402 - Rules and Procedures in West Low Sector Flashcards
Traffic Information (Excerpt)
Provide traffic information to all concerned aircraft if any of the following apply:
* You clear an aircraft to maintain at least 1000 feet on top.
* You clear an IFR aircraft to fly in accordance with VFR.
* Multiple aircraft are holding at the same fix and are separated by the vertical separation minimum.
* A pilot requests it.
* A pilot acknowledges an avoidance instruction.
* You consider it necessary.
Traffic Information Format
When issuing traffic information to aircraft, as appropriate, include:
1. Position of aircraft
2. Direction of flight
3. Type of aircraft or relative speed
4. Altitude of aircraft
5. Reporting point and time
6. Other information
Glossary > Position Report
A report over a known location as transmitted by an aircraft.
Also called: position reporting and progress report
TC AIM RAC 1.5.2 Procedures
Before providing radar service, ATC will establish identification of the aircraft concerned either through the use of position reports, identifying turns, or transponders. Pilots will be notified whenever radar identification is established or lost.
Glossary > Compulsory Reporting Point
A reporting point over which an aircraft must report to ATC. Such points are designated on aeronautical charts by solid triangles or filed in a flight plan (FP) as fixes selected to define direct routes. These points are geographical locations that are defined by NAVAIDs or fixes.
CARs 602.125 > Enroute IFR Position Reports
(1) The pilot-in-command of an IFR aircraft shall transmit position reports over compulsory reporting points specified on an IFR chart unless advised by the appropriate air traffic control unit that the aircraft is radar-identified.
(2) A position report transmitted pursuant to subsection (1) shall contain the information specified by the Minister in the Canada Flight Supplement.
TC AIM RAC 8.1 > Position Reports
Pilots of IFR and CVFR flights are required to make position reports over compulsory reporting points specified on IFR charts, and over any other reporting points specified by ATC.
Requesting a Position Report (Excerpt)
If issuing a clearance where a position report over a non-compulsory reporting point is required, include the request for the report in the clearance.
When requesting position reports for fixes that have not been flight planned, aircraft equipment limitations should be considered. If aircraft are equipped with standard navigation equipment, requests should be limited to fixes depicted on navigational charts appropriate to the airspace.
Before terminating ATS surveillance service, instruct a pilot to resume position reporting.
Requesting a Position Report
Do not request an identified aircraft to make compulsory position reports unless you deem it necessary for control purposes.
Altimeter Setting Region
If an enroute aircraft operating within the Altimeter Setting Region makes a position report via direct communication, issue the current altimeter setting for:
* The station over which the aircraft reports
* The next station along the route of flight
CARs 602.35 > (b) Altimeter-setting and Operating Procedures in the Altimeter-setting Region
When an aircraft is operated in the altimeter-setting region, each flight crew member who occupies a flight crew member position that is equipped with an altimeter shall
(b) while in flight, set the altimeter to the altimeter setting of the nearest station along the route of flight or, where the nearest stations along the route of flight are separated by more than 150 nautical miles, to the altimeter setting of a station near the route of flight; (…)
TC AIM RAC 2.10 > Altimeter-setting Region
En route – During flight the altimeter shall be set to the current altimeter setting of the nearest station along the route of flight or, where such stations are separated by more than 150 NM, the nearest station to the route of flight.
Control Estimates (Excerpt)
Base control decisions on ATC estimates and aircraft performance. Verify the estimate and aircraft performance using position reports over fixes, or as determined by radio aids, ATS surveillance, RNAV, or visual means that accurately define the position of the aircraft.
Martin ACC EXCDS User Manual
1.1 - Fix Designators
Display FDEs under fix designators as specified in this manual.
1.2 - Fix Designators Arrangement Arrange the fix designators to indicate to the extent possible, the actual geographic relationship of the fixes as viewed on a chart.
TC AIM RAC 8.1 > Position Reports
As specified in CAR 602.125 — Enroute IFR Position Reports, the position report shall include the information in the sequence set out in the CFS, that is:
(a) the identification;
(b) the position;
(c) the time over the reporting point in UTC;
(d) the altitude or flight level;
(e) the type of flight plan or flight itinerary filed;
(f) the name of the next designated reporting point and ETA over that point in UTC;
(g) the name only of the next reporting point along the route of flight; and
(h) any additional information requested by ATC or deemed necessary by the pilot.
EXCDS User Manual - 1.9 –Removing FDEs from EXCDS
Do not remove an FDE from EXCDS until all appropriate action for that FDE has been executed and one of the following conditions has been met:
A subsequent position report has been received or the aircraft has been observed passing a subsequent fix posting;
The aircraft has been estimated to have crossed the control boundary by the appropriate longitudinal minimum
Control Estimates > Discrepancies
Use aircraft estimates to verify ATC estimates. If a discrepancy exists between an aircraft estimate and an ATC estimate for the same reporting point, and separation could be affected:
1. Check the accuracy of the ATC estimate.
2. If a discrepancy remains, request the pilot to check the aircraft estimate.
3. If a discrepancy still exists, take appropriate action to ensure that separation is not compromised.
TC AIM RAC 8.1 > Position Reports
When the pilot-in-command of an IFR aircraft is informed that the aircraft has been RADAR IDENTIFIED, position reports over compulsory reporting points are no longer required. Pilots will be informed when to resume normal position reporting.
