09
2 JUL 09
Please take a few minutes to complete this report and submit it as soon as possible after the incident.
Person filing the report
Name
Telephone Number
Mailing Address
E-mail Address
Crew members (attach extra paper if required)
Name
Age
Glasses / Contact Lenses
Yes
No
Yes
No
Yes
No
Date and time of the incident
Date
Time
Aircraft Type
Flight No. / Call Sign
Location and weather conditions
Closest Airport/City
VOR Radial/DME
Aircraft Altitude
Pitch and Bank Angle
Phase of flight
Procedure Identifier
Weather Conditions
Relative Darkness
Light source location and position
Angle from aircraft
How did it hit you? (Straight in the eyes or off axis?)
How did it enter the cockpit? (12 o’clock/left side window?)
Light description
Colour, static/moving
Relative intensity (flashbulb, headlight)
Duration of exposure
Beam angle from ground
Steady or flickering
Was light visible prior to the incident?
AERONAUTICAL INFORMATION CIRCULAR 14/09
Yes
No
Page 5 of 7
2 JUL 09
Effect on crew member(s)
Any after-effects?
Yes
No
Yes
No
Post-flight medical attention sought?
When, where?
What cockpit tasks were you performing when the
exposure began?
Did the illumination startle you?
How long do you estimate your attention was partly
or fully averted as a result of the illumination?
After the initial illumination, were you able to
concentrate fully on flying, or were you partially
preoccupied by what happened?
Did the illumination cause any interruption to your
vision?
Could you see well enough during the illumination
to adequately focus on instruments and outside
references?
Did the vision interruption cease immediately when
you looked away from the source?
Did “spots” persist in your vision after you exited
the light beam? For how long?
After leaving the light beam, was your vision
“bleached” to the point where you could not
adequately focus on objects inside or outside the
cockpit? For how long?
Were you distracted to the point where cockpit
tasks were delayed or overlooked?
Please elaborate.
Were you visually or psychologically incapacitated
to the point where you wanted to, or did, relinquish
control of the aircraft to the other flight crew
member?
How long did this exist before you felt comfortable
resuming control of the aircraft?
Did the illumination interrupt the normal orderly flow
of cockpit duties?
Please elaborate.
Did you experience eye pain?
Describe (location, intensity and persistence).
Did you rub or touch your eyes at the time of the
incident?
Page 6 of 7
AERONAUTICAL INFORMATION CIRCULAR 14/09
2 JUL 09
Effect on crew member(s) (cont’d)
Did you feel disoriented at any time? Vertigo?
Did the aircraft enter an unusual attitude?
If so, describe it.
How long did any symptoms you experienced from
the exposure persist?
Did the light appear suddenly, and did it become
brighter as you approached it?
Was the light coming directly from the source, or
did it appear to be reflected off other surfaces?
Was there more than one source of light?
Describe any evasive manoeuvring you attempted.
Did the beam follow you as you moved away?
ADDITIONAL COMMENTS
Please forward this incident report to:
Chief of Standards
Aerodromes and Air Navigation
Tower C, Place de Ville, 330 Sparks St.
Ottawa, ON K1A 0N8
E-mail: [email protected]
AERONAUTICAL INFORMATION CIRCULAR 14/09
Page 7 of 7
8 MAY 08
AERONAUTICAL INFORMATION CIRCULAR 16/08
INSTRUMENT FLIGHT RULES (IFR) OPERATIONS USING GLOBAL
NAVIGATION SATELLITE SYSTEM (GNSS)
(Supersedes AIC 12/04 and 27/05)
1.0
Introduction
This notice is a reprint of the Canada Air Pilot (CAP) Special Notice titled, “Instrument Flight Rules (IFR)
Operations Using GNSS (GPS and WAAS),” which provides the terms and conditions of the Canadian
approval for use of global positioning systems (GPS) and wide area augmentation systems (WAAS) in
Canadian IFR flight operations. If a difference exists between these two documents, the CAP Special Notice
will take precedence.
For additional reference and guidance material, refer to the Transport Canada Aeronautical Information
Manual (TC AIM) (TP 14371E), COM 3.16, “Global Navigation Satellite System (GNSS).”
2.0
GPS OR WAAS AVIONICS
2.1
General
2.2
2.3
a)
The avionics shall be approved in accordance with the applicable standards specified in
section 3.1.
b)
The avionics shall be installed and approved in accordance with the appropriate sections of
the Airworthiness Manual (TP 6197E).
c)
Aircraft shall be equipped with an approved and operational traditional navigation system
appropriate to the area of operations. The avionics requirements for IFR flight are described
in Canadian Aviation Regulation (CAR) 605.18, “Power-driven Aircraft–IFR.”
En Route and Terminal Equipment
a)
The avionics for GPS equipment must meet Technical Standard Orders (TSO) C129/C129a
(any class) issued by the U.S. Federal Aviation Administration (FAA); WAAS equipment must
meet FAA TSO-C145a/C145b /C146a/C146b (Class 1, 2 or 3) or equivalent criteria.
b)
For flight within Canadian minimum navigation performance specifications (CMNPS) airspace
or required navigation performance capability (RNPC) airspace, an installation meeting the
requirements defined in CARs, Part VI, “General Operating and Flight Rules,” and Part VII,
“Commercial Air Services,” may serve as the long-range navigation system. CMNPS and
RNPC airspace are defined in the Designated Airspace Handbook (DAH) (TP 1820E) and
illustrated in the TC AIM RAC Figure 12.1, “CMNPS, RNPC and CMNPS Transitional
Airspace.”
En Route and Terminal Operations
a)
GPS or WAAS may be used for all en route and terminal operations.
b)
Course deviation indicator (CDI) sensitivity and integrity alerting shall be appropriate for the
phase of flight.
c)
Sufficient navigation capability shall be available in accordance with CARs, Part VI, “General
Operating and Flight Rules,” to continue to the planned destination or another aerodrome in
the event of a loss of GPS navigation.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
8 MAY 08
3.0
Approach
3.1
RNAV (GPS) and RNAV (GNSS) Approaches
GPS and WAAS based approaches are charted as RNAV (GNSS) RWY XX, denoting that GNSS navigation
shall be used for approach guidance. These approaches may have up to three charted minima lines, as
follows:
•
LPV (localizer performance with vertical navigation);
•
LNAV/VNAV (lateral/vertical navigation); and
•
LNAV (lateral navigation only).
Pilots and controllers shall use the prefix “RNAV” in radio communications (e.g. “cleared the RNAV RWY 04
approach”).
