Canadian Aviation Regulations (SOR/96-433)

Regulations are current to 2017-11-20 and last amended on 2017-09-15. Previous Versions

Precision Approaches — CAT II and CAT III

 No person shall conduct a CAT II or a CAT III precision approach in an aircraft operated by a private operator unless

  • (a) the private operator is authorized to do so under a special authorization;

  • (b) the requirements of section 602.128 are met;

  • (c) every flight crew member has received, in respect of CAT II and CAT III precision approaches, ground training for which the validity period has not expired that includes the following elements:

    • (i) the characteristics, capabilities and limitations of the instrument landing system (ILS), including how its performance is affected by interference from other airborne or taxiing aircraft and from ground vehicles,

    • (ii) the characteristics of the visual aids and the limitations on their use in reduced visibility at the various glide path angles and cockpit cut-off angles, and the height at which visual cues are expected to appear in actual operating conditions,

    • (iii) the operation, capabilities and limitations of the airborne systems,

    • (iv) the procedures and techniques for an approach, a missed approach and a rejected landing, and a description of the factors affecting height loss during a missed approach in normal and abnormal aircraft configurations,

    • (v) the use and limitations of RVR, including the applicability of RVR readings from different positions along the runway,

    • (vi) obstacle limitation surfaces, obstacle-free zones, missed approach design criteria, obstacle clearance for a CAT II or CAT III precision approach, and obstacle clearance for a go-around and a rejected landing,

    • (vii) the effects of turbulence, precipitation and low level windshear,

    • (viii) the procedures and techniques for making the transition from instrument flight to visual flight in low RVR conditions, including the geometry of eye, wheel and antenna positions in relation to ILS reference datum height,

    • (ix) the actions to be taken if the required visual reference becomes inadequate when the aircraft is below the decision height, and the technique to be used for making the transition from visual flight to instrument flight if a go-around is necessary,

    • (x) the actions to be taken in the event of a failure of the approach and landing equipment above and below the decision height or alert height,

    • (xi) the recognition of a failure of the ground equipment, and the actions to be taken in the event of such a failure,

    • (xii) the factors to be taken into account in the determination of the decision height or alert height,

    • (xiii) the effect of aircraft malfunctions, including engine failure, on auto-throttle and auto-pilot performance,

    • (xiv) the procedures to be followed and the precautions to be taken while taxiing in reduced visibility, and

    • (xv) the standard operating procedures to be followed by crew members in normal, abnormal and emergency conditions;

  • (d) every flight crew member has received, in respect of CAT II and CAT III precision approaches, training on a synthetic flight training device that includes the following elements:

    • (i) two approaches, at least one of which is in an engine-out configuration if the aircraft is certified under Part V to perform in that configuration,

    • (ii) a missed approach from the lowest minima specified in the special authorization, or a rejected landing, as applicable,

    • (iii) an automatic landing or a manual landing from one of the approaches, as applicable, at the maximum crosswind authorized for the aircraft, and

    • (iv) for CAT III approaches based on the use of a fail-passive rollout control system, a manual rollout using visual references or a combination of visual and instrument references;

  • (e) every flight crew member has received, in respect of CAT II and CAT III precision approaches, training on a synthetic flight training device for which the validity period has not expired that includes the following elements:

    • (i) one precision approach resulting in a landing, and

    • (ii) a missed approach from the lowest minima specified in the special authorization, or a rejected landing, as applicable; and

  • (f) every flight crew member has demonstrated to the private operator the ability to operate the aircraft in accordance with this section.

  • SOR/2014-131, s. 18.

Instrument Procedures — Restricted Canada Air Pilot

 No person shall, in an aircraft operated by a private operator, conduct an instrument procedure that is specified in the Restricted Canada Air Pilot for an aerodrome unless

  • (a) the private operator is authorized to do so under a special authorization;

  • (b) the person conducts the procedure in accordance with the requirements set out in the Restricted Canada Air Pilot in respect of the procedure; and

  • (c) every flight crew member has received the training necessary to mitigate the risks or hazards associated with that procedure with respect to the safety of the aircraft, persons or property, and the validity period for that training has not expired.

  • SOR/2014-131, s. 18.

CMNPS and RNPC Requirements

 No person shall file a flight plan indicating that an aircraft operated by a private operator can be operated in accordance with Canadian minimum navigation performance specifications (CMNPS) or required navigation performance capability (RNPC) unless

  • (a) the private operator is authorized under a special authorization to operate the aircraft in accordance with CMNPS or RNPC;

  • (b) every flight crew member has received CMNPS or RNPC training, for which the validity period has not expired, in

    • (i) normal operating procedures, including long-range navigation system pre-flight data entry and periodic cross-checking of the system position display against the aircraft position,

    • (ii) the method of monitoring and cross-checking the long-range navigation system that is coupled to the auto-pilot,

    • (iii) the actions to be taken in the event of a discrepancy among long-range navigation systems, and the method of determining which is the most accurate or reliable system,

    • (iv) contingency procedures,

    • (v) the actions to be taken in the event of a failure of one or more long-range navigation systems,

    • (vi) the procedure for manually updating long-range navigation systems,

    • (vii) airborne emergency procedures, including realignment, if applicable,

    • (viii) the procedure for regaining track after a deliberate or accidental deviation from the cleared track, and

    • (ix) RNAV systems; and

  • (c) the aircraft is equipped with at least two independent long-range navigation systems or is operated as follows:

    • (i) in the case of an aircraft equipped only with the radio navigation equipment referred to in paragraph 605.18(j), the aircraft is operated only on high level airways, and

    • (ii) in the case of an aircraft equipped with at least two independent navigation systems, one of which is a long-range navigation system, the aircraft is operated only in RNPC airspace

      • (A) on high level fixed RNAV routes,

      • (B) on direct routes that begin and end within the reception range of ground-based navigation aids, or

      • (C) on high level airways.

  • SOR/2014-131, s. 18.

RNPC Requirements — High Level Fixed RNAV Routes

 No person shall file a flight plan indicating that an aircraft operated by a private operator can be operated on a high level fixed RNAV route in accordance with required navigation performance capability (RNPC) unless

  • (a) the private operator is authorized under a special authorization to operate the aircraft in accordance with RNPC;

  • (b) every flight crew member has received RNPC training, for which the validity period has not expired, in

    • (i) normal operating procedures, including navigation system pre-flight data entry and periodic cross-checking of the system position display against the aircraft position,

    • (ii) the method of monitoring and cross-checking the navigation system that is coupled to the auto-pilot,

    • (iii) the actions to be taken in the event of a discrepancy among navigation systems, and the method of determining which is the most accurate or reliable system,

    • (iv) contingency procedures,

    • (v) the actions to be taken in the event of a failure of one or more navigation systems,

    • (vi) the procedure for manually updating navigation systems,

    • (vii) airborne emergency procedures, including realignment, if applicable,

    • (viii) the procedure for regaining track after a deliberate or accidental deviation from the cleared track, and

    • (ix) RNAV systems; and

  • (c) the aircraft is equipped with at least two independent navigation systems, one of which is a long-range navigation system.

  • SOR/2014-131, s. 18.
 
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