Control Estimates
When separating aircraft, the estimated time may not be correct. If an expected report does not arrive and flight safety is likely to be jeopardized, obtain the report no more than 5 minutes after the estimated time over a reporting point. Otherwise, obtain the report as soon as feasible.
Emergencies and Urgent Operations > Fundamentals
If an aircraft is in an emergency phase as described in Emergency Phases, inform the operations duty manager and other appropriate agencies.
Uncertainty Phase >
Aircraft enters this phase when no communication is received from the earlier of either of these times:
* within 30 min after communication should have been received from an aircraft
* when an unsuccessful attempt to establish communication with such aircraft was first made
Although an ATS surveillance controlled a/c that has lost radio comm, but is identified, is not in the uncertainty phase, loss of both may trigger the uncertainty phase.
Vertical Separation For Aircraft on Reciprocal Tracks (Excerpt)
In an ATS surveillance environment, discontinue vertical separation as detailed in ATS Surveillance Separation For Aircraft on Reciprocal Tracks. In a procedural environment, you may discontinue vertical separation based on one of the factors indicated in Discontinuing Vertical Separation in Procedural Airspace. In a mixed environment, the distance of an identified aircraft from the common point, as determined by an RBL or the DME estimate function, may be used in lieu of a DME or GNSS position report.
NAVAID Passage Conditions
* Both pilots have reported passing over the same ground-based NAVAID
* If at FL180 or above, the aircraft are 2 min apart (this compensates for overhead fix tolerance)
DME and/or GNSS Passage
* DME and/or GNSS reports, determined in relation to a common point, indicate that the aircraft have passed and are 5 miles apart
* The outbount aircraft, if utilizing DME, is 15 miles or more from the DME facility (if the outbound a/c from the common point is /G equipped, slant range is not a factor)
Glossary > Common Point
A point on the surface of the earth common to the tracks of two or more aircraft, used as a basis for applying separation (e.g., significant point, waypoint, NAVAID, or fix)
Time-Based Longitudinal Separation > Same Track Operations
For aircraft on the same track, apply time-based longitudinal separation as indicated below.
15 min > Any speed differential > No conditions
10 min > Any speed differential > Position reports are obtained at least every 40 min. See Longitudinal Sep Using Position Reports: Same Speed
5 min > Leading a/c is at least 20 kts faster > Same altitudes, position reports are obtained at least every 40 min, and one of the following applies:
* a/c have departed from adjacent locations and have reported over the same reporting point
* both are enroute a.c that have reported over the same reporting point
* enroute a/c has reported over a reporting point serving a point of departure, and is ahead of a departing a/c
3 min > Leading a/c is at least 40 kts faster > Same conditions as 5 min
Time-Based Longitudinal Separation (Excerpt)
Establish time-based longitudinal separation using one of the following methods: * On the basis of position reports, provided that one of the following applies:
◦ Both aircraft have reported over the same reporting point.
◦ The trailing aircraft has confirmed not yet reaching the reporting point used by the leading aircraft.
Distance-Based Longitudinal Separation > Same Track Operations
If aircraft on the same track are using DME, GNSS, or both, apply distance‑based longitudinal separation as indicated below.
20 miles > Any speed differential > No conditions
10 miles > Leading aircraft is maintaining 20 knots or more faster > Same altitude, and one of the following applies:
* a/c have departed from adjacent locations and have reported over the same reporting point
* both are enrout a/c that have reported in relation to a common point
* enroute a/c has reported over a reporting point serving a point of departure, and is ahead of a departing a/c
5 miles > Leading a/c is maintaining 40 kts or more faster > Same conditions as 10 miles
Flight Data Coordination > IFR Unit to IFR Unit
If the aircraft are unidentified, specify the separation minimum being applied if less than 10 minutes longitudinal separation will exist between aircraft entering a receiving unit’s area.
