Air Regulations Flashcards
Hierarchy of Flying Orders
- B-GA-100 Flying Orders
* Book 1 - Flight Rules
* Book 2 - Air Standards - Flight Operations Manual (FOM)
- Wing Flying Orders
- Squadron/Unit Flying Orders
B-GA-100 - Relevant Chapters
- Chapter 1 - Application of Orders
- Chapter 2 - Air Procedures
* Crew Requirements
* Aircraft Commander
* Crew Flying Time Limitations
* Customs and Immigration - Chapter 3 - Pre-Flight Requirements
* Flight Authorization
* Aircraft Equipment
* Crew/Passenger Briefings - Chapter 9 -
- Physiological Restrictions
- Illness/Injury
- Drugs
- Anaesthetics/Immunization/Desensitization
- Blood Donations
- Alcohol
- Safety Requirements
- Matches/Smoking
- Operation of Devices that May Affect Aircraft Instruments/Operations
- De-Icing
- Emergency Equipment
- Safety Belts/Equipment
- Protective Clothing
- Physiological Restrictions
RCAF FOM
- Alcohol Restrictions
- Cannabis Use
- Personal Clothing/Equipment
17 Wing Flying Orders
- Each Wing in the RCAF promulgates flying orders that supplement the BGA-100 and FOM
- These orders outline rules that are specific to the local area and/or to the aircraft/units flying out of that base
- All aircrew must be familiar with these orders
- Mission Tasking of CT-142
- Flight Authorization – 17 Wing Aircraft
- Flight Operations
- Cold Weather Limitations – Wind Chill Warnings
- Crash Alarm
- 1 bell – indicates an aircraft has declared a major or minor emergency, or a crash has occurred.
3 bells – indicates a Crash Alarm system test.
Canadian Domestic Airspace (CDA)
Includes all airspace over the Canadian land mass, the Canadian Arctic, Canadian Archipelago, and those areas of the high seas within the airspace boundaries.
Canadian Domestic Airspace (CDA) Geographical Areas
Laterally divided into two geographical areas:
- Southern Domestic Airspace (SDA) - Aircraft tracks referenced to Magnetic North
- Northern Domestic Airspace (NDA) - Aircraft tracks referenced to True North
CDA - Altimeter Setting Region
- Geographically the same as Southern Domestic Airspace
- All low level airspace below 18,000ft within the SDA
- Altimeter is set to the nearest station pressure or local altimeter setting (QNH).
- Altimeter altitudes = ft ASL
CDA - Standard Pressure Region
- All airspace in Canada at and above 18,000ft ASL
- All low level airspace in Canada below 18,000ft ASL outside the geographical limits of the ASR – i.e. all Northern Domestic Airspace
- Altimeter is set to standard pressure (QNE = 29.92)
- Altimeter altitudes = flight levels (FL)
- Altimeter always set to 29.92 IN the standard pressure region
CDA - Transition Altitude
- Transition Altitude
- Altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes.
- Below transition reference aircraft using altitudes, above transition ref Flight level
- TA Transition Altitude (A for airborne) change on the way up.
- Transition Level
- The lowest flight level available for use above the transition altitude.
- TL Transition Level (L for Landing) change on the way down
Note: The change to QNE (29.92 Inches) is always done on the Standard Pressure Region side. Also applies in the Northern to Southern Domestic Airspace below 18,000ft .
- When the aircraft climbs through 18,000ft ASL (from the Altimeter Setting Region to the Standard Pressure Region) the altimeter must be changed to the standard pressure (QNE) of 29.92 inches.
This point is known as Transition Altitude (Airborne). 18,000ft ASL in Canada. - When the aircraft descends through 18,000ft (from the Standard Pressure Region to the Altimeter Setting Region), the altimeter must be reset to a local altimeter setting (QNH). This point is known as Transition Level (Landing). For example 30.02 inches set pilot, 30.02 inches Co, 30.02 inches Nav (ACSO).
- While in the Standard Pressure Region within NDA, QNH is only used at or near airports during arrival and departure. QNH is set prior to commencing the final descent into an airport. On departure QNE is reset just prior to reaching the flight level at which the flight will be maintained. You can also call this “Transition”.
Controlled Airspace
Airspace of defined dimensions within which Air Traffic Control services are provided.