3.2
a)
LNAV approaches, including overlays, may be flown using GPS (FAA TSO-C129/C129a,
Class A1, B1, B3, C1 or C3) or WAAS (TSO-C145a/C145b/C146a/C146b, any class)
avionics.
b)
LNAV/VNAV approaches may be flown using WAAS (FAA TSO-C145a/C145b/C146a/C146b,
Class 2 or 3) avionics, or multi-sensor flight management systems (FMS) (FAA TSO-C115b)
with barometric vertical navigation (BARO VNAV) capability, certified in accordance with FAA
Advisory Circular (AC) 20-129 or equivalent.
c)
LPV approaches may only be flown using WAAS (FAA TSO-C145a/C145b/C146a/C146b,
Class 3 or 4) avionics.
GNSS Overlay Approaches
Overlay approaches are traditional very high frequency omnidirectional range (VOR), or non-directional
beacon (NDB) based approaches (not localizer [LOC] based) that have been approved to be flown using the
guidance of an IFR approach-certified GPS or WAAS. These are identified in the CAP with the letters GNSS
in parentheses and in small capitals after the runway designation [e.g. NDB RWY 04 (GNSS)].
3.3
Approach Database
Approaches flown using GPS or WAAS must be retrieved from a current navigation database. The pilot-incommand is responsible for ensuring that the navigation data matches the current CAP information as
amended by NOTAM. If the loss of GPS or WAAS navigation performance accuracy or integrity results in the
inability to support the planned flight operation, the pilot-in-command shall advise the air traffic service (ATS)
as soon as practical.
4.0
Operator Certification
Holders of air operator certificates issued under CARs, Part VII, “Commercial Air Services,” or private
operator certificates issued under CARs, Part VI, Subpart 4, “Private Operator Passenger Transportation,” are
required to be authorized by an operations specification to conduct GPS-based (including WAAS) instrument
approach operations in instrument meteorological conditions (IMC). This requirement is explained in
Commercial and Business Aviation Advisory Circular (CBAAC), No. 0123R, “Use of Global Positioning
System for Instrument Approaches” (25 March 2004).
Unless required by the aircraft flight manual or flight manual supplement for the GPS or WAAS equipment,
pilots do not have to monitor the underlying traditional aids while flying these approaches, and may fly the
approach even when the underlying aid is temporarily out of service.
When communicating with ATS, pilots shall refer to GNSS overlays as follows: “GNSS overlay RWY XX.”
ATS may request that the pilot specify the underlying approach if more than one overlay is published for the
runway.
Page 2 of 3
AERONAUTICAL INFORMATION CIRCULAR 16/08
8 MAY 08
Pilots and controllers shall use the prefix “RNAV” in radio communications (e.g. “cleared the RNAV RWY 04
approach”).
5.0
Alternate Aerodrome Requirements
Pilots can take credit for a GNSS-based approach at an alternate aerodrome when all of the following
conditions are met:
a)
An approach completely independent of GNSS at the planned destination is expected to be
available at the estimated time of arrival (ETA);
b)
The pilot-in-command verifies that LNAV approach-level receiver autonomous integrity
monitoring (RAIM) or WAAS integrity is expected to be available at the planned alternate
ETA, taking into account predicted satellite outages;
c)
For GPS FAA TSO-C129/C129a avionics (and WAAS avionics, when not in the geostationary
[GEO] footprint/WAAS coverage area), periodically during the flight, and at least once before
the mid-point of the flight to the destination, the pilot-in-command verifies that approach-level
RAIM is expected to be available at the planned alternate ETA; and
d)
The published LNAV minima are the lowest landing limits for which credit may be taken when
determining alternate aerodrome weather minima requirements. No credit may be taken for
LNAV/VNAV or LPV minima.
For additional guidance on flight planning of GPS-based approaches at alternate aerodromes, refer to the
TC AIM, COM 3.16.12, “GPS and WAAS Approaches at Alternate Aerodromes.”
6.0
Use of GNSS in Lieu of Ground-Based Aids
GNSS may be used to identify all fixes defined by distance measuring equipment (DME), VOR, VOR/DME
and NDB, including fixes that are part of any instrument approach procedure, to navigate to and from these
fixes along specific tracks, including arcs, and to report distances along airways or tracks for separation
purposes, subject to the following conditions:
a)
An integrity alert is not displayed;
b)
For approaches that are not part of the GNSS overlay program described in section 3.2, the
pilot-in-command shall monitor the underlying navigation aid (NAVAID) for approach and
missed approach track guidance.
c)
Fixes that are part of a terminal instrument procedure are named, charted and retrieved from
a current navigation database.
d)
Where ATS requests a position based on a distance from a DME facility for separation
purposes, reported GNSS distance from the same DME facility may be used stating the
distance in miles and the DME facility name (e.g. “30 miles from Sumspot VOR,” instead of
“30 DME from Sumspot VOR”).
Merlin Preuss
Director General
Civil Aviation
AERONAUTICAL INFORMATION CIRCULAR 16/08
Page 3 of 3
8 MAY 08
AERONAUTICAL INFORMATION CIRCULAR 15/08
IFR APPROVAL OF GLOBAL NAVIGATION SATELLITE SYSTEMS
(GNSS) IN NORTH ATLANTIC MINIMUM NAVIGATION PERFORMANCE
SPECIFICATIONS (NAT MNPS) AIRSPACE
(Supersedes AIC 2/00)
General
This aeronautical information circular (AIC) sets out the general provisions for the operational approval of
Canadian-registered aircraft to use GNSS in NAT MNPS airspace.
GNSS sensors (i.e. global positioning systems [GPS] and wide area augmentation systems [WAAS]) can be
approved for use in NAT MNPS airspace for supplemental-means and primary-means navigation, as
described below.
Supplemental-means Approval
The approval to use GNSS sensors as a supplemental-means navigation system in NAT MNPS airspace
requires the sensors to be installed and approved in accordance with the appropriate sections of the
Airworthiness Manual, and operated in accordance with the approved flight manual or flight manual
supplement, based on the following documents and provisions:
a)
Radio Technical Commission for Aeronautics (RTCA) DO-208, Minimum Operational
Performance Standards for Airborne Supplemental Navigation Equipment Using the Global
Positioning System (GPS);
b)
Technical Standard Order (TSO) C129a (any class), Airborne Supplemental Navigation
Equipment Using the Global Positioning System (GPS), or equivalent;
c)
TSO-C145b (any class), Airborne Navigation Sensors Using The Global Positioning System
Augmented by the Satellite Based Augmentation System; TSO-C146b (any class),
Stand-Alone Airborne Navigation Equipment Using the Global Positioning System
Augmented by the Satellite Based Augmentation System; or equivalent criteria;
d)
Federal Aviation Administration (FAA) Advisory Circular (AC) 20-138A, Airworthiness
Approval of Global Navigation Satellite System (GNSS) Equipment (Appendix 1 does not
apply);
e)
The GNSS sensor is used in conjunction with another approved means of long-range
navigation that is independent of the GNSS (for example: inertial navigation system [INS] or
inertial reference system [IRS]); and
f)
Should GNSS navigation capability be lost, the other long-range navigation equipment must
allow navigation along the planned route or suitable alternate route.