Time-Based Longitudinal Separation > Crossing Track Operations
For aircraft on crossing tracks, apply time‑based longitudinal separation, calculated from the point that the tracks cross, of either: * 15 minutes
* 10 minutes, provided you obtain position reports at least every 40 minutes (Longitudinal Separation, Crossing Tracks)
Position Reports
You can obtain position reports using:
* ADS‑C
* CPDLC
* VHF/UHF
* Observed ATS surveillance position of an identified PPS
Position reports can be made with reference to:
* NAVAID fixes
* VHF NAVAID radials
* DME arcs
* Bearings from an NDB
* Waypoints from RNAV
* Full degrees of longitude or latitude from GNSS‑equipped aircraft
Distance-Based Longitudinal Separation > Crossing Track Operations
If aircraft on crossing tracks are using DME, GNSS, or both, from a common point and the tracks cross at the common point, separate the aircraft by either:
* 20 miles (Longitudinal Separation: Crossing Tracks Using DME or GNSS)
* 10 miles, if the leading aircraft is maintaining 20 knots or more faster than the following aircraft
The distance is calculated from a common point over which both a/c are cleared
Glossary > Lateral Separation
Separation between aircraft at the same altitude expressed in terms of distance or angular displacement between tracks.
Lateral Separation > Geographical Separation
When applying geographical separation, determine the appropriate fix-tolerance area for each aircraft as indicated in Fix-Tolerance Area for Geographical Separation. Consider aircraft geographically separated if the fix-tolerance area for one aircraft does not overlap either of the following:
* The fix-tolerance area for another aircraft (Geographical Separation: No Overlap of Another Fix-Tolerance Area)
* The protected airspace for another aircraft (Geographical Separation: No Overlap of Protected Airspace)
Table: Fix Tolerance for Geographical Sep
Source of Position Info > Fix-Tolerance Area
- ATS Surveillance > ATS surveillance sep minimum
- NAVAIDs > Values are depicted by Aeronautical Information Management, or as directed by unit management
- RNAV in RNPC airspace > RNPC separation
- RNAV in CMNPS airspace > CMNPS separation
- Visual reference to the ground > Use caution to ensure that the aircraft’s position is accurately defined. Lateral separation
- RNAV > 25 miles for RNP-10 and RNP-4 approved aircraft
Lateral Separation > Airspace to Protect
Protect airspace either using dimensions determined by Aeronautical Information Management or as directed by unit management. Ensure that the following protected airspaces do not overlap:
* Holding areas
* Airways (including additional airspace for change of direction for high-level airways)
* Off-airway tracks (including additional airspace for change of direction) (Q-routes, T-routes, and L-routes are not airways; they are fixed RNAV routes)
* Initial, intermediate, final, missed approach, and departure areas
Note: Airway design is predicated on the assumption that a/c will follow the intended track (airway centreline) using the appropriate navigation systems. If the pilot or ATC wants the a/c to follow a different flight pah, then the a/c is no longer considered to be following the airway and an appropriate min IFR altitude - excluding the MEA or MOCA - for the airspace must be considered.
Lateral Separation > Airspace to Protect
For converging aircraft, ensure that the protected airspaces do not overlap by doing the following:
* To determine the holding point or the point to effect a restriction, add a DME/GNSS distance from Restriction to be Added to the track overlap indicated in Track Overlap.
* Issue one of the following:
◦ A holding instruction (Protecting Airspaces for Converging Aircraft)
◦ A restriction to establish vertical separation (DME/GNSS Restriction for Converging Aircraft)
If alternate instructions are not issued, the restriction point must include additional distance to enable the aircraft to enter a hold without an overlap of protected airspace.
Restriction To Be Added:
Ground to 12000 > 15 DME/miles
13000 - FL250 > 25 DME/miles
FL260 and above > 35 DME/miles
Separation Basics
Do not accept responsibility for separating aircraft in Class G airspace.
Clearances and Instructions > Issuing and Relaying
Issue clearances and instructions with the least possible delay.
Unless the pilot requests otherwise, issue clearances and instructions that ensure that an aircraft remains within controlled airspace. This may require detailed instructions, such as the heading or radial to fly, especially during climb or descent.
Altitude Instructions > Leaving or Entering Controlled Airspace
You may issue clearances into or out of controlled airspace as follows:
* Leave or enter controlled airspace > If required for separation, specify the lateral point and altitude at which an a/c is to leave or enter controlled airspace > “(Leave/Enter) controlled airspace [number miles direction of fix] at (altitude)”
* Descend out of controlled low-level airspace > Inform the pilot of the min IFR altitude applicable to the airspace [37] > “(A/C ID) cleared to descend out of controlled airspace vicinity of (location) the minimum IFR altitude is (altitude) [report leaving altitude]”
* Descend out of controlled airspace > Via an instrument approach procedure > “(A/C ID) cleared out of controlled airspace via (procedure ID) approach”
* Leaving controlled high-level airspace [38] > The destination airport underlies controlled high-level airspace and no min IFR altitude is established in the area that would prohibit such a manoeuvre > “(A/C ID) cleared out of (type of airspace)”
37 If visual conditions might not be encountered at the minimum IFR altitude, the pilot is responsible for arranging for protection of an altitude in controlled airspace for up to 30 minutes. This period permits descent to the minimum IFR altitude, and then a climb, if necessary, to the protected altitude
