Canadian Aviation Regulations (SOR/96-433)
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Regulations are current to 2025-05-05 and last amended on 2025-04-01. Previous Versions
Part VI — General Operating and Flight Rules (continued)
Subpart 4 — Private Operators (continued)
Division III — Flight Operations — Documents (continued)
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Division IV — Flight Operations — Special Authorizations
Minimum Performance Capability of Long-range Navigation Systems
604.46 (1) For the purposes of this Division, a long-range navigation system shall have the following performance capability:
(a) the standard deviation of the lateral track deviations is less than 6.3 nautical miles;
(b) the proportion of the total flight time that is spent by the aircraft at a distance of 30 or more nautical miles from the cleared track is less than 5.3 x 10-4; and
(c) the proportion of the total flight time that is spent by the aircraft at a distance of 50 to 70 nautical miles from the cleared track is less than 1.3 x 10-4.
(2) For the purposes of this Division, a global navigation satellite system (GNSS) receiver is considered to be a long-range navigation system if it is installed in accordance with the requirements of Advisory Circular 20-138B, entitled Airworthiness Approval of Positioning and Navigation Systems, dated September 27, 2010 and published by the Federal Aviation Administration of the United States, as amended from time to time.
- SOR/2014-131, s. 18
General Prohibition — Special Authorizations
604.47 (1) Subject to subsection (2), no person shall carry out any activity referred to in this Division or in respect of which the Minister has established requirements under subsection 604.74(1) unless that person is a private operator.
(2) A person other than a private operator may conduct an instrument approach using a GNSS receiver to the following minima:
(a) lateral navigation (LNAV);
(b) lateral navigation/vertical navigation (LNAV/VNAV);
(c) localizer performance without vertical guidance (LP); and
(d) localizer performance with vertical guidance (LPV).
- SOR/2014-131, s. 18
No Alternate Aerodrome — IFR Flight
604.48 (1) For the purposes of section 602.122, a pilot-in-command may conduct an IFR flight in an aircraft operated by a private operator when an alternate aerodrome has not been designated in the IFR flight plan or in the IFR flight itinerary if
(a) the private operator is authorized to do so under a special authorization;
(b) the estimated flight time is not more than six hours and the departure aerodrome is located in North America, Bermuda or the Caribbean islands;
(c) the forecast or reported weather at the destination aerodrome, from one hour before until one hour after the estimated time of arrival, does not include
(i) conditions, including fog or precipitation, that restrict flight visibility to less than three miles,
(ii) a thunderstorm,
(iii) a ceiling of less than 1,000 feet above the FAF altitude and a ground visibility of less than three miles,
(iv) a ceiling of less than 1,500 feet above the minimum descent altitude and a ground visibility of less than six miles, or
(v) freezing rain, freezing drizzle or sleet;
(d) the destination aerodrome
(i) has at least two runways that are
(A) operational,
(B) separate and not reciprocal directions of the same runway, and
(C) suitable for the aircraft on the basis of the aircraft operating procedures, the aircraft performance data and limitations specified in the aircraft flight manual, and the factors that affect the performance of the aircraft, such as atmospheric and surface conditions, and
(ii) is equipped with an emergency electrical power supply to operate the equipment and facilities that are essential for a safe landing of the aircraft in the event of a failure of the main electrical power supply; and
(e) every flight crew member has received training, for which the validity period has not expired, in the conduct of an IFR flight when an alternate aerodrome has not been designated in the IFR flight plan or in the IFR flight itinerary.
(2) If the requirements of paragraphs (1)(a) to (e) are met, and regardless of the departure aerodrome, the pilot-in-command of an aircraft that is operated by a private operator, and that is on a flight to a destination aerodrome in Canada, may file a new IFR flight plan or a new IFR flight itinerary that does not include an alternate aerodrome when the aircraft is within six hours’ flight time of the destination aerodrome.
- SOR/2014-131, s. 18
Take-off Minima
604.49 Despite paragraph 602.126(1)(b),
(a) a pilot-in-command may conduct a take-off in an aircraft operated by a private operator when the reported RVR is at least 1,200 feet or the reported ground visibility is at least one quarter of a statute mile if
(i) the private operator is authorized to do so under a special authorization,
(ii) the aircraft is operated by at least two flight crew members,
(iii) the flight plan filed for the flight specifies a take-off alternate aerodrome that
(A) in the case of a twin-engined aircraft, is within the distance that can be flown in 60 minutes at normal cruising speed, or
(B) in the case of an aircraft with three or more engines, is within the distance that can be flown in 120 minutes at normal cruising speed,
(iv) the pilot-in-command and, if the operations manual provides that the second-in-command may conduct the take-off, the second-in-command have received the following training for which the validity period has not expired:
(A) take-off alternate aerodrome requirements,
(B) pilot-in-command experience requirements,
(C) pilot-in-command responsibility for visibility and obstacle clearance requirements, and
(D) minimum aircraft and runway equipment requirements,
(v) the pilot-in-command
(A) identifies any obstructions that may be in the take-off path,
(B) determines — using the aircraft performance data and limitations specified in the aircraft flight manual — that the aircraft is, with the critical engine inoperative, able to
(I) safely clear those obstructions, and
(II) maintain at least the minimum enroute altitude to the take-off alternate aerodrome, and
(C) verifies that the RVR is at least 1,200 feet or the ground visibility is at least one quarter of a statute mile,
(vi) the runway is equipped with high-intensity runway lights, or runway centre line lights, that are serviceable and functioning and that are visible to the pilot throughout the take-off run, or with runway centre line markings that are visible to the pilot throughout the take-off run,
(vii) the pilot-in-command and second-in-command attitude indicators provide a clear depiction of total aircraft attitude that includes the incorporation of pitch attitude index lines in appropriate increments up to 15° above and 15° below the reference line,
(viii) failure warning systems to immediately detect failures and malfunctions in attitude indicators, directional gyros and horizontal situation indicators are operative, and