Air traffic control service provided for the purposes of:
* preventing collisions between aircraft and obstructions;
* expediting and maintaining orderly flow of air traffic;
* severe weather warning enroute and weather conditions or forecasts at destination or alternate;
* change in the serviceability of navigation aids;
* condition of airports and associated facilities; and
* any other items considered pertinent to the safety of the flight.
- Many factors such as volume of traffic, controller workload, communications frequency congestion and limitations of radar equipment may prevent a controller from providing some of these services.
Uncontrolled Airspace
Class G and specified Class F airspace within which Air Traffic Control services are not provided.
Control Areas
- Southern Control Area (SCA)
* Located within Southern Domestic Airspace
* Controlled airspace 18,000ft ASL and above - Northern Control Area (NCA)
* Located within Northern Domestic Airspace
* Controlled airspace at FL 230 and above - Arctic Control Area (ACA)
* Located within Northern Domestic Airspace
* Controlled airspace at FL 270 and above
In Northern Domestic Airspace (NDA) all airspace below the NCA & ACA is uncontrolled.
Control Areas - Low/High Level Airspace
- Low Level Airspace
- All airspace within the CDA below 18,000 ft ASL
- Note: The top of the airspace is 18,000ft ASL and not FL180 since it is based on QNH and not QNE.
- The Transition Altitude and Level will move up and down depending on local altimeter setting.
- High Level Airspace
- All airspace within the CDA at and above 18,000 ft ASL.
Classes of Airspace
- Canadian Domestic Airspace is divided into seven classes, each identified by a single letter, A thru G.
- The application of any classification to an airspace structure determines the:
*operating rules,
* level of ATC service provided within the structure and,
* in some instances, communications and equipment requirements.
Rules and procedures of each are outlined in GPH204A Chap 3
Class A
- Controlled high level airspace
- Only IFR flight is permitted
- ATC separation is provided to all aircraft
- Vertical dimensions:
* Southern Control Area: 18000ft ASL to FL600 inclusive
* Northern Control Area: FL230 to FL600 inclusive
* Arctic Control Area: FL270 to FL600 inclusive
Ref: GPH 204A & Glossary
Class B
- Controlled low level airspace
- IFR and controlled VFR are permitted
- ATC separation is provided to all aircraft
- All airspace above 12,500 ft ASL, or from the minimum enroute altitude (MEA), whichever is higher, to below 18,000 ft ASL
- Control zones and associated terminal control areas may also be classified as Class B
NOTE: The base of Class ‘B’ Airspace could depend on whether there are any MEAs with higher bases than 12,500 ft ASL.
This is common in mountainous regions where controlling agency is not capable of reception below an altitude higher than 12,500 ft ASL and therefore MEA may be higher.
Class C
- Controlled low level airspace
- IFR and VFR are permitted
- VFR flights require a clearance to enter
- ATC separation is provided to IFR aircraft
- ATC separation may be provided to VFR aircraft, only as necessary to resolve possible conflicts with IFR aircraft
- Terminal Control Areas and primary control zones may be classified as Class C
Example:
* Control Zone, generally capped at 3,000’ AGL, 5-10nm radius
Class D
- Controlled low level airspace
- IFR and VFR are permitted
- VFR flights must establish two-way communications with ATC prior to entering the airspace
- ATC separation is provided only to IFR aircraft
- TCAs and primary control zones may be classified as Class D
Class E
- Controlled low level airspace
- IFR and VFR are permitted
- VFR flights do not have to establish two-way comms with ATC prior to entering the airspace
- ATC separation is provided only to IFR aircraft
- Low level airways, control area extensions, transition areas, or control zones established without an operating control tower may be classified as Class E
- High level airspace above FL 600
Class F
Special Use Airspace
- Special use airspace
* Advisory Area
* Restricted Area
* Danger Area - Can be controlled airspace, uncontrolled or a combination of both
- Described in terms of horizontal and vertical dimensions as well as active time period
- IFR and VFR are permitted
- When not active, Class F airspace assumes the rules of the surrounding airspace
Class F - Access Requirements
Special Use Airspace
- Restricted area access is not authorized without the approval of the controlling agency.
- Advisory area access is normally reserved for participating aircraft. Non-participating flights should avoid these areas and ATC will not clear non-participating IFR aircraft into an active advisory area.
Shall be designated in the:
*Designated Airspace Handbook (TP1820) IAW the Airspace Regulations, and shall be published on the appropriate aeronautical charts.
* GPH 206 (LO) and GPH 207 (HI) charts
* Aeronautical maps (VNC, VTA, WAC)
* GPH 270
- Active periods can be found on the charts and/or in NOTAMS
Class F - Advisory Areas
Special Use Airspace
Airspace of defined dimensions within which significant activity occurs that non-participating pilots should be aware of for flight safety purposes.
- No specific restrictions apply;
- VFR aircraft are encouraged to avoid unless involved in the activity;
- IFR aircraft will not be cleared through unless specific conditions are met (see GPH 204);
- IFR will have at least 500 ft vertical separation.
IFR Conditions:
* Pilot states that they have obtained permission from the user agency to enter the airspace;
* Aircraft operating on an ALTRV APVL;
* Aircraft has been cleared for a contact or visual approach.
Class F - Restricted Areas
Special Use Airspace
Airspace of defined dimensions above the land areas or territorial waters within which the flight of an aircraft is restricted in accordance with certain specified conditions.
- The letter D for Danger area will be used if a restricted area is established over international water.
- No person may conduct aerial activities within active Class F restricted airspace unless permission has been obtained from the user agency;
- IFR flights will not be cleared through active restricted areas unless the pilot states that permission has been obtained.
- The list of MILITARY RESTRICTED AREAS, their restrictions, user/controlling agency and phone numbers are listed in GPH 204.
Military Operations Areas (MOA)
Special Use Airspace
Airspace of defined dimensions established to segregate certain military activities from IFR traffic and to identify for VFR traffic where these activities are conducted.
- Typically covered by regular Class F airspace (CYR/CYD areas), but still exist on the East coast.
* Area Elk & Shearwater DIP sectors are the only ones defined in Canada - MOAs do not include Military Training Routes (MTR)
Altitude Reservations (ALTRV)
Special Use Airspace
An airspace reservation is a block of controlled airspace reserved for the use of an agency during a specified time. Information on the airspace and time period involved is normally published by NOTAM.
ALTRV can be moving i.e. The Queen is flying from U.K. to Canada, an ALTRV (block of airspace) around the aircraft of defined dimension moving with the aircraft, like 60 nm by 4,000ft . This can be classified or published at the last minute.
IFR and CVFR flights are provided with standard separation from reserved airspace.
Also reserved for things such as:
* Search and Rescue
* Covert ASW Operations
* Tactical Airlift Missions
* Exercises with the Navy
* Drug Prosecutions
* Air to Air Refueling
Special Use Airspace Identification
Special Use Airspace
Example: CYR 301
CY = Nationality (CY is Canada)
R = Restricted Airspace or (D) Danger Area
A = Advisory Area
- Three digit Number = Area Identifier
101 to 199 - British Columbia
201 to 299 – Alberta
301 to 399 - Saskatchewan
401 to 499 - Manitoba
501 to 599 - Ontario
601 to 699 - Quebec
701 to 799 – Maritimes/ Nfld
801 to 899 - Yukon Territory
901 to 999 – NWT / Nunavut (Including Arctic Islands) - ADVISORY AREAS - CYA404 (T)
(A) = Aerobatics
(H) = Hang gliding
(P) = Parachuting
(S) = Soaring
(T) = Training
(F) = Aircraft Testing
(M)= Military Operations Area. CYA407(M)
Military Advisory Areas in Canada, their restrictions, user/controlling agency and phone numbers are listed in GPH 204. Operating rules in these areas will be in accordance with the Designated Airspace Handbook (DAH)
Class G
- Uncontrolled airspace
- IFR and VFR are permitted
- All airspace not designated as Class A, B, C, D, E or F
Control Zones
Designated around certain aerodromes to keep IFR traffic within controlled airspace during approaches and to facilitate the control of IFR and VFR traffic
- Normally 7 nm radius (can be 5 nm or 3 nm)
- Capped at 3,000 ft AAE unless otherwise specified
- Military control zones are normally 10 nm radius capped at 6,000 ft AAE
- Classified as Class B, C, D or E depending on surrounding airspace
- Ref: GPH 204 & Glossary
Control Area Extension
Designated to provide:
- Additional controlled airspace around busy aerodromes for IFR control; and
- Connection to controlled airspace, such as between a control zone and the enroute structure.