38 If controlled low-level airspace underlies controlled high-level airspace, see the other rows in this table.
TC AIM RAC 9.4 > Descent Out of Controlled Airspace
ATC may not clear an aircraft to operate below the MEA of an airway, nor below the minimum IFR altitude in other controlled low level airspace. The pilot, however, may operate at the MOCA, and ATC will approve flight at the MOCA at the pilot’s request. If unable to cancel IFR at the MEA, the pilot may advise that he/she intends to descend to the MOCA. By prior arrangement with ATC, the MEA will be protected in the event that the pilot does not encounter visual conditions at the MOCA. Under this arrangement, the MEA will be protected:
(a) until the pilot files an arrival report;
(b) for 30 min; to allow descent to the MOCA and return to the MEA when communication is restored with ATC; or
(c) if ATC does not hear from the pilot under (a) or (b), until the aircraft is estimated to have arrived at the filed alternate plus 30 min.
Altitude Instructions (Excerpt)
Include “While in controlled airspace” (for aircraft entering or leaving controlled airspace)
“Maintain (altitude) while in controlled airspace”
This phraseology does not ensure that a/c will be at the specified altitude at the pointat wihich it enters controlled airspace. If required for separation, you may add a restriction to enter controlled airspace at a specific point or altitude.
Flight Data Entry Abbreviations and Symbols (Excerpt)
When entering flight data – as much as possible – use the standard abbreviations and symbols found in this section and in the following:
* ATS Glossary
* Local manuals, directives, and accords
If not standard abbreviation exists for a word, you may form an abbreviation by dropping the vowels or one of the double consonants.
Martin ACC EXCDS User Manual > 2.4.9 Altitude Information
Add the abbreviation “WICA” (while in controlled airspace) in the altitude field if an aircraft will be entering or leaving controlled airspace. Example: “60 WICA”.
Providing Alerting Services (Excerpt)
Provide alerting service to:
* Aircraft provided with control service
* Aircraft enduring unlawful interference[2]
* Other aircraft if a flight plan or itinerary has been filed
* Any overdue aircraft known to ATC
* Marine vessels in distress
* Known IFR and CVFR aircraft operating within the ACC’s area of responsibility and known VFR aircraft for which the ACC is responsible
IFR Flight Plan or Flight Itinerary
When the pilot of an IFR aircraft closes[1] the IFR flight plan:[2]
* If VFR flight is not permitted due to airspace classification or weather conditions:
◦ Inform the pilot.
◦ If appropriate, pass the most recent weather sequence.
◦ Ask the pilot’s intentions.
* Acknowledge the closure and inform the pilot that alerting service is terminated.
* Inform the appropriate ACC or the agency responsible for alerting service at the destination.[3]
1 A pilot’s decision to close an IFR flight plan or itinerary is not subject to ATC approval.
2 When a pilot cancels or closes an IFR flight plan, the aircraft automatically becomes a VFR flight.
3 This may be done electronically.
Cancelling IFR
If the pilot of an IFR or CVFR aircraft cancels IFR:[1]
* If VFR flight is not permitted due to airspace classification or weather conditions:
◦ Inform the pilot.
◦ If appropriate, pass the most recent weather sequence.
◦ Ask intentions.
* Acknowledge the cancellation.
A pilot’s decision to cancel an IFR flight plan or itinerary, or change to a VFR flight plan or itinerary, is not subject to ATC approval (don not suggest or ask a pilot to cancel IFR)
* Ask whether the pilot is closing the IFR flight plan or itinerary, and respond “Roger, are you closing your flight (plan/itinerary)”
◦ Yes > Acknowledge the closure, inform the pilot that the IFR flight plan is closed and alerting service is terminated
◦ No > If the pilot intends to land at an aerodrome with an operating ATS unit, coordinate appropriately
◦ No > If the pilot intends to land at an aerodrome without an operating ATS unit, advise that an arrival report is required after landing
1 By regulation, the phrase CANCELLING IFR does not close the flight plan or itinerary.
Notifying JRCC
All information about an aircraft in an emergency is routed centrally to the ACC, which then disseminates the pertinent data to the appropriate JRCC. Inform the JRCC if an IFR or CVFR aircraft is in one of the emergency phases as described in the Emergency Phases for JRCC Notification.
Uncertainty Phase >
An IFR flight plan or itinerary has been filed and no arrival report has been received by ACC at either of the following:
* If SAR time requested or specified: For flight plan: SAR time1 requested by originator For flight itinerary: SAR time specified in flight itinerary
* If no SAR time requested or specified: For flight plan: within 60 minutes after latest ETA or arrival time estimated by the controller, whichever is later For flight itinerary: within 24 hours after latest ETA
An IFR flight plan or itinerary is filed and no arrival report can be expected because either
* The aerodrome has no communication system.
* The system serving the aerodrome is inoperative.
Alert Phase >
* Communication search fails to reveal any information concerning the aircraft. See Aircraft in Distress or Emergency.