Primary-means Approval
Primary-means GPS sensors meet the receiver autonomous integrity monitoring (RAIM) requirements of
TSO-C129a and meet requirements for fault detection and exclusion (FDE). The FDE feature allows the
GNSS sensor to detect a malfunctioning satellite, exclude it from the navigation solution and continue to
operate. This decreases the probability of losing guidance during a North Atlantic (NAT) crossing to the point
where the primary-means GPS sensor can be used as the only required means of long-range navigation. To
account for on-board equipment failures, the aircraft must carry two separate primary-means systems.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
8 MAY 08
The use of primary-means equipment requires that flights be planned for times when GPS signals will support
RAIM and FDE operations. This pre-flight planning is achieved through the use of a RAIM/FDE prediction
program and certain dispatch conditions apply. The failure of a primary-means navigation system may require
reversion to a non-normal means of navigation (e.g. dead reckoning).
The approval to use GPS sensors as a primary-means navigation system in NAT MNPS airspace requires the
sensors to be installed and approved in accordance with the appropriate sections of the Airworthiness
Manual, and operated in accordance with the approved flight manual or flight manual supplement, based on
the following documents:
a)
RTCA/DO-208, Minimum Operational Performance Standards for Airborne Supplemental
Navigation Equipment Using the Global Positioning System (GPS);
b)
TSO-C129a (any class), Airborne Supplemental Navigation Equipment Using the Global
Positioning System (GPS), or equivalent criteria; and
c)
FAA AC 20-138A, Airworthiness Approval of Global Navigation Satellite System (GNSS)
Equipment, including Appendix 1; or previous approvals under FAA Notice (N) 8110.60, GPS
as a Primary Means of Navigation for Oceanic/Remote Operations.
The approval to use WAAS sensors as a primary-means navigation system in NAT MNPS airspace requires
the sensors to be installed and approved in accordance with the appropriate sections of the Airworthiness
Manual, and operated in accordance with the approved flight manual or flight manual supplement, based on
the following documents:
a)
RTCA/DO-229D Minimum Operational Performance Standards for Global Positioning
System/Wide Area Augmentation System Airborne Equipment;
b)
TSO-C145b (any class), Airborne Navigation Sensors Using the Global Positioning System
Augmented by the Satellite Based Augmentation System; TSO-C146b (any class),
Stand-Alone Airborne Navigation Equipment Using the Global Positioning System
Augmented by the Satellite Based Augmentation System; or equivalent criteria; and
c)
FAA AC 20-138A, Airworthiness Approval of Global Navigation Satellite System (GNSS)
Equipment.
WAAS sensors feature both RAIM and FDE capabilities required for primary-means navigation; however, the
WAAS sensor cannot take advantage of the WAAS integrity message while operating outside the WAAS
geostationary (GEO) satellite footprints.
Aircraft approved for operations in NAT MNPS airspace are eligible for approval for flight in Canadian
minimum navigation performance specifications (CMNPS) airspace and required navigation performance
capability (RNPC) airspace, as described in the Transport Canada Aeronautical Information Manual (TC AIM)
(TP 14371E).
Operators seeking approval to use GNSS sensors (i.e. GPS or WAAS) as a primary-means navigation
system in NAT MNPS airspace can do so by means of an application to the appropriate Transport Canada
Civil Aviation office.
Merlin Preuss
Director General
Civil Aviation
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 15/08
27 SEP 07
AERONAUTICAL INFORMATION CIRCULAR 22/07
NORTH AMERICAN FREE TRADE AGREEMENT (NAFTA) ADVISORY
This aeronautical information circular provides information on the North American Free Trade
Agreement (NAFTA) ratified by Canada, the United Mexican States and the United States of America,
which opened-up cross-border trade in Specialty Air Services (SAS).
Background
Ratified by Canada, the United Mexican States and the United States of America, the North American Free
Trade Agreement (NAFTA) came into force on January 1, 1994. Among other things, NAFTA opened up
cross-border trade in Specialty Air Services (SAS), defined in article 1213 of NAFTA as aerial mapping, aerial
surveying, aerial photography, forest fire management, fire fighting, aerial advertising, glider towing,
parachute jumping, aerial construction, heli-logging, aerial sightseeing, flight training, aerial inspection and
surveillance, and aerial spraying services. The effective date of NAFTA coverage for some of these services
was January 1, 1994, while coverage for other services was to be phased in for each signatory country in
accordance with Annex B to NAFTA. All services have been phased in as of January 1, 2001.
Meetings of government officials led to the issuance of a joint statement establishing Working Groups “to
discuss standards and regulations pertaining to specialty air services” and thus began a process for the
“smooth implementation” of SAS operations. Representatives from the three Civil Aviation Authorities (CAAs)
formed a Steering Committee to provide leadership during the process, and technical experts from each
country constituted Working Groups covering the areas of airworthiness, flight operations and personnel
licensing. This document identifies the process resulting from the efforts of the Steering Committee and
Working Groups.
Applicability
This advisory material applies to operators in each NAFTA signatory country who wish to conduct a crossborder SAS, as defined in Article 1213 of NAFTA. This information is exclusive to NAFTA SAS operations and
is not to be used for any other purpose.
Glossary
The following CAAs are referenced in this document:
•
The Dirección General de Aeronáutica Civil (DGAC) - Mexico;
•
The Federal Aviation Administration (FAA) - United States of America; and
•
Transport Canada, Civil Aviation (TCCA) - Canada.
National CAA: The CAA responsible for the regulatory control of an operator when it applies for operating
authority and/or registration in another NAFTA country. The national CAA will normally be the same as the
state of registry for the aircraft and will be responsible for the regulatory oversight of aircraft on its register,
including but not limited to, maintenance and inspection requirements.
Host CAA: The CAA of a NAFTA country in which cross-border SAS are being conducted.
Operator: The organization engaged in a commercial SAS operation.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 12
27 SEP 07
Essential Qualified Non-Crewmembers: Personnel essential to SAS operations that support that service
and are trained by the operator prior to conducting the work under SAS. (Essential with respect to SAS
operations is defined as: required to properly conduct the SAS operation. The absence of these personnel
would make the actual operation impossible).
Flight Training is a term that applies to the following:
•
Certified Flight Schools: Those schools that hold an operating permit or certificate issued
by the CAA to conduct approved training for any pilot qualification.
•
Flight Training Operators: Those operators conducting training for an agricultural rating, a
seaplane rating, a multi-engine rating, a type rating, an instrument rating, an airline transport
pilot licence, or currency requirements.