- Based at 2200 ft AGL unless otherwise specified and extend up to, but not including 18,000 ft ASL.
- Class E up to 12,500 ft ASL and Class B above 12,500 ft ASL.
- Ref: GPH 204 & Glossary
Terminal Control Area (TCA)
Established at high volume traffic airports to provide IFR control service to arriving, departing and enroute aircraft.
Similar to Control Area Extension except that:
* May extend into high level airspace;
- Traffic normally controlled by Terminal Control Unit; and
- Normally designed in a circular configuration centered on the geographic coordinates of the primary aerodrome.
- Ref: GPH 204 & Glossary
Transition Area
Area established when it is deemed advantageous or necessary to provide additional controlled airspace for the containment of IFR operations.
Ref: GPH 204B Glossary
Military Terminal Control Area (MTCA)
Controlled airspace of defined dimensions designated to serve arriving, departing and enroute aircraft and within which special procedures and exemptions exist for military aircraft.
Most extend up into high level airspace.
Ref: GPH 204 Art 310 & Glossary
VFR
- “See and be Seen” Principle.
- Pilots responsible for own separation.
- Continuous visual reference to ground/water.
- Visual separation from cloud.
As pilots are responsible for their own separation from other aircraft, conditions must exist that permit sufficient opportunity to see and avoid other air traffic and ground obstructions by day or night.
Pilots should remember that established weather criteria are minima and that they should allow a greater margin for safety when circumstances permit, particularly in terminal areas or when reduced visibility or cloud conditions make VFR flights questionable.
VFR - Fixed Wing Criteria
- Forecast weather: 1500ft & 3sm
- Aircraft Operating Requirements:
* Minimum vertical distance from cloud - 500 feet
* Minimum horizontal distance from cloud - 1 mile
* Minimum height above ground or water – 1,000 feet
For weather avoidance, must remain clear of cloud and within sight of the surface at all times and minimum height above ground or water – (500 feet in a Control Zone).
Ref: B-GA-100 Ch 7 Fig 7-1.
VFR - Over The Top (VFR OTT)
Allows VFR without visual reference to the surface
Restrictions are:
* Pilot has a valid instrument rating;
* Aircraft is certified for IFR flight;
* No special annotation on the VFR or composite flight plan; and
* VFR fuel requirements for VFR flight plan,
* IFR fuel requirements for Composite flight plan.
Pertains to day VFR operations in the EN ROUTE phase only.
VFR - OTT Weather Minima
- The aircraft shall be at least 1,000 feet above and below any cloud layers;
- Shall maintain a minimum of 5 statute miles flight visibility; and
- The minimum distance between cloud layers shall be 5,000 feet.
- Destination Weather
Valid Terminal Area Forecast (TAF):- Shall not have ceiling less than 4,000ft above planned cruise altitude, and visibility shall not be under 3 statute miles.
- One hour before to two hours after ETA.
Valid Graphical Area Forecast (GFA):
* Same as a TAF except:
* One hour before to three hours after ETA.
VFR - Fuel Requirements
Propeller Driven Aircraft
- Fly to destination, and
- Fly for 45 mins thereafter at normal cruise consumption
- Based on the last fuel consumption.
Right of Way
Right of way rules:
- Least able to manoeuvre
* Dependant on a/c category, least manoeuvrable have right of way - Converging tracks
* Aircraft on the right has the right of way (same a/c category) - Aircraft approaching head-on
* Each a/c shall adjust heading to the right - Overtaking aircraft
* Overtaking aircraft shall alter course to the right - Aircraft landing
* Aircraft landing has the right of way, a/c at lower altitude to land first - Aircraft taking off
* Aircraft shall not take off unless no apparent risk of collision
- Note
Except in Emergency/Authorized - fixed‑wing aircraft shall not land/take-off at night at an unlighted aerodrome
Aircraft of a different category have the right of way in the following priority:
-Balloons
-Gliders
-Airships
-Aircraft towing objects
-Helicopters carrying slung loads
-Rotary wing/fixed wing (including ultra-lights)
- UAS operating under Visual Line of Sight (VLOS)
Clearances and Instructions
- Pilots shall comply with ATC instructions directed at their aircraft
- Acknowledgement of a clearance will be taken by a controller as indicating acceptance.