* An aircraft cleared to land fails to do so within 5 minutes of the ETA and communication cannot be re-established with the aircraft.
Communication Search Steps
To conduct a communication search:
1. Contact all communication stations located within or adjacent to the search area that have interphone, facsimile, or radio facilities
2. 2. As appropriate, contact agencies within or adjacent to the search area that have interphone, facsimile, or radio facilities:
◦ Air carriers
◦ Non-scheduled operators
◦ Amateur radio operators
◦ Federal and provincial agencies such as TC, DND, RCMP, Forestry Services, or provincial police
3. As appropriate, contact the following agencies of each major city or town within the search area:
◦ Police
◦ Municipal office
◦ Territorial or Chief telephone operators[2]
2 In carrying out communication searches, use long-distance telephone and facsimile facilities as required.
Communication Search
The ACC initiates a communication search and informs JRCC if any of the following occurs:[1]
* No communication has been received from a pilot within 30 minutes of the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier.
* An IFR flight plan has been submitted to depart from a location with no operating control tower or FSS/MFAU, and a departure message or other communication is not received within 60 minutes of the proposed or revised departure time indicated in the flight plan.
* An IFR or CVFR aircraft enters the uncertainty phase.
At the discretion of the ACC, a preliminary search may be conducted before an overdue IFR or CVFR a/c enters the uncertainty phase.
TP308 - Glossary of Terms - Holding Procedure
A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance.
Terminav > Holding Pattern
A predetermined racetrack pattern flown as part of a holding procedure.
Terminav > Holding Area
The airspace to be protected for holding aircraft in accordance with ATC holding criteria.
Holding Clearances
Issue a holding clearance using one of the following formats:
* Standard > “Cleared to the (fix), hold (direction) on (specified) (radial/course/inbound track)”
* Non-standard > “Cleared to the (fix), hold (direction) on (specified) (radial/course/inbound track), left turns”
* Detailed > “Cleared to the (fix), hold on (specified) (radial/course/inbound track), between (locations) and a point (number) minutes (direction), (left/right) turns”
* DME > “Cleared to the (name) (TACAN/VOR/NDB) (specified) (radial/bearing) (number) DME fix, hold between (number) and (number) DME”
* Published hold > “Cleared to the (fix specified in holding pattern), hold (direction) as published”
When issuing a holding clearance, issue an expect-approach-clearance time, an expect-further-clearance time, or the time to depart the fix, and revise it as necessary.
* “Expect approach clearance at (time)”
* “Expect further clearance at (time)”
* “(Depart/leave) (fix) at (time)”
TC AIM RAC 10.7 > Speed Limitations in a Hold
The size of the protected airspace for a holding pattern is based on aircraft speed. Unless otherwise noted on the charts or when a shuttle procedure is specified (see RAC 10.9), holding patterns must be entered and flown at or below the airspeeds listed in Table 10.1 below:
- At or below 6000’ ASL > Max 200 KIAS
- Above 6000’ up to and including 14000’ ASL > Max 230 KIAS
- Above 14000’ ASL > 265 KIAS
Pilots are to advise ATC immediately if airspeeds in excess of those specified above become necessary for any reason, including turbulence, or if they are unable to accomplish any part of the holding procedure. After departing a holding fix, pilots should resume normal speed subject to other requirements, such as speed limitations in the vicinity of controlled airports, specific ATC requests, etc. NOTE: In areas where turbulence is known to exist, holding patterns may be designed for speeds of 280 KIAS.
TC AIM RAC > 10.5 Entry Procedures
The pilot is expected to enter a holding pattern according to the aircraft’s heading in relation to the three sectors shown in Figure 10.2, recognizing a zone of flexibility of five degrees on either side of the sector boundaries. (…) Sector 1 procedures (parallel entry) are:
a) Upon reaching the fix, turn onto the outbound heading of the holding pattern for the appropriate period of time.
b) Turn left to intercept the inbound track or to return directly to the fix.
c) On the second arrival over the fix, turn right and follow the holding pattern.
Sector 2 procedures (offset entry) are: (a) Upon reaching the fix, turn to a heading that results in a track having an angle of 30˚ or less from the inbound track reciprocal on the holding side.
(b) continue for the appropriate period of time, then turn right to intercept the inbound track and follow the holding pattern.
Sector 3 procedure (direct entry) is:
(a) Upon reaching the fix, turn right and follow the holding pattern.
When crossing the fix to enter a holding pattern, the appropriate ATC unit should be advised. ATC may also request that the pilot report “established in the hold.” The pilot is to report “established” when crossing the fix after having completed the entry procedure.
Holding Patterns (Excerpt)
If you are holding an aircraft at a fix that has no established holding area and is not depicted on enroute or IFR terminal charts, as appropriate, you should:[1]
* Assign a standard holding pattern, unless a non-standard holding pattern is required.
* Hold aircraft on the side of the fix that will be used for the instrument approach procedure.
