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  1. Canadian Aviation Regulations - SOR/96-433 (Section 705.48)
    •  (1) For the purposes of subsections (2) to (4), the visibility with respect to an aeroplane is less than the minimum visibility required for a non-precision approach, an APV or a CAT I precision approach if, in respect of the advisory visibility specified in the Canada Air Pilot and set out in column I of an item in the table to this section,

      • (a) where the RVR is measured by RVR “A” and RVR “B”, the RVR measured by RVR “A” for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (b) where the RVR is measured by only one of RVR “A” and RVR “B”, the RVR for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (c) where no RVR for the runway of intended approach is available, the runway visibility is less than the visibility set out in column II of the item for the approach conducted; or

      • (d) where the aerodrome is located south of the 60th parallel of north latitude and no RVR or runway visibility for the runway of intended approach is available, the ground visibility at the aerodrome where the runway is located is less than the visibility set out in column II of the item for the approach conducted.

    • (2) No person shall continue a non-precision approach or an APV unless

      • [...]

      • (b) the aeroplane is equipped with

        • (i) if the flight crew does not use pilot-monitored-approach procedures, an autopilot capable of conducting a non-precision approach or an APV to 400 feet AGL or lower, or

        • (ii) a HUD capable of conducting a non-precision approach or an APV to 400 feet AGL or lower;

      • (c) the instrument approach procedure is conducted to straight-in minima; and

      • (d) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

    • (3) No person shall continue an SCDA non-precision approach unless

      • [...]

      • (b) the aeroplane is equipped with

        • (i) if the flight crew does not use pilot-monitored-approach procedures, an autopilot capable of conducting a non-precision approach to 400 feet AGL or lower, or

        • (ii) a HUD capable of conducting a non-precision approach to 400 feet AGL or lower;

      • (c) the instrument approach procedure is conducted to straight-in minima with a final approach course that meets the requirements of section 725.48 of Standard 725 — Airline Operations — Aeroplanes of the Commercial Air Service Standards;

      • (d) the final approach segment is conducted using a stabilized descent with a planned constant descent angle specified in section 725.48 of Standard 725 — Airline Operations — Aeroplanes of the Commercial Air Service Standards; and

      • (e) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

    • (4) No person shall continue a CAT I precision approach to a runway with centreline lighting or a CAT I precision approach in an aeroplane equipped with a HUD unless

      • [...]

      • (b) in the case of an aeroplane not equipped with a HUD,

        • (i) if the flight crew does not use pilot-monitored-approach procedures, the pilot-in-command and the second-in-command are qualified to conduct a CAT II precision approach,

        • (ii) the aeroplane is equipped with

          • (A) a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, or

          • (B) if the flight crew uses pilot-monitored-approach procedures, a flight director capable of conducting a precision approach to 200 feet AGL or lower, and

        • (iii) the runway is equipped with serviceable high-intensity approach lighting, high-intensity runway centreline lighting and high-intensity runway edge lighting;

      • (c) in the case of an aeroplane equipped with a HUD capable of conducting a precision approach to 200 feet AGL or lower,

        • (i) the pilot-in-command and the second-in-command are qualified to conduct a CAT II precision approach,

        • (ii) the aeroplane is equipped with a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, and

        • (iii) the runway is equipped with serviceable high-intensity approach lighting and high-intensity runway edge lighting; and

      • (d) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

      TABLE

      Approach Bans — Visibility

    [...]


  2. Canadian Aviation Regulations - SOR/96-433 (Section 704.37)
    •  (1) For the purposes of subsections (2) to (4), the visibility with respect to an aeroplane is less than the minimum visibility required for a non-precision approach, an APV or a CAT I precision approach if, in respect of the advisory visibility specified in the Canada Air Pilot and set out in column I of an item in the table to this section,

      • (a) where the RVR is measured by RVR “A” and RVR “B”, the RVR measured by RVR “A” for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (b) where the RVR is measured by only one of RVR “A” and RVR “B”, the RVR for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (c) where no RVR for the runway of intended approach is available, the runway visibility is less than the visibility set out in column II of the item for the approach conducted; or

      • (d) where the aerodrome is located south of the 60th parallel of north latitude and no RVR or runway visibility for the runway of intended approach is available, the ground visibility at the aerodrome where the runway is located is less than the visibility set out in column II of the item for the approach conducted.

