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Canadian Aviation Regulations (SOR/96-433)

Regulations are current to 2021-01-10 and last amended on 2021-01-01. Previous Versions

Part VII — Commercial Air Services (continued)

Division II — Approach Bans

Approach Bans — Non Precision, APV and CAT I Precision

  •  (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;

    • (c) the RVR is varying between distances less than and greater than the minimum RVR;

    • (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

    Column I1Column II
    Canada Air Pilot Advisory VisibilityVisibility Report
    ItemStatute milesRVR in feetStatute milesFeet
    11/22 6003/81 600
    23/44 0005/83 000
    315 0003/44 000
    41 1/415 000
    51 1/21 1/46 000
    61 3/41 1/2greater than 6 000
    721 1/2greater than 6 000
    82 1/41 3/4greater than 6 000
    92 1/22greater than 6 000
    102 3/42 1/4greater than 6 000
    1132 1/4greater than 6 000
  • SOR/2006-199, s. 15

Approach Bans — CAT II and CAT III Precision

 No pilot-in-command of an IFR aircraft operated under this Part who is conducting a CAT II or CAT III precision approach shall continue the approach beyond the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted, unless the RVR is equal to or greater than the minimum RVR specified in the Canada Air Pilot in respect of the runway or surface of intended approach for the instrument approach procedure conducted.

  • SOR/2006-199, s. 15

Division II.1 — Portable Electronic Devices

 Despite subsection 602.08(1), an air operator that operates an aircraft under Subpart 3, 4 or 5 of Part VII may permit the use of a PED on board an aircraft if the air operator has validated that the use of the PED will not adversely affect the operation of the aircraft or the functioning of the aircraft’s systems or equipment during any phase of the flight.

  • SOR/2019-296, s. 7

 An air operator that permits the use of a PED shall keep an up-to-date record of the following and provide a copy to the Minister on request:

  • (a) the type, series and model of aircraft on which the air operator permits the use of a PED; and

  • (b) for each aircraft referred to in paragraph (a), documents demonstrating that the use of a PED will not adversely affect the operation of the aircraft or the functioning of the aircraft’s systems or equipment during any phase of the flight.

  • SOR/2019-296, s. 7

 If an air operator suspects that a PED whose use it has permitted may adversely affect, or is adversely affecting, the operation of an aircraft or the functioning of an aircraft’s systems or equipment, the air operator shall

  • (a) immediately prohibit the use of the PED; and

  • (b) as soon as practicable, submit to the Minister a report of the adverse effects on the operation of the aircraft or the functioning of the aircraft’s systems or equipment that are caused, or possibly caused, by the use of the PED.

  • SOR/2019-296, s. 7

 [Reserved, SOR/2018-269, s. 13]

 [Reserved, SOR/2018-269, s. 13]

 [Reserved, SOR/2018-269, s. 13]

 [Reserved, SOR/2018-269, s. 13]

 [Reserved, SOR/2018-269, s. 13]

 [Reserved, SOR/2018-269, s. 13]

[700.13 to 700.18 reserved]SOR/2018-269, s. 13; SOR/2019-296, s. 11

Division III — Flight Crew Member Fatigue Management

[
  • SOR/2006-199, s. 15
  • SOR/2018-269, s. 18
]

Non-application and Interpretation

  •  (1) This Division does not apply

    • (a) to an air operator who operates an aircraft under Subpart 2 of this Part or to a flight crew member who operates an aircraft under that Subpart; or

    • (b) to an air operator who conducts a medical evacuation flight or to a flight crew member who operates an aircraft to conduct such a flight.

  • (2) For the purposes of this Division, references to a time of day are

    • (a) if a flight crew member is acclimatized, references to the local time at their location; or

    • (b) if a flight crew member is not acclimatized, references to the local time at the last location where the member was acclimatized.

  • SOR/2018-269, s. 13
 
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