* Hold military jet aircraft, other than a transport aircraft, on the side of the fix opposite to that used for the penetration procedure.
1 Some holding patterns are depicted on enroute and terminal charts. A pilot who reaches a clearance limit for which a holding pattern is depicted is expected to hold as depicted until further clearance is received.
Clearances and Instructions > Issuing and Relaying
Unless the pilot requests otherwise, issue clearances and instructions that ensure that an aircraft remains within controlled airspace. This may require detailed instructions, such as the heading or radial to fly, especially during climb or descent.[1]
IFR Clearance Format (PACS-RAM-DST)
Issue clearance items, as appropriate, in the following order:
1. Prefix/aircraft ID
2. Clearance limit
3. SID
4. Route
5. Altitude
6. Speed
7. Departure, enroute, approach, or holding instructions
8. Special instructions or information, may include an SSR code
9. Traffic information[9]
Glossary > Clearance Limit
The point to which an aircraft is granted an ATC clearance.
Terminav > Expected Approach Clearance Time
The time at which it is expected that an aircraft will be cleared to commence approach for a landing.
Glossary > Expect Further Clearance Time
The time at which it is expected that further clearance will be issued to an aircraft.
IFR Clearance Format > Clearance Limit
5 minutes or more before an aircraft reaches its clearance limit, issue one of the following:[13][14]
* Further clearance
* Approach clearance
* Holding clearance
13 If a clearance is not received, the aircraft is expected to hold in a published holding pattern or if none exists, a standard pattern on the inbound track to the clearance limit and to request further clearance or an approach clearance. If communication cannot be established with ATC, the aircraft is then to proceed in accordance with communication failure rules and procedures described in the Canada Air Pilot and Section F8 in the Canada Flight Supplement.
14 An arriving aircraft that has filed a STAR is expected to fly this route, as cleared, to the terminal area entry fix (bedpost) or fix associated with the STAR. If no further clearance has been received on reaching that point, the pilot is expected to fly the lateral route of the STAR for the instrument approach serving the runway in use, as specified on the ATIS, maintaining the last assigned altitude. If communication fails in IMC, the pilot is expected to squawk 7600, fly the STAR as published, including the vertical and speed requirements as provided in the procedure, intercept the final approach, fly inbound, and land as soon as the circumstances permit.
Approach Clearance > Unfamiliar Approach
If requested by a pilot, or if a pilot indicates that they are unfamiliar with the approach procedure, specify the information in Approach Information, as applicable.
* Initial approach altitude
* Outbound track
* Procedure turn, direction and altitude
* Distance within which procedure turn is to be completed
* Final approach course
* Authorized minimum altitude (either DH or MDA, as applicable)
* Missed approach procedure, including turns and heading, as necessary
Approach Clearance Format
If adherence to a particular approach procedure is required, and except as indicated in Non-Specific Approach, specify the approach clearance as indicated in the following table:
If visual reference to the ground is established before a specified approach procedure is completed, the pilot is expected to continue with the entire procedure, unless they cancel IFR, they obtain clearance for a visual or contact approach, or control is transferred to the tower.
- ” …[Via (routing)] cleared “> If adherence to a particular procedure is required [10], include the route to be flown. The routing may include the published name of an arrival procedure. If a route is not issued, the pilot may proceed via either of the following:
◦ The previously cleared route and transition to a fix
◦ Any position along the route of flight directly to a fix, which will permit the a/c to start an IAP - ”[[to the] (name) airport]” > In an ATS surveillance environment, you may omit the name of the airport from an approach clearance, provided:
◦ The a/c is identified and monitored until established on final approach
◦ There is no likelihood of misunderstanding [11] - “(procedure ID) approach” > State the procedure identification found at the top left of the CAP, RCAP or GPH 200 approach chart. Use the prefix “RNAV” in radio communications about RNAV (GNSS) or RNAV (RNP) approaches.
- “[other information]” > Possible options include: approach with circling, unfamiliar approach, approach restrictions
10 If the pilot is required to adhere to a specific transition or any previously issued procedure, that transition or procedure must be restated in the approach clearance unless it is already specified in the published procedure. 11 Misunderstanding could occur if another aircraft, on your frequency and anticipating approach clearance to a different airport, accepts the approach clearance by mistake.
TC AIM COM 5.4.2 > GNSS-Based RNAV Approach Procedures
In Canada, RNAV (GNSS) approach charts may depict up to five sets of minima:
(a) LPV;
(b) LP;
(c) LNAV/VNAV;
(d) LNAV; and
(e) CIRCLING.
TC AIM COM 5.4.2
The LP and LNAV minima indicate an NPA, while the LNAV/VNAV and LPV minima refer to APV approaches (RNAV approaches with vertical guidance). However, the actual terms “NPA” and “APV” do not appear on the charts because they are approach categories not related to specific procedure design criteria. In Canada, the depiction of the five sets of minima is similar to the way that an ILS approach may show landing minima for ILS, LOC and CIRCLING.