•
SAS Operators: Those operators conducting specific operational training for a particular
SAS. Type-rating training may be included if the aircraft is used in that specific operation and
is specified on the air operator certificate or the NAFTA operating authority.
Definitions of SAS
The following is a list of SAS identified by NAFTA and shall include any other special-purpose operations
determined by the three CAAs to have similar characteristics.
NAFTA SAS are specialized commercial aviation operations involving the performance of the following:
Aerial Mapping: The operation of an aircraft for the purpose of mapping by use of a camera, or other
measuring and recording devices.
Aerial Surveying: The operation of an aircraft for the purpose of surveying by use of a camera, or other
measuring and recording devices.
Aerial Photography: The operation of an aircraft for the purpose of taking photographs or recording
information by use of a camera, or other measuring and recording devices.
Forest Fire Management: The operation of an aircraft for the purpose of fire detection and controls, as well
as for the purpose of dispensing any substance intended for forest fire suppression and prevention. This
includes carrying fire fighters, fire bosses and/or managers from the base camp into the fire area or the actual
fire site as well as within the fire zone.
Firefighting: The operation of an aircraft for the purpose of dispensing water, chemicals, and fire retardants
intended for suppressing a fire. This includes the carrying of fire fighters.
Aerial Advertising: The operation of an aircraft for the purpose of skywriting, banner towing, displaying
airborne signs, dispensing leaflets, and making public address announcements.
Glider Towing: The towing of a glider by a powered aircraft equipped with a tow hitch.
Parachute Jumping: The operation of an aircraft for the purpose of allowing a person to descend from that
aircraft in flight using a parachute during all or part of that descent.
Aerial Construction: The operation of a helicopter for the purpose of conducting external-load operations in
support of construction, hoisting of utilities, power line construction and erection of special purpose towers.
Heli-logging: The operation of a helicopter for the purpose of transporting timber suspended from
the fuselage.
Aerial Sightseeing: The operation of an aircraft for the purpose of providing recreation to passengers that
originates and terminates at the same airport or the same aerodrome.
Page 2 of 12
AERONAUTICAL INFORMATION CIRCULAR 22/07
27 SEP 07
Flight Training: Training provided by certified flight schools and flight training operators who follow an
approved ground and flight syllabus, which permits students to meet all certification requirements for
obtaining an airman certificate or rating, and operational training provided by SAS operators.
Aerial Surveillance and Inspection: The operation of an aircraft for the purpose of conducting aerial
observation and patrols for surface events and objects.
Aerial Spraying: The operation of an aircraft for the dispersal of products, for the benefit of agriculture,
horticulture, public health or forestry but not including the dispensing of insects.
Recommended List of Publications
•
Annex 2 to the International Civil Aviation Organization (ICAO)
Convention on International Civil Aviation
•
Advisory Circular No. 707-001, TCCA
•
Aeronautical Information Manual (AIM), Canada
•
Publicación de Información Aeronáutica (PIA), Mexico
•
Aeronautical Information Manual (AIM)
Aeronautical Information Publication (AIP), United States
NAFTA Cross-Border SAS Operations
General Requirements
Validity
•
A NAFTA authorization and/or registration, unless amended, suspended or revoked, will
normally be valid for a maximum of one year and can be renewed. The renewal process will
be the same as the original authorization process.
Authorization/Registration Process
•
The SAS operators applying for Fire Fighting or Forest Management will be issued a letter of
registration for all operations conducted in the United States or all United States operators
applying for SAS operations in any Host country.
•
The SAS operator must be equipped and able to operate in each of the SAS applied for,
apply for and obtain authorization and/or registration from the national CAA, apply for and
obtain authorization and/or registration from the host CAA(s), and make application in the
official language(s) of the host country.
Special Conditions
•
Contracts, third party, and Qualified Non-Crewmember personnel essential to SAS:
The applicant shall identify the necessary personnel and their job function to the National
CAA along with an appropriate method of control (Training requirement or process) to
ensure the safe operation under the specialized SAS operation. This in no way allows for
or permits the SAS operator to transport these persons from other than the base camp to
the work zone. All personnel must provide their own means of commercial transportation
or other means of public or private travel to the base camp.
The applicant or current “Holder” of SAS Authorization and/or Registration would include
in their application the appropriate information to show their ability to use contract
personnel and the control of said personnel.
AERONAUTICAL INFORMATION CIRCULAR 22/07
Page 3 of 12
27 SEP 07
Operational Conditions
Aircraft
•
The current and valid certificate of airworthiness and certificate of registration are required
from the National CAA. The operator must provide the National CAA with proof of the validity
of the documents.
•
Aircraft must have an original FAA or TCCA civil type certificate for all SAS operations. Exmilitary aircraft that have restricted-category certification based on military experience only
are not eligible, while those that are operating, as civil types may be eligible, provided that
they meet civil standards and are in a civil type configuration.
•
Foreign (third party-country) type-certificated aircraft must have both an FAA and a TCCA
type certificate.
•
Changes in type designs (that is, supplemental type certificates or repair design certificates)
issued by third party-countries on their own designs and manufactured products will be
acceptable, provided that there is a bilateral airworthiness agreement or the equivalent with
either the FAA or TCCA that specifically addresses design standards.
•
U.S. Registered Primary-category aircraft will not be used for flight training. Standardcategory airworthiness certificates will normally be required, except as otherwise approved by
the host CAA. SAS operators may conduct operational training in aircraft that are approved
for the particular SAS.
•
SAS operators may use leased aircraft of a foreign registry. The operator must have all pilots
or required flight crewmembers of these aircraft hold at least a commercial licence and rating
appropriate to the country of registry of said aircraft.
SAS Operations
•
As required by Annex 2 to the ICAO Convention, operators must comply with the general
operating and flight rules of the Host Country. Operators should be aware that there are
significant differences in the visual flight rules for each country.
•
NAFTA does not confer a right of entry into the host country. Prior to entry the operator is
advised to contact the Immigration Authority at the intended Port of Entry into the host
country, to verify the entry requirement.
•
Operators must also contact government agencies including customs, trade and commerce,
and environment, and other applicable agencies as necessary.
•
The SAS operator must contact the host CAA(s) (see Appendix II) prior to commencing initial
SAS operations in each geographic area, upon changing the type of SAS operation being
conducted, or upon subsequently returning to the original geographic area.
•
Operators based in one Host Country and operating in another Host Country require
authorization and/or registration from each host CAA.
•
As a minimum, a current and valid commercial pilot licence issued by the National CAA is
required for the specific operation. A licence validation issued by the Host CAA does not
meet this requirement.
•
Flight instruction towards the issuance of National CAA licences, permits and ratings may be
conducted in any Host Country by a person who holds a valid commercial pilot licence or
flight instructor rating, as applicable for the type of instructional activity, and who satisfies the
requirements of the National CAA (see Appendix III).
