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Canadian Aviation Regulations (SOR/96-433)

Regulations are current to 2019-06-20 and last amended on 2019-06-14. Previous Versions

Part VII — Commercial Air Services (continued)

Subpart 4 — Commuter Operations (continued)

Division III — Flight Operations (continued)

Weight and Balance Control
  •  (1) No person shall operate an aircraft unless, during every phase of the flight, the load restrictions, weight and centre of gravity of the aircraft conform to the limitations specified in the aircraft flight manual.

  • (2) An air operator shall have a weight and balance system that meets the Commercial Air Service Standards.

  • (3) An air operator shall specify in its company operations manual its weight and balance system and instructions to employees regarding the preparation and accuracy of weight and balance forms.

Passenger and Cabin Safety Procedures
[SOR/2019-119, s. 40]
  •  (1) An air operator shall establish procedures to ensure that

    • (a) passengers move to and from the aircraft and embark and disembark safely, in accordance with procedures that meet the requirements of section 724.33 of the Commercial Air Service Standards and that are specified in the air operator’s company operations manual;

    • (b) all passengers are seated and secured in accordance with subsection 605.26(1);

    • (c) subject to subsection (2), the back of each seat is in the upright position and all chair tables are stowed during movement on the surface, take-off and landing and at such other times as the pilot-in-command considers necessary for the safety of the persons on board the aircraft;

    • (d) seats located at emergency exits are not occupied by passengers whose presence in those seats could adversely affect the safety of passengers or crew members during an emergency evacuation; and

    • (e) the flight crew can exercise supervisory control over passengers by visual and aural means.

  • (2) An air operator may, for the transportation of any passenger who has been certified by a physician as unable to sit upright, allow the back of the seat occupied by such a passenger to remain in the reclining position during movement on the surface, take-off and landing if

    • (a) the passenger is seated in a location that will not restrict the evacuation of other passengers from the aircraft;

    • (b) the passenger is not seated in a row that is next to or immediately in front of an emergency exit; and

    • (c) the seat immediately behind the passenger’s seat is vacant.

  • (3) No air operator shall assign a person to perform duties on board an aircraft unless that person has received the training referred to in paragraph 704.115(2)(d).

  • (4) No air operator shall permit an aircraft with passengers on board to be fuelled unless the fuelling is carried out in accordance with procedures that meet the Commercial Air Service Standards and that are specified in the air operator’s company operations manual.

  • (5) For the purposes of section 602.08, no air operator shall permit the use of a portable electronic device on board an aircraft unless the air operator has established procedures that

    • (a) meet the Commercial Air Service Standards; and

    • (b) are specified in the air operator’s company operations manual.

  • SOR/2019-119, s. 41
Briefing of Passengers
  •  (1) The pilot-in-command shall ensure that passengers are given a safety briefing in accordance with the Commercial Air Service Standards.

  • (2) If the safety briefing referred to in subsection (1) is insufficient for a passenger because of that passenger’s physical, sensory or comprehension limitations, seat orientation or responsibility for another person on board the aircraft, the pilot-in-command shall ensure that the passenger is given an individual safety briefing that

    • (a) is appropriate to the passenger’s needs; and

    • (b) meets the Commercial Air Service Standards.

  • (3) The pilot-in-command shall ensure that, in the event of an emergency and where time and circumstances permit, all passengers are given an emergency briefing in accordance with the Commercial Air Service Standards.

  • (4) The pilot-in-command shall ensure that each passenger who is seated next to an emergency exit is made aware of how to operate that exit.

  • SOR/2009-152, s. 15
Safety Features Card

 An air operator shall provide each passenger, at the passenger’s seat, with a safety features card containing, in pictographic form, the information required by the Commercial Air Service Standards, and any wording shall be in English and French.

Instrument Approach Procedures
  •  (1) No person shall conduct a CAT II or CAT III precision approach unless

    • (a) the air operator is authorized to do so in its air operator certificate; and

    • (b) the approach is conducted in accordance with the Manual of All Weather Operations (Categories II and III).

  • (2) No person shall terminate an instrument approach with a landing unless, immediately prior to landing, the pilot-in-command ascertains, by means of radiocommunication or visual inspection,

    • (a) the condition of the runway or surface of intended landing; and

    • (b) the wind direction and speed.

  • SOR/2006-199, s. 19
Approach Bans — Non-precision, APV, and CAT I Precision
  •  (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

    • (a) the air operator is authorized to do so in its air operator certificate;

    • (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

      • (i) the visibility is equal to or greater than that set out in subsection (1),

      • (ii) the RVR is varying between distances less than and greater than the minimum RVR set out in subsection (1), or

      • (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

    • (a) the air operator is authorized to do so in its air operator certificate;

    • (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

      • (i) the visibility is equal to or greater than that set out in subsection (1),

      • (ii) the RVR is varying between distances less than and greater than the minimum RVR set out in subsection (1), or

      • (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

    • (a) the air operator is authorized to do so in its air operator certificate;

    • (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

      • (i) the visibility is equal to or greater than that set out in subsection (1),

      • (ii) the RVR is varying between distances less than and greater than the minimum RVR set out in subsection (1), or

      • (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

    Column IColumn II
    Canada Air Pilot Advisory VisibilityVisibility Report
    ItemStatute milesRVR in feetStatute milesFeet
    11/22 6001/41 200
    23/44 0003/82 000
    315 0001/22 600
    41 1/45/83 400
    51 1/23/44 000
    61 3/415 000
    7215 000
    82 1/41 1/46 000
    92 1/21 1/4greater than 6 000
    102 3/41 1/2greater than 6 000
    1131 1/2greater than 6 000
  • SOR/2006-199, s. 19
 
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