(ix) the pilot-in-command and, if the operations manual provides that the second-in-command may conduct the take-off, the second-in-command have demonstrated to the private operator the ability to operate the aircraft in accordance with this paragraph; and
(b) a pilot-in-command may conduct a take-off in an aircraft operated by a private operator when the reported RVR is at least 600 feet if
(i) the private operator is authorized to do so under a special authorization,
(ii) the aircraft is operated by at least two flight crew members,
(iii) the flight plan filed for the flight specifies a take-off alternate aerodrome that
(A) in the case of a twin-engined aircraft, is within the distance that can be flown in 60 minutes at normal cruising speed, or
(B) in the case of an aircraft with three or more engines, is within the distance that can be flown in 120 minutes at normal cruising speed,
(iv) the pilot-in-command and, if the operations manual provides that the second-in-command may conduct the take-off, the second-in-command have received the following training for which the validity period has not expired:
(A) ground training in
(I) take-off alternate aerodrome requirements,
(II) pilot-in-command experience requirements,
(III) pilot-in-command responsibility for visibility and obstacle clearance requirements, and
(IV) minimum aircraft and runway equipment requirements, and
(B) level C or D flight simulator training that includes
(I) one completed take-off at an RVR of 600 feet, and
(II) one rejected take-off, at an RVR of 600 feet, that includes an engine failure,
(v) the pilot-in-command
(A) identifies any obstructions that may be in the take-off path,
(B) determines — using the aircraft performance data and limitations specified in the aircraft flight manual — that the aircraft is, with the critical engine inoperative, able to
(I) safely clear those obstructions, and
(II) maintain at least the minimum enroute altitude to the take-off alternate aerodrome, and
(C) verifies that the RVR is at least 600 feet,
(vi) the runway is equipped
(A) with high-intensity runway lights, and runway centre line lights, that are serviceable and functioning and that are visible to the pilot throughout the take-off run, and with runway centre line markings that are visible to the pilot throughout the take-off run, and
(B) with two RVR sensors that each show an RVR of at least 600 feet, one sensor being situated at the approach end of the runway and the other at
(I) the mid-point of the runway, or
(II) the departure end of the runway, if the runway is equipped with three RVR sensors and the sensor situated at the mid-point is not serviceable,
(vii) the pilot-in-command and second-in-command attitude indicators provide a clear depiction of total aircraft attitude that includes the incorporation of pitch attitude index lines in appropriate increments up to 15° above and 15° below the reference line,
(viii) failure warning systems to immediately detect failures and malfunctions in attitude indicators, directional gyros and horizontal situation indicators are operative, and
(ix) the pilot-in-command and, if the operations manual provides that the second-in-command may conduct the take-off, the second-in-command have demonstrated to the private operator the ability to operate the aircraft in accordance with this paragraph.
- SOR/2014-131, s. 18
- SOR/2019-122, s. 5
Instrument Procedures — GNSS
604.50 No person shall conduct an instrument procedure using a GNSS receiver in an aircraft operated by a private operator unless
(a) the private operator is authorized to do so under a special authorization;
(b) every flight crew member has received the following training for which the validity period has not expired:
(i) ground training in
(A) the GNSS and its theory of operation,
(B) the operation of the model of GNSS receiver that will be used, and
(C) the actions to be taken in response to GNSS receiver warnings and messages, and
(ii) in-flight training
(A) in the operation of the model of GNSS receiver that will be used,
(B) in the actions to be taken in response to GNSS receiver warnings and messages,
(C) in the use of the GNSS receiver for instrument procedures and other associated duties for each crew position that the flight crew member will occupy,
(D) provided
(I) on board an aircraft, or
(II) using a Level C or D flight simulator equipped with the same model of GNSS receiver as is installed in the private operator’s aircraft or with a model with a user interface comparable to the user interface of that GNSS receiver, and
(E) provided by a pilot who has received training on the same model of GNSS receiver as is installed in the private operator’s aircraft or on a model with a user interface comparable to the user interface of that GNSS receiver;
(c) every flight crew member has demonstrated to the private operator the ability to conduct an instrument approach using a GNSS receiver in accordance with this section;
(d) the coverage area of the GNSS receiver database is compatible with the area of operation in which the aircraft will be operated;
(e) the private operator has established procedures to ensure that
(i) the GNSS receiver database is updated so that it remains current,
(ii) flight crew members who identify GNSS receiver database errors communicate those errors to the private operator, and
(iii) the GNSS receiver database errors identified are communicated to the private operator’s other personnel and to the GNSS receiver database provider;
(f) if the aircraft is designed to be operated by one flight crew member, the GNSS course deviation and distance displays are located at the pilot station normally occupied by the pilot-in-command and within the primary field of vision of the flight crew member who occupies the pilot station;
(g) if the aircraft is designed to be operated by two flight crew members, the GNSS course deviation and distance displays are located at each pilot station and within the primary field of vision of the flight crew member who occupies the pilot station;
(h) if the aircraft is designed to be operated by one flight crew member, but can be operated by two flight crew members,
(i) the control display unit that is linked to the GNSS receiver is centrally located in relation to the two pilot stations and provides navigation information that is visible to the pilot not flying, or
(ii) the GNSS course deviation and distance displays are located at each pilot station and within the primary field of vision of the flight crew members who occupy those pilot stations; and
(i) the private operator has established GNSS approach procedures in order to prevent confusion between GNSS distance information and distance measuring equipment (DME) information.
- SOR/2014-131, s. 18
Precision Approaches — CAT II and CAT III
604.51 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 flight 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
- SOR/2019-122, s. 6
- Date modified: