Canadian Aviation Regulations (SOR/96-433)

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

• (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.