•
Flight instruction towards the issuance of host CAA licences, permits and ratings may be
conducted in any Host Country by a person who holds a valid commercial pilot licence or
flight instructor rating, as applicable for the type of instructional activity, and who satisfies
additional requirements specified by the applicable host CAA (see Appendix III).
Page 4 of 12
AERONAUTICAL INFORMATION CIRCULAR 22/07
27 SEP 07
•
Flight-training operating authority will be granted to certified flight schools, flight training
operators and SAS operators according to the conditions specified by the host CAA.
•
Agricultural aircraft may be operated at an increased maximum takeoff weight (MTOW) if an
increased MTOW has been authorized by the National CAA and the increase does not
exceed 1.25 times the MTOW.
•
Maintenance shall be performed in accordance with the requirements of the National CAA
and state of registry.
•
Sightseeing operations shall be conducted by operators certificated by their National CAA for
commercial passenger-carrying operations.
•
The movement of essential qualified non-crewmember personnel from base camp to a fire
zone is not deemed to be air transportation, nor is the movement of qualified noncrewmember personnel from one base camp to another to continue the same work. These
are operational necessities included under SAS.
Specific Requirements
For Operations in Canada
•
Operators must provide TCCA with the name of the appropriately approved maintenance
organization that is providing the operators maintenance.
•
Proof of insurance must be carried on board the aircraft (see Appendix V).
•
Operators must comply with the Flight Time Limitations and Flight Duty Limitations and Rest
Periods regulations and standards requirements applicable to the operations to be conducted
(see CAR 700.15 and CAR Std 720.15, and CAR 700.16 and CAR Std 720.16).
•
Operators must comply with the survival-equipment requirements applicable to the operations
to be conducted (see Appendix IV).
•
Mexican flight schools must designate a qualified flight instructor responsible for operational
control. Operators must identify to TCCA the type of inspection or maintenance program
being used for each aircraft type (i.e. progressive, annual/at 100-hour intervals, or according
to the manufacturer’s recommended program or an approved program).
For Operations in Mexico
•
Operators must provide the DGAC with the name of the appropriately approved maintenance
organization that is providing the operators maintenance.
•
The Publication de Información Aeronáutica (PIA) is no longer required to be carried onboard the aircraft for SAS operations by foreign operators.
•
Proof of insurance must be provided with the application before a permit can be issued and
must be carried on board the aircraft (see Appendix V).
•
Operations will be conducted from approved runways or sites, unless otherwise authorized.
•
A special permit must be obtained for handling fuel other than at approved fuelling facilities.
•
Operators must participate in alcohol and drug-testing programs when conducting SAS
operations.
•
Operators must comply with the survival-equipment requirements applicable to the operations
conducted (see Appendix IV).
•
All night flights under visual flight rules (VFR) must have a special authorization.
AERONAUTICAL INFORMATION CIRCULAR 22/07
Page 5 of 12
27 SEP 07
•
Flight training schools must obtain a public education certificate or a letter of authorization
from the Secretaría de Educación Pública to teach ground school.
•
In addition to the DGAC authorization, operators of SAS (aerial photography, aerial
surveying, and aerial mapping) must obtain permission from the INEGI (Instituto Nacional de
Estadistica, Geografia e Informatica).
For Operations in the United States
•
Operators must provide the FAA with the name of the appropriately approved maintenance
organization that is providing the operators maintenance.
•
Operators must participate in alcohol and drug-testing programs when conducting
sightseeing operations from a base in the United States (see Appendix II).
•
The maintenance and alteration of emergency parachutes must be certified by a
person authorized by the FAA.
•
Department of Transportation Order 97-7-03 (Specialty Air Service Operators of Canada and
Mexico) must be carried on board the aircraft. (See
<http://ostpxweb.dot.gov/aviation/IntAv/airnafta.pdf>)
Don Sherritt
Director, Standards
Civil Aviation
Page 6 of 12
AERONAUTICAL INFORMATION CIRCULAR 22/07
27 SEP 07
APPENDIX I
Sample Documents
This appendix contains sample documents that may be used by operators when applying for SAS authority in
each NAFTA signatory country.
Operators Applying to their National CAA
Note: Applicants can obtain forms through contact information in Appendix II.
In Canada
•
Application for (FTA) Specialty Air Service Operations – Canadian Air Operator
(TC Form 26-0592) <http://www.tc.gc.ca/air/menu.htm>
Note: select “Forms catalogue” from “Resource Centre”, select “Click here to search, then
enter 26-0592 in “Form Number:”
In Mexico
•
Letter of Application for Operations under NAFTA
In the United States
•
Application for SAS operations except Fire Fighting and Forest Fire Management requires a
Certificate of Waiver or Authorization (FAA Form 7711-2) <http://www.faa.gov/>
•
Application for Fire Fighting/Forest Fire Management requires a written request for a Letter of
Registration.
Operators Applying to a Host CAA
In Canada
•
Application for Specialty Air Service Operations – Free Trade Agreement (FTA)
(TC Form 26-0509) <http://www.tc.gc.ca/air/menu.htm>
Note: select “Forms catalogue” from “Resource Centre”, select “Click here to search, then
enter 26-0509 in “Form Number:”
•
Authorization from National CAA
•
Proof of insurance
In Mexico
•
Letter of Request for Operations Under NAFTA
•
Authorization from National CAA
•
Proof of insurance
In the United States
•
Application for Certificate of Waiver or Authorization (FAA Form 7711-2)
<http://www.faa.gov/> or attachment to Letter of Registration
•
Authorization from National CAA
•
Proof of insurance
1.
National CAA authorization is required as part of the Host Application Process.
2.
The Host CAA will provide an information package outlining the application requirements.
Notes:
AERONAUTICAL INFORMATION CIRCULAR 22/07
Page 7 of 12
27 SEP 07
APPENDIX II
Contact Information
Country
CAA Contact Office
Phone / Fax Numbers / Web sites
Canada
NAFTA Authorizations
Chief, Foreign Inspection
Division (AARJF)
Place de Ville
Tower C, 4th Floor
330 Sparks Street
Ottawa, ON KIA 0N8
Phone: 613-998-9074
Fax:
613-991-5188
http://www.tc.gc.ca/civilaviation/international
/foreign/menu.htm
Canada
NAFTA Policy and
Procedures
Program Manager,
Air Operator Certification
Certification and Operational
Standards Division (AARTF)
Place de Ville
Tower C, 4th Floor
330 Sparks Street
Ottawa, ON KIA 0N8
Phone: 613-998-8168
Fax:
613-991-5188
http://www.tc.gc.ca/civilaviation/
Mexico
Dirección de Transporte y Control
Aeronautico
Dirección General de Aeronáutica
Civil
Providencia 807-4º Piso
Col. del Valle
C.P. 03100, México, D.F.