    • (2) No person shall continue a non-precision approach or an APV unless

      • [...]

      • (b) the aeroplane is equipped with

        • (i) if the flight crew does not use pilot-monitored-approach procedures, an autopilot capable of conducting a non-precision approach or an APV to 400 feet AGL or lower, or

        • (ii) a HUD capable of conducting a non-precision approach or an APV to 400 feet AGL or lower;

      • (c) the instrument approach procedure is conducted to straight-in minima; and

      • (d) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

    • (3) No person shall continue an SCDA non-precision approach unless

      • [...]

      • (b) the aeroplane is equipped with

        • (i) if the flight crew does not use pilot-monitored-approach procedures, an autopilot capable of conducting a non-precision approach to 400 feet AGL or lower, or

        • (ii) a HUD capable of conducting a non-precision approach to 400 feet AGL or lower;

      • (c) the instrument approach procedure is conducted to straight-in minima with a final approach course that meets the requirements of section 724.37 of Standard 724 — Commuter Operations — Aeroplanes of the Commercial Air Service Standards;

      • (d) the final approach segment is conducted using a stabilized descent with a planned constant descent angle specified in section 724.37 of Standard 724 — Commuter Operations — Aeroplanes of the Commercial Air Service Standards; and

      • (e) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

    • (4) No person shall continue a CAT I precision approach to a runway with centreline lighting or a CAT I precision approach in an aeroplane equipped with a HUD unless

      • [...]

      • (b) in the case of an aeroplane not equipped with a HUD,

        • (i) if the flight crew does not use pilot-monitored-approach procedures, the pilot-in-command and the second-in-command are qualified to conduct a CAT II precision approach,

        • (ii) the aeroplane is equipped with

          • (A) a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, or

          • (B) if the flight crew uses pilot-monitored-approach procedures, a flight director capable of conducting a precision approach to 200 feet AGL or lower, and

        • (iii) the runway is equipped with serviceable high-intensity approach lighting, high-intensity runway centreline lighting and high-intensity runway edge lighting;

      • (c) in the case of an aeroplane equipped with a HUD capable of conducting a precision approach to 200 feet AGL or lower,

        • (i) the pilot-in-command and the second-in-command are qualified to conduct a CAT II precision approach,

        • (ii) the aeroplane is equipped with a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, and

        • (iii) the runway is equipped with serviceable high-intensity approach lighting and high-intensity runway edge lighting; and

      • (d) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

      TABLE

      Approach Bans — Visibility

    [...]


  3. Canadian Aviation Regulations - SOR/96-433 (Section 703.41)
    •  (1) For the purposes of subsections (2) to (4), the visibility with respect to an aeroplane is less than the minimum visibility required for a non-precision approach, an APV or a CAT I precision approach if, in respect of the advisory visibility specified in the Canada Air Pilot and set out in column I of an item in the table to this section,

      • (a) where the RVR is measured by RVR “A” and RVR “B”, the RVR measured by RVR “A” for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (b) where the RVR is measured by only one of RVR “A” and RVR “B”, the RVR for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (c) where no RVR for the runway of intended approach is available, the runway visibility is less than the visibility set out in column II of the item for the approach conducted; or

      • (d) where the aerodrome is located south of the 60th parallel of north latitude and no RVR or runway visibility for the runway of intended approach is available, the ground visibility at the aerodrome where the runway is located is less than the visibility set out in column II of the item for the approach conducted.

    • (2) No person shall continue a non-precision approach or an APV unless

      • [...]

      • (c) if the flight crew does not use pilot-monitored-approach procedures, the aeroplane is equipped with an autopilot capable of conducting a non-precision approach or an APV to 400 feet AGL or lower;

      • (d) the instrument approach procedure is conducted to straight-in minima; and

      • (e) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

    • (3) No person shall continue an SCDA non-precision approach unless

      • [...]