Terminav > Circling Procedure
A manoeuvre initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable.
Glossary > Non-Precision Approach Procedure
An instrument approach procedure in which only electronic azimuth information is provided. No electronic glide path information is provided and obstacle assessment in the final segment is based on minimum descent altitude.
Glossary > Minimum Descent Altitude
The altitude above sea level specified in the Canada Air Pilot or the route and approach inventory for a non-precision approach, below which descent must not be made until the required visual reference to continue the approach to land has been established
Glossary > Precision Approach Procedure
An instrument approach procedure using azimuth and glide path information provided by an instrument landing system, a microwave landing system, or a precision approach radar, one of three types:
* Precision approach CAT I
* Precision approach CAT II
* Precision approach CAT III
Glossary > Decision Height
A specified height in the precision approach or approach with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the approach to land has not been established
See also: decision altitude
Decision height (DH) is referenced to the threshold elevation and decision altitude (DA) is referenced to mean sea level (MSL).
Glossary > Approach Waypoint Acronyms
IAWP – initial approach waypoint
IWP – intermediate approach waypoint
FAWP - final approach waypoint
MAWP - missed approach waypoint
MAHWP - missed approach holding waypoint
TC AIM COM 5.4.1 > Domestic En Route and Terminal Operations
In practice, pilots can use GNSS for guidance most of the time. If an integrity alert occurs while en route, the pilot can then continue by using conventional aids, diverting if necessary from the direct routing, notifying ATS of any changes to the flight and obtaining a new clearance, as required.
CARs 605.18 > Power-Driven Aircraft - IFR
No person shall conduct a take-off in a power-driven aircraft for the purpose of IFR flight unless it is equipped with: (j) sufficient radio navigation equipment to permit the pilot, in the event of the failure at any stage of the flight of any item of that equipment, including any associated flight instrument display,
(i) to proceed to the destination aerodrome or proceed to another aerodrome that is suitable for landing, and
(ii) where the aircraft is operated in IMC, to complete an instrument approach and, if necessary, conduct a missed approach procedure.
TC AIM COM 5.4.2 > GNSS-Based RNAV Approach Procedures
GNSS-based RNAV approaches are designed to take full advantage of GNSS capabilities. A series of waypoints in a “T” or “Y” pattern eliminates the need for a procedure turn. The accuracy of GNSS may result in lower minima and increased capacity at the airport. Because GNSS is not dependent on the location of a ground-based aid, straight-in approaches are possible for most runway ends at an airport.
Departure Clearance > Release Time
When the release time is influenced by a specific time or event:
* If an aircraft must depart before a specified time or event, do either of the following:
◦ Issue a clearance-cancelled time.
◦ State that the clearance will be cancelled by a specified event. “Clearance cancelled if not airborne before (time/event)”
* If an aircraft must depart after a specified time or event, use the phraseology provided in Phraseology for an Aircraft to Depart Subject to a Specified Time or Event.
Departure Clearance > Release Time > Clearance Issued Through Control Tower
- Specify a clearance-valid time, or if a clearance-valid time is deemed inappropriate, specify that a clearance validation is required [11] “Clearance valid at (time)”
- Specify the event that must occur [12] “Clearance valid when (event)”
11 The term CLEARANCE VALIDATION REQUIRED is not part of the clearance. This internal ATC phraseology permits the airport controller to deliver the clearance before obtaining release approval from the ACC controller.
12 An enabling event may be an aircraft arrival, departure, or other traffic situation that may be observed by or reported to the airport controller.
Departure Clearance > Release Time > Clearance Not Issued Through Control Tower
- In the clearance, state that the a/c is not to depart until a specified time, and, if required, the reason “(IFR clearance) do not depart until (time) [reason]”
- In the clearance, state that the a/c is not to depart until after a specified event and, if required the reason. [13] If the time or event cannot be specified, do not issue a clearance until the clearance is valid “(IFR clearance) do not depart until (event) [reason]”
13 The pilot must be able to positively determine that the enabling event has occurred. Consider the following possibilities:
– The proposed departure may not be on the same frequency as the conflicting aircraft.
– The proposed departure may not be able to positively distinguish the conflicting aircraft from other similar aircraft.
– A third party may not be aware of the need to relay information to a proposed departure, unless that need is stated by the controller.
Issuing and Relaying > Delivery Limitations
The communication agency, such as the FSS, FIC, CARS, dispatcher (in emergencies), or others to which a clearance is issued is responsible for transmitting the clearance to the aircraft immediately upon receipt, unless an attempt-delivery time has been specified.
If a communication agency informs you that a clearance has not been delivered, instruct the agency to do one of the following depending on your situation:
* Continue attempting to deliver, and report if undelivered by a specified time.
* Attempt to deliver at a specified time.
* Cancel the clearance.