Phone: 5255-5687-7620
Fax:
5255-5523-3419
http://www.sct.gob.mx/
United States
NAFTA Authorizations
Federal Aviation Administration,
Southwest Region
Dallas / Fort Worth International
Field Office, 14800 Trinity Blvd.,
Suite 300
Fort Worth, Texas 76155
Phone: 817-684-6700
817-684-6776
Fax:
817-954-1602
FAA: http://www.faa.gov/
U.S. Department of Transportation (DOT):
http://ostpxweb.dot.gov/aviation/IntAv/airnaft
a.pdf
United States
NAFTA Policy and
Procedures
Federal Aviation Administration
General Aviation and Commercial
Division AFS-800
800 Independence Avenue
Southwest
Washington, DC 20591
Phone: 202-267-8212
Fax:
202-267-5094
United States
Drug & Alcohol
Program Office
Implementation and Special
Projects Branch, AAM-810
800 Independence Avenue
Southwest
Washington, DC 20591
Phone: 202-267-8976
Fax:
202-267-5200
Page 8 of 12
AERONAUTICAL INFORMATION CIRCULAR 22/07
27 SEP 07
APPENDIX III
Flight Training—General
Certified Flight Schools
Flight Training Operators
SAS Operators
Specialized training facilities
(for example, Flight Safety
International)
Training of pilots included,
regardless of whether they are
employed by that operator
All training authorized under a
certificate; see
Canadian Aviation Regulation
(CAR) 406.02; Federal Aviation
Regulation 141.11 (141.57); and
the Ley de Aviación Civil, art. 39,
and Reglamento de la Ley de
Aviación Civil.
Agricultural licence (DGAC)
Type rating
Recreational*
Seaplane rating
Currency requirements
Private—aeroplane and
helicopter*
Multi-engine rating
Commercial—aeroplane and
helicopter*
Type rating
Flight instructor rating—aeroplane
and helicopter*
Instrument rating
Night flying privileges—aeroplane
and helicopter*
Airline transport pilot licence
Currency requirements
Notes:
1.
The flight training listed in the first column includes specific training activities, identified by an
asterisk that must be conducted under the authority of a certified flight school.
2.
The flight training listed in the second column may be conducted by certified flight schools or
by instructors operating under the authority of a flight training operator.
3.
The flight training listed in the third column may be conducted by an instructor operating
under the authority of an SAS under NAFTA for that type of SAS operation.
AERONAUTICAL INFORMATION CIRCULAR 22/07
Page 9 of 12
27 SEP 07
Additional Pilot-Instructor Qualifications
Night Training in Mexico
•
A Canadian instructor must hold an instrument rating.
•
A United States instructor must hold a certified flight instructor - instrument (CFII) rating.
Seaplane Training
•
Canada requires instructors from Mexico and the United States to have 50 hours’ flight time
on seaplanes.
VFR Over-the-Top Training in Canada
•
A United States instructor must hold a CFII rating.
•
A Mexican instructor must hold an instrument rating.
Aerobatics Training in Canada
•
Instructors certified in Mexico and the United States who wish to teach aerobatics must hold
a Canadian authorization.
Aerobatics Training in Mexico
•
Canadian instructors wishing to teach aerobatics must hold a special permit and/or
authorization.
Training for a Flight Instructor Rating—Aerobatics in Canada
•
Instructors certified in Mexico and the United States who wish to conduct training for a flight
instructor rating-aeroplane-aerobatics must hold a Canadian authorization.
Flight Training for an Instructor Rating—Aeroplane or Helicopter
•
In Canada, TCCA requires instructors from Mexico and the United States to have 750 hours’
flight instruction in the category (600 hours’ dual flight instruction for a civil pilot licence) and
have recommended 10 applicants for the private, commercial or recreational pilot permit
(RPP) flight test (maximum 3 for the RPP). Instructors from the United States must take an
evaluation flight.
•
In Mexico, the DGAC requires American instructors to have 3 years’ experience as a flight
instructor, 350 hours’ flight time in the category and class (150 hours in the aircraft), 30 hours
as pilot-in-command in the preceding two months, a written examination and a flight test.
Page 10 of 12
AERONAUTICAL INFORMATION CIRCULAR 22/07
27 SEP 07
APPENDIX IV
Survival Equipment
Operations in Canada
•
Survival equipment must be carried to satisfy Canadian Aviation Regulations (CAR) 602.61.
This equipment includes provisions for shelter, water, fire and signaling. This section does
not apply where the aircraft is being operated in an area and at a time of year such that
survivability is not jeopardized. Specific information on the geographic location requirements
is included in A.I.M. Canada. A.I.M. information can be obtained by calling the Civil Aviation
Communication Centre 1-800-305-2059 or visiting
<http://www.tc.gc.ca/CivilAviation/Publications/menu.htm>
Operations in Mexico
•
Survival equipment must be carried to satisfy Normas NOM-012-SCT3-2001. This equipment
includes provisions for a first-aid kit, shelter, flotation devices (for over-water operations), a
fire extinguisher, an emergency locator transmitter, emergency rations and clothing, and
signaling. Emergency rations and clothing are required for remote locations only, appropriate
to the area being over flown. This information can be obtained by contacting the DGAC by
phone at (5255) 5687-7941 or by fax at (5255) 5523-6275. The information will be sent by
fax.
AERONAUTICAL INFORMATION CIRCULAR 22/07
Page 11 of 12
27 SEP 07
APPENDIX V
Insurance Requirements
Canada
•
SAS operators must meet the insurance requirements contained in Canadian Aviation
Regulations (CAR) 606.02 and have passenger and third-party liability coverage to the limits
specified.
•
SAS operators must meet the insurance requirements contained in article 64 of the Ley de
Aviación Civil and have passenger and third-party liability coverage to the limits specified.
Mexico
United States
•
Page 12 of 12
Sightseeing operators must meet the insurance requirements contained in Part 402 of the
Department of Transportation Regulations and have passenger and third-party liability
coverage to the limits specified.
AERONAUTICAL INFORMATION CIRCULAR 22/07
28 SEP 06
AERONAUTICAL INFORMATION CIRCULAR 27/06
EXEMPTION FROM SUBSECTION 602.34(2)
OF THE CANADIAN AVIATION REGULATIONS
Pursuant to subsection 5.9(2) of the Aeronautics Act, and taking into account that the exemption is both in the
public interest and not likely to affect aviation safety, I hereby exempt persons conducting IFR flight, in
Reduced Vertical Separation Minimum (RVSM) airspace while operating an RVSM certified aircraft,
from the requirement to operate at a cruising flight level appropriate to the track, as set out in the Table
referenced in subsection 602.34(2) of the Canadian Aviation Regulations (CARs), subject to the following
conditions.