      • (c) if the flight crew does not use pilot-monitored-approach procedures, the aeroplane is equipped with an autopilot capable of conducting a non-precision approach to 400 feet AGL or lower;

      • (d) the instrument approach procedure is conducted to straight-in minima with a final approach course that meets the requirements of section 723.41 of Standard 723 — Air Taxi — Aeroplanes of the Commercial Air Service Standards;

      • (e) the final approach segment is conducted using a stabilized descent with a planned constant descent angle specified in section 723.41 of Standard 723 — Air Taxi — Aeroplanes of the Commercial Air Service Standards; and

      • (f) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

    • (4) No person shall continue a CAT I precision approach to a runway with centreline lighting unless

      • [...]

      • (c) the aeroplane is equipped with

        • (i) a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, or

        • (ii) if the flight crew uses pilot-monitored-approach procedures, a flight director capable of conducting a precision approach to 200 feet AGL or lower;

      • (d) the runway is equipped with serviceable high-intensity approach lighting, high-intensity runway centreline lighting and high-intensity runway edge lighting; and

      • (e) a visibility report indicates that

        • [...]

        • (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted.

      TABLE

      Approach Bans — Visibility

    [...]


  4. Canadian Aviation Regulations - SOR/96-433 (Section 700.10)
    •  (1) For the purposes of subsection (3), the visibility with respect to an aeroplane is less than the minimum visibility required for a non-precision approach, an APV or a CAT I precision approach if, in respect of the advisory visibility specified in the Canada Air Pilot and set out in column I of an item in the table to this section,

      • (a) where the RVR is measured by RVR “A” and RVR “B”, the RVR measured by RVR “A” for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (b) where the RVR is measured by only one of RVR “A” and RVR “B”, the RVR for the runway of intended approach is less than the visibility set out in column II of the item for the approach conducted;

      • (c) where no RVR for the runway of intended approach is available, the runway visibility is less than the visibility set out in column II of the item for the approach conducted; or

      • (d) where the aerodrome is located south of the 60th parallel of north latitude and no RVR or runway visibility for the runway of intended approach is available, the ground visibility at the aerodrome where the runway is located is less than the visibility set out in column II of the item for the approach conducted.

    • (2) For the purposes of subsection (3), the visibility with respect to a helicopter is less than the minimum visibility required for a non-precision approach, an APV or a CAT I precision approach if

      • (a) where the RVR is measured by RVR “A” and RVR “B”, the RVR measured by RVR “A” for the surface of intended approach is less than 1,200 feet; or

      • (b) where the RVR is measured by only one of RVR “A” and RVR “B”, the RVR for the surface of intended approach is less than 1,200 feet.

    • (3) Where the visibility is less than the minimum visibility set out in subsection (1) or (2), as applicable, no person shall continue a non-precision approach, an APV or a CAT I precision approach in an IFR aircraft unless

      • (a) at the time a visibility report is received, the aircraft has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted;

      • (b) the aircraft is on a training flight where a landing is not intended and the appropriate air traffic control unit is informed that a missed approach procedure will be initiated at or above the decision height or minimum descent altitude, as appropriate;

      • [...]

      • (d) where the aerodrome is located south of the 60th parallel of north latitude and no RVR or runway visibility for the runway of intended approach is available, the ground visibility at the aerodrome where the runway is located is reported to vary between distances less than and greater than the minimum visibility;

      • (e) a localized meteorological phenomenon is affecting the ground visibility to the extent that the visibility on the approach to the runway of intended approach and along that runway, as observed by the pilot-in-command in flight and reported immediately to ATS, if available, is equal to or greater than the advisory visibility specified in the Canada Air Pilot in respect of the runway of intended approach for the instrument approach procedure conducted; or

      • (f) the approach is conducted in accordance with section 703.41, 704.37 or 705.48.

    • (4) No pilot-in-command of an IFR aircraft operated under this Part shall commence a non-precision approach, an APV or a CAT I precision approach to an airport where low-visibility procedures are in effect.

      TABLE

      Approach Bans — Visibility

    [...]


  5. Canadian Aviation Regulations - SOR/96-433 (Section 604.51)

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

    • [...]

    • (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:

      • [...]

      • (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,

      • [...]

      • (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,

      • [...]

      • (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,

    • (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

    [...]



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