You will be notified if the clearance is not delivered within 3 minutes after receipt, or the specified attempt‑delivery time.
Flight Data Entry Abbreviations and Symbols
For flight data entry, you may use the abbreviations and symbols indicated below.[1][2]
A approach (unspecified)
1 Abbreviations found in the Glossary may also be used in strip marking.
2 Some units have developed local symbols and abbreviations.
Identifying an Instrument Approach Procedure
For instrument approach procedure identification, you may use the abbreviations below.
CI converging ILS
D DME
I ILS
I2 ILS CAT II
**K **contact
LDA localizer type directional aid
LOC localizer
N NDB
O VOR
P PAR
R RNAV(GNSS)
S straight in
T TACAN
V visual
Combine abbreviations as necessary.
CARs 602.114 > Minimum Visual Meteorological Conditions for VFR Flight in Controlled Airspace
No person shall operate an aircraft in VFR flight within controlled airspace unless
(a) the aircraft is operated with visual reference to the surface;
(b) flight visibility is not less than three miles;
(c) the distance of the aircraft from cloud is not less than 500 feet vertically and one mile horizontally; and (…)
(d) where the aircraft is operated within a control zone,
(i) when reported, ground visibility is not less than three miles, and
(ii) except when taking off or landing, the distance of the aircraft from the surface is not less than 500 feet.
AIM VFR Weather Minima Table
Refer to table
Glossary > Special VFR Flight
A visual flight authorized by an ATC unit to operate within a control zone under meteorological conditions that are below visual meteorological conditions
Visibility Minima
The minimum visibility for VFR and SVFR aircraft in a control zone is indicated in VFR and SVFR Minima for Flight in a Control Zone
Fixed wing > VFR min 3 miles > SVFR min 1 mile
Helicopter > VFR min 3 miles > SVFR min 1/2 mile
Where ground visibility is reported, tower-observed visibility is considered advisory only. When no other visibility report is available and the control tower is not in operation, SVFR operations may be allowed based on a flight visibility report.
Reported or tower-observed visibility is applicable to the control zone, whereas flight visibility is applicable only to the aircraft providing it.
CARs 602.117 Special VFR Flight
(1)Despite paragraph 602.114(b), an aircraft may be operated in special VFR flight within a control zone if
(a) weather conditions preclude compliance with paragraph 602.114(b);
(b) flight visibility is not less than
(i) one mile, where the aircraft is not a helicopter, or
(ii) one-half mile, where the aircraft is a helicopter;
(c) the aircraft is operated clear of cloud and with visual reference to the surface at all times; and
(d) authorization to do so has been requested and obtained from the appropriate air traffic control unit.
(2) Where aerodrome traffic permits, an air traffic control unit shall authorize a pilot-in-command to operate an aircraft in special VFR flight within a control zone if
(a) the pilot-in-command requests authorization to operate the aircraft in special VFR flight;
(b) when reported, ground visibility within the control zone is not less than
(i) one mile, where the aircraft is not a helicopter, or
(ii) one-half mile, where the aircraft is a helicopter;
(c) the aircraft is equipped with radiocommunication equipment capable of maintaining communication with the appropriate air traffic control unit; and
(d) the aircraft is not a helicopter and is operated during the night, and the authorization is for the purpose of allowing the aircraft to land at the destination aerodrome.
Authorizing a Pilot’s Request for SVFR
Authorize SVFR within the control zone, provided:
* The pilot requests SVFR.
* The ground visibility is at or above the minimum for SVFR. You may use the tower observation of prevailing visibility where ground visibility is either not reported or the visibility reported by the AWOS is non-representative of the prevailing visibility at the airport.[1][2]
* You obtain approval from the appropriate ACC.
* You make an adequate arrangement for recall.
* You keep SVFR aircraft clear of the flight paths of IFR aircraft.
* You authorize only the number of aircraft that you can control safely and efficiently. If all aircraft remain in sight of the tower at all times, you may authorize more than one SVFR aircraft in a circuit.
* If the pilot intends to depart or transit the zone at night, the SVFR aircraft is a helicopter.
Approving SVFR with an Airport Controller
Approve or refuse an airport controller’s request for SVFR on the basis of current or anticipated IFR traffic only. Specify the period during which SVFR flight is approved.
Authorizing SVFR without an Airport Controller
Authorize a pilot’s request for SVFR provided all of the following conditions are met:
* The reported ground visibility meets or exceeds SVFR minima.
* Current or anticipated IFR traffic permits the operation.
* At night, unless the aircraft is a helicopter, the pilot intends to land in the control zone.
In a control zone with no airport controller on duty, do one of the following:
* Authorize one or more pilots for SVFR.
* Authorize SVFR for a specified period.
* Refuse authorization and inform the FIC, FSS, MFAU, or the pilot of the reason.
Vectoring VFR Aircraft
Do not vector or assign an altitude to a SVFR aircraft