Subsection 602.34(2) states: “Subject to subsection (3), the pilot-in-command of an aircraft shall ensure that
the aircraft is operated at a cruising altitude or cruising flight level appropriate to the track, as set out in the
table to this section, unless the pilot-in-command is assigned another altitude or flight level by an air traffic
control unit and the aircraft is operated in level cruising flight
a)
at more than 3,000 feet AGL, in VFR flight; or
b)
in IFR flight.”
Note:
Subsection 602.34(2) Table currently requires 2000 feet vertical separation
between FL290 to FL410 inclusive.
Purpose
This exemption will permit persons conducting IFR flight, in Reduced Vertical Separation Minimum
(RVSM) airspace while operating an RVSM certified aircraft, to operate at altitudes appropriate to track
between FL290 to FL410 inclusive, in accordance with the 1000 feet RVSM vertical separation. RVSM
procedures will permit certified RVSM aircraft to be operated with 1000 feet vertical separation in lieu of the
current 2000 feet separation. The implementation of RVSM in a designated portion of Northern Canadian
Airspace occurred on April 18, 2002, and in Southern Domestic Airspace on January 20, 2005.
Application
The exemption applies only to persons conducting IFR flight, within Reduced Vertical Separation Minimum
(RVSM) airspace while operating a RVSM certified aircraft.
Conditions
This exemption is subject to the following conditions:
1.
A person operating a RVSM certified aircraft in RVSM airspace shall conduct IFR flight, in
accordance with subsection 602.34(2) of the CARs, with reference to the following Table; and
2.
Persons conducting IFR flight, in Reduced Vertical Separation Minimum (RVSM) airspace
shall operate RVSM certified aircraft.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
28 SEP 06
Table
Cruising Altitudes and Cruising Flight Levels Appropriate to Aircraft Track
TRACK
000° - 179°
TRACK
180° - 359°
Column I
Column II
Column III
Column IV
IFR
VFR
IFR
VFR
1,000
3,000
5,000
7,000
9,000
11,000
13,000
15,000
17,000
3,500
5,500
7,500
9,500
11,500
13,500
15,500
17,500
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
4,500
6,500
8,500
10,500
12,500
14,500
16,500
Cruising Altitudes
or Cruising Flight
Levels – 18,000
feet and below
IFR & CVFR
IFR & CVFR
190
210
230
250
270
290
310
330
350
370
390
410
450
490
530
570
180
200
220
240
260
280
300
320
340
360
380
400
430
470
510
550
Cruising Flight
Levels
180 to 590
RVSM
1,000 feet
separation
FL290-FL410
Validity
This exemption is in effect until the earliest of the following:
a)
The date on which an amendment to subsection 602.34(2) Table of the CARs comes into
effect;
b)
The date on which any condition set out in this exemption is breached; or
c)
The date on which this exemption is cancelled, in writing, by the Minister, where he is of the
opinion that it is no longer in the public interest, or that it is likely to affect aviation safety.
Cancellation
The exemption from subsection 602.34(2) of the Canadian Aviation Regulations issued on April 28, 2005, in
Ottawa, Ontario, Canada, by the Director General Civil Aviation, on behalf of the Minister of Transport, to
persons conducting IFR flight, in Reduced Vertical Separation Minimum (RVSM) airspace and
operating an RVSM certified aircraft, is hereby cancelled because it is the opinion of the Minister that it is
no longer in the public interest or is likely to affect aviation safety.
Page 2 of 3
AERONAUTICAL INFORMATION CIRCULAR 27/06
28 SEP 06
Dated at Ottawa, Ontario, Canada, this 28th day of July, 2006, on behalf of the Minister of Transport,
Infrastructure and Communities.
Merlin Preuss
Director General
Civil Aviation
AERONAUTICAL INFORMATION CIRCULAR 27/06
Page 3 of 3
04 OCT 01
AERONAUTICAL INFORMATION CIRCULAR 6/01
POTENTIAL INTERFERENCE FROM FM BROADCASTING STATIONS
ON VHF RADIONAVIGATION RECEIVERS ON BOARD IFR AIRCRAFT
OPERATING IN FRANCE
Introduction
The purpose of this circular is
•
to specify the regulatory provisions applicable to aircraft operating under IFR in the airspaces
controlled by the French authorities that specify interference immunity against emissions of
FM broadcasting stations for airborne radionavigation equipment (instrument landing system
(ILS), localizers (LLZ) and very high frequency omnidirectional range (VOR) beacons);
•
to provide information about the transition period before implementing these provisions; and
•
to provide information concerning the operational provisions that will be taken when a
potential interference is identified.
International Background
In 1979, the International Telecommunication Union (ITU) decided to extend the frequency band assigned to
broadcasting stations from 104 to 108 MHz, particularly in Europe.
In 1995, in order to remedy the interference risks to VHF radionavigation receivers caused by this extension,
the International Civil Aviation Organization (ICAO) adopted new protection standards aimed at enhancing the
immunity of these receivers.
Initially, the equipment modifications were to have been carried out in two phases:
•
After January 1, 1995: immunity of new installations.
•
After January 1, 1998: immunity of all airborne receivers.
However, for more flexibility and to take into account certain other technical changes, the immunity
requirement for airborne VHF radionavigation receivers of aircraft operating under IFR began on
January 1, 2001, in most of the European states.
Regulatory and Operational Provisions in France
In the airspaces controlled by the French authorities, the requirement for installing immunized
VHF radionavigation receivers (ILS and VOR), in accordance with the standards set out in Annex 10 to the
Convention on International Civil Aviation will begin on January 1, 2002, for aircraft operating under IFR.
This provision will be specified by order of the Direction Générale de l’Aviation Civile (DGAC; France’s civil
aviation authority).
Between the January 1 and December 31, 2001, the DGAC will identify the risks of interference during each
modification of the frequency plan for FM broadcasting stations.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
04 OCT 01
The use of certain standard instrument departures (SID), standard terminal arrivals (STAR), and instrument
approaches (ILS, LLZ and VOR) will be prohibited for aircraft operating under IFR whose VHF radionavigation
equipment are not in compliance with the FM immunity standards set out in Annex 10 to the Convention on
International Civil Aviation.
Operators should note the importance of observing these restrictions for safety reasons. For
example, in the case of intermodulation interference, a procedure performed using non-standard
equipment may cause a crew to follow a totally erroneous flight path during an ILS procedure without
triggering an alarm (flag) on board the aircraft.
Operators will be informed of these restrictions through the aeronautical information service of France.
Art LaFlamme
Director General
Civil Aviation
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 6/01
08 OCT 98
AERONAUTICAL INFORMATION CIRCULAR 9/98
OPERATION OF PRECISION
APPROACH PATH INDICATOR (PAPI) UNITS
Purpose
This aeronautical information circular is to advise pilots of Transport Canada’s investigation of Precision
Approach Path Indicator (PAPI) units producing false signals due to the buildup of frost contamination on the
front lens or cover-glass and the actions being taken to address this matter.