- Pilots shall not accept an ATC clearance that could jeopardize the safe completion of the flight
- Should an emergency or safety consideration make compliance impracticable:
* Request an amended clearance; or
* Notify the controlling agency of action taken.
Taxing, Take Off & Landing
- A clearance must be received from the ATC agency before taxiing, taking off or landing at controlled aerodromes.
- Under no circumstances may a taxiing aircraft, whether proceeding to or from the active runway, taxi onto an active runway unless specially authorized to do so.
If a pilot receives a clearance to take off on a runway out of the wind, the decision to take off shall rest with the pilot.
Ref: B-GA-100 Ch 5.
GPH 204 article 506.
Holding Short
To ensure that no hazard will be created, all aircraft shall hold at the designated holding position, or if no holding position is marked, at least 200 feet from the edge of the runway in use, unless otherwise authorized by ATC.
Upon Landing
After landing, aircraft shall clear the runway without delay by continuing forward to the nearest available taxi strip or turn‑off point, unless otherwise instructed by ATC.
Initial Contact
Prior to entering a control zone under VFR, the pilot shall call the appropriate air traffic control unit, giving the aircraft identification and position, and shall request authority to operate in the airspace/zone, giving specific details such as request landing instructions or clearance through the zone, etc.
Standard Traffic Circuit
The pilot of an aircraft approaching an aerodrome shall make a left‑hand circuit unless a right‑hand circuit is established for a particular runway or unless the pilot has been specifically cleared to do otherwise.
Ref: B-GA-100 Ch 5.
Visual Signals
- In the event of radio failure, the pilot shall, if practicable, indicate the failure to the appropriate ATC unit and obtain authorization for any movements from the ATC unit by means of visual signals.
- The aircraft shall join the circuit in the approved pattern and fly across the aerodrome in the direction of the intended landing at a height not exceeding 1,000 feet AGL, rocking the aircraft wings laterally.
A pilot shall, where practicable, acknowledge all clearances by:
* Distinct rocking of the aircraft in flight;
* At night, a single flash of landing light;
* Raising the landing gear and going around; and
* When on the ground, brisk movements of aircraft controls.
Ref: B-GA-100 Ch 5.
Speed Limitations
Maximum 200 KIAS
* Below 3,000’ AGL
* Within 10 NM of controlled airfield (unless authorized)
Maximum 250 KIAS
* Below 10,000’
* Outside military controlled airspace
Ref: B-GA-100 Ch 5.
Listening Out
Unless otherwise authorized by an ATC agency, and if practicable, a pilot shall maintain a continuous listening watch on the radio frequencies designated for control and should also monitor either 243.0 MHz or 121.5 MHz.
Ref: B-GA-100 Ch 5.
Federal & Provincial Parks
No aircraft shall land or take off within a provincial or federal park unless prior arrangements have been made with the park superintendent or the superintendent’s representative.
Note: FOM also specifies that over-flight of provincial and national parks shall be conducted at least 2000ft AGL while within 2nm.
Ref: B-GA-100 Ch 5.
Fur / Poultry Farms
- Low‑level flights over identifiable fur and poultry farms are prohibited.
- Flights in the vicinity of fur farms should be avoided during February, March, April and May. Intentional low flying in the immediate vicinity of fur or poultry farms is prohibited.
Over-flight of fur/poultry farms shall be no lower than:
* 2000ft AGL while flying within 2nm and,
* 4000ft while flying within 4 nm for (fur farm) whelping season February to May.
Ref: B-GA-100 Ch 5.
Airport Overfly
- If you over fly an airport, you shall be at least 2,000 ft AGL, or 1,000ft above circuit altitude whichever is higher, or 2 NM lateral spacing.
- Note: If you are within a MF or ATF area, you must make a position report.
Ref: B-GA-100 Ch ?
Sensitive Citizens
- People who have indicated a desire not to have aircraft fly at low altitude over their homes.
- Avoid by at least 1000ft AGL or 1 nm laterally
Ref: FOM 2.2.5.1
Minimum Altitude / Lateral Distance
General Rule
- Persons - 1,000’ and 1 NM
- Animals / Animal Habitats / Aircraft - 2,000’ and 2 NM
- Weapons, Ammo and Power - 1,500’
- Forest Fires - 3’000 and 5 NM
Information for the farms and sensitive citizens are published by each Wings Operations. Section of Wing Flying Orders.
