Canadian Aviation Regulations

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.