Testing Program
Transport Canada undertook a study of the problem. The results of the testing program indicated that:
•
contaminants such as ice, dew or frost on the PAPI front lens surface does affect the
projected signal;
•
if contaminants existed on the PAPIs and the units were operated at their maximum current
setting of 6.6 amperes, approximately a half hour was required to remove contaminants at
temperatures down to -30 degrees Celsius to the point where a true signal was produced;
and
•
using continuous operation, it was found that providing a minimum current of 4.8 amperes to
the PAPIs was sufficient to keep the lens and/or cover-glass free of contaminant which would
cause a false signal.
The testing concluded that false slope indication produced as a result of contamination on the lens is a design
problem. It is the responsibility of PAPI manufacturers to come up with a satisfactory solution to this problem.
Interim Action
Based on the test results and the concerns about the safety hazard that this issue posed for aircraft
operations into airports with PAPI units, Transport Canada requires that aerodrome operators with PAPI units
take the following action:
1.
At aerodromes having ARCAL, the PAPI shall be operated continuously at a minimum current
level of 4.8 amperes.
2.
At aerodromes with 24-hour ATS service, the PAPI shall be operated at the maximum current
level of 6.6 amperes (maximum brightness) for at least a half hour before the arrival of the
first morning flight.
3.
At aerodromes with 24-hour ATS service, if there is a duration of several hours between the
flights during the day and those expected at night, the PAPI shall again be operated for a
minimum of a half hour prior to the arrival of the first flight at the maximum current level of 6.6
amperes.
4.
Where there is more than one PAPI at the aerodrome, these shall be operated
simultaneously in accordance with requirements 1, 2, and 3 above.
5.
Where a PAPI is not producing a proper signal after the warm up period, a NOTAM must be
issued that the PAPI is out of service.
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 2
08 OCT 98
1.
If the PAPIs have to be used before completion of the warming period, they shall be visually
inspected for the absence of frost.
2.
Should the aerodrome not be able to accomplish any of the above, the PAPIs shall be taken
out of service.
Pilots are urged to report any observed anomolies on this matter to Transport Canada by telephone at
613-991-9939 or by facsimile at 613-990-0508.
Art LaFlamme
Director General
Civil Aviation
Page 2 of 2
AERONAUTICAL INFORMATION CIRCULAR 9/98
27 APR 95
AERONAUTICAL INFORMATION CIRCULAR 4/95
AMENDMENT TO THE WASTE DISPOSAL CLAUSE IN THE
AIRPORT ZONING REGULATIONS
Airport Zoning Regulations are established at a number of airports to ensure that the construction of new
obstacles will not adversely affect flight operations in the vicinity of an airport. The boundaries of the affected
lands are normally defined by the obstacle limitation surfaces established for that airport. These surfaces are:
a)
the outer surface;
b)
the approach surfaces; and
c)
the transitional surfaces.
In addition to protecting an airport from obstacles, a “Waste Disposal Clause” has been used in many
regulations to prohibit the establishment of garbage dumps that would present a bird strike hazard. The intent
of this provision was to affect lands within an 8km radius of the aerodrome reference point. However, in some
cases, the waste disposal clause was made applicable to the lands affected by the height restrictions. This
allows disposal sites to be established as close as 4 km in some sectors and as far as 15 km in others.
The intent was to prevent land use that would induce bird migration onto an airport, and the application of a
waste disposal clause beyond 8km is assessed as not contributing to this objective. Future revisions to the
applicable registered airport zoning will amend this discrepancy, but, in the interim, an exemption is required.
Accordingly, pursuant to subsection 5.9(2) of the Aeronautics Act, persons wishing to establish a waste
disposal site in an area where such a use of land is prohibited by the “Waste Disposal” provision of the Airport
Zoning Regulations listed in Appendix A on the reverse side are exempted from the application of the
prohibition if the waste disposal site is more than 8km from the airport reference point. Pending revisions to
the Airport Zoning Regulations, these exemptions are conditional and may be withdrawn if a waste disposal
site is established which attracts birds to the extent that they create a hazard to aircraft. Appendix A on the
reverse side provides a list of the relevant zoning regulations and their waste disposal clause references.
Gilles Rodrigue
Director General
Air Navigation System
Note: Cette information est aussi disponible dans l’autre langue officielle.
Page 1 of 3
27 APR 95
APPENDIX A
RELEVANT ZONING REGULATIONS AND THEIR WASTE
DISPOSAL CLAUSE REFERENCES
Airport Zoning Regulation
Page 2 of 3
Registered Zoning Clause Dealing
With Waste Disposal
ABBOTSFORD, BC
7
BOUNDARY BAY, BC
6
BRANDON, MB
6
CAMBRIDGE BAY, NT
5
CHARLO, NB
7
CHARLOTTETOWN, PE
6
CHURCHILL, MB
6
CRANBROOK, BC
6
DAWSON CREEK, BC
6
DEER LAKE, NF
6
DRYDEN, ON
6
EARLTON, ON
6
EDMONTON INT’L, AB
7
FORT ST.JOHN, BC
6
FORT NELSON, BC
6
FORT SIMPSON, NT
6
FORT SMITH, NT
6
FREDERICTON, NB
6
GOOSE BAY, NF
7
GRAND MANAN, NB
7
HALIFAX INT’L, NS
7
HAMILTON, ON
7
HAY RIVER, NT
7
INUVIK, NT
6
KAPUSKASING, ON
6
KENORA, ON
7
KINGSTON, ON
6
LA RONGE, SK
6
MONCTON, NB
7
MOOSONEE, ON
6
NORMAN WELLS, NT
6
OSHAWA, ON
6
PEACE RIVER, AB
6
PEMBROKE, ON
6
PORT HARDY, BC
6
AERONAUTICAL INFORMATION CIRCULAR 4/95
27 APR 95
Airport Zoning Regulation
Registered Zoning Clause Dealing
With Waste Disposal
PRINCE ALBERT, SK
6
REGINA, SK
7
ST.ANTHONY, NF
7
ST.CATHARINES, ON
6
ST.JOHN’S, NF
7
SAINT JOHN, NB
7
SARNIA, ON
6
SASKATOON, SK
6
SMITHERS, BC
6
STEPHENVILLE, NF
6
SYDNEY, NS
7
THOMPSON, MB
6
TIMMINS, ON
7
TORONTO CITY CENTRE, ON
7
VANCOUVER INT’L, BC
7
WABUSH, NF
6
WATSON LAKE, YT
6
WIARTON, ON
6
WINNIPEG INT’L, MB
6
YELLOWKNIFE, NT
6
AERONAUTICAL INFORMATION CIRCULAR 4/95
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