GPH 204 Overview
Split into two separate publications:
- GPH204A – Flight Planning & Procedures in Canada and the North Atlantic issued every 112 days; and,
- GPH204B – Glossary for Pilots and Air Traffic Services Personnel - a useful reference throughout the course, published on a yearly basis (online as well).
Provides a ready reference to planning and procedural information concerning Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) operations.
GPH 204 - Flight Planning & Procedures in Canada and the North Atlantic
Controlled Aerodromes
- Aerodrome at which an ATC unit is in operation.
- Meaning the aerodrome has a tower that controls traffic inside of its control zone (CZ)
- All traffic, IFR and VFR, need to contact the Control Tower to enter
- Tower provides control and separation service
- GPH 204B - Glossary
Uncontrolled Aerodromes
- Aerodrome at which a control tower has not been established. Also applies during the non-operational period when an established control tower is on reduced hours.
- At an aerodrome where there is no control tower, or the tower is closed, MF or ATF rules will apply
- No clearance is required under VFR
- IFR must still obtain a clearance prior to entering
- GPH 204B - Glossary
**
Water Aerodromes
- The Gonzo is not capable of landing on water
- Avoidance of water aerodrome circuits is the same as for regular uncontrolled aerodromes. (2000ft/2sm OR 1000ft above circuit height whichever is higher)
- Do not give emergency Nav to a Water Aerodrome
Abandoned Aerodromes
- There are abandoned aerodromes all across Canada.
- If flying near abandoned aerodromes, no avoidance measures are required.
- Verify that it is actually abandoned.
- Keep in mind that it could be used by model airplane enthusiasts, drone hobbyists, etc.
Mandatory Frequency (MF)
- Established at uncontrolled aerodromes where traffic volume and mix of traffic would derive a safety benefit from implementing MF procedures
- A ground station (FSS, UNICOM, or CARS) may be established. The ground station may not necessarily at the aerodrome (RAAS).
- The frequency and MF area dimensions (radius, altitude) within which MF procedures apply are published in the GPH 205. The frequency is also published in the GPH 200
*if an ATF or MF is not published use 123.2 MHz - Normally, the MF Area is a circle with a 5NM radius capped at 3,000’ (GPH204A, 527, para 2)
FSS – Flight Service Station
UNICOM – Universal Communications
CARS – Community Aerodrome Radio Station
RAAS – Remote Aerodrome Advisory Service
Aerodrome Traffic Frequency (ATF)
- A designated frequency to ensure all radio-equipped aircraft operating on the ground or within the ATF area are communicating with a common reporting procedure
- Established at aerodromes where VFR traffic activity is high and there is a safety benefit to ensuring that all traffic monitor the same frequency.
- Unlike a MF, NORDO & RONLY aircraft can be there
- Not limited to aerodromes only. E.g. An ATF area could be established along a frequently flown corridor
- The ATF and area dimensions (radius, altitude) within which ATF procedures apply are published in the GPH 205
*if an ATF or MF is not published use 123.2 MHz
- NORDO – No Radio
Is an inability to communicate by radio owing to the absence or failure of radio equipment. - RONLY – Receiver Only
Capability receive radio communications only, owing to the absence or failure of transmitter.
Departure Procedure - Controlled Aerodrome
When departing a controlled aerodrome VFR, the following general sequence applies:
- Obtain ATIS (Automated Terminal Information Service)
- Contact Clearance Delivery (if req’d)
- Get Taxi Clearance
- Get Take-off Clearance
Controlled Departure - ATIS
ATIS - (Automated Terminal Information Service)
* Continuous broadcasting of recorded aerodrome information for arriving and departing aircraft.
If ATIS is available, a pilot should obtain the ATIS information prior to contacting either the ground control or tower.
AtCYWG, it is a voice recording, updated at least once per hour that broadcasts on a frequency found in FLIPS) gives:
* current weather
* IFR approaches
* L/D runway
* special NOTAMS and
* RSC (runway surface conditions)
Example: “This is Winnipeg International Airport Information BRAVO. Weather taken at 1200Z; wind 350 at 10, gusting 25, visibility 10 miles, sky condition 1600 Overcast, temp -5, dew point -15, altimeter 29.88. The IFR approach is an RNAV Z RWY 36, landing and departing Rwy 36. Inform Winnipeg ATC on initial contact that you have received information BRAVO.”
Controlled Departure - Clearance
Clearance Delivery:
- Some major airports (like Winnipeg) require departing VFR aircraft to contact “clearance delivery” before taxi.
- They will give you your clearance, including departure instructions and a “squawk” code.
- The squawk is a four digit transponder code issued by ATC. It’s provides SSR (secondary surveillance radar) information such as call sign, altitude, speed, clearance etc.
- GPH 204A – Ch 5 Art 505
Controlled Departure - Taxi Clearance
- Taxi authorization should be requested from the ground controller on the appropriate frequency.
- In Winnipeg, 17 Wing Operations “controls” Apron 6. We don’t need clearance from them, we just advise them when we’re taxiing on the ramp.
- Winnipeg Ground controls the rest of the airport. We need a taxi clearance before leaving Apron 6 and entering the taxi ways (Bravo or Charlie)
GPH 204A – Ch 5 Art 507
Controlled Departure - Take-Off Clearance
- When ready for take-off the pilot shall request take-off clearance, stating the runway.
- When clearance is received, take-off without delay;
- The pilot may request take-off using only part of the runway;
- If the clearance includes the word “immediate” the aircraft shall taxi onto the runway and take-off in one continuous movement.
GPH 204A – Ch 5 Art 510
Controlled Arrival - ATIS
ATIS Broadcast:
- If available, all arrivals should monitor this frequency to obtain the basic aerodrome information prior to contacting the appropriate local ATC facility.
- Departing and arriving aircraft will advise ATC on initial call up that they have ATIS
GPH 204A – Ch 5 Art 514
Controlled Arrival - Initial Contact
- The pilot shall call the tower, inform the tower he intends to land at an airport within the zone or proceed through the zone, and obtain clearance to proceed into the zone.
- At larger aerodromes (such as Winnipeg) your initial contact may be with Arrival (Terminal) instead of Tower. It all depends on your altitude and the class airspace you’ll enter first.
If practical the pilot should make the call about 10 miles before entering the control zone.
GPH 204A – Ch 5 Art 515
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Controlled Arrival - Initial Clearance
- The pilot will receive clearance to proceed including any necessary restrictions or to hold clear of the zone until conditions allow further clearance.
- Pilots should always inform ATC which ATIS they have. If not, the ATC unit will pass the runway in use, wind direction and speed, and altimeter setting
GPH 204A – Ch 5 Art 516
Controlled Arrival - Landing Clearance
- A pilot must obtain landing clearance prior to landing.
- ATC should issue the clearance without prompting from the pilots. The onus remains upon the pilot to request landing clearance early enough.
- Pilots should make their intentions clear. Landing clearances can contain the following phrases:
- Cleared to Land
- Cleared for the option
- Land and Hold Short Of
- Stop-and-go
- Touch-and-go
GPH 204A – Ch 5 Art 517
Controlled Arrival - Taxiing
- Unless otherwise instructed by ATC, aircraft are expected to continue in the landing direction to the nearest suitable taxiway and exit the runway without delay.
- Instructions for exiting the runway are normally given with the landing clearance.
- The aircraft is not considered clear of the runway until all parts are past the taxi holding line or the 200 ft point.
GPH 204A – Ch 5 Art 518
Uncontrolled Arrival Procedures
At uncontrolled aerodromes, MF/ATF procedures apply.
- Pilots must report their position, altitude, intentions, and ETA at least 5 min prior to entering the area.
- Pilots continue to report their position throughout the arrival.
- When operating VFR or IFR in VMC conditions, pilots have the sole responsibility for seeing and avoiding other aircraft
GPH 204A – Ch 5 Art 530-534
VFR Circuit Procedures
Controlled & Uncontrolled Aerodromes
- Circuits are normally Left-Hand
* Since the pilot flying normally sits in the left seat of the aircraft therefore he can see where he is turning to. - Normal circuit altitude is flown at 1,000ft AAE
* Check the GPH 205 to verify the circuit altitude and direction. It may be different than 1,000 ft AGL (AAE) and it could be right hand circuits.
* Non-standard circuit pattern may be designated for aircraft safety (operations on parallel runways) or airport operations (keep traffic away from built up areas).
Wind direction - Depart into the wind.
Crosswind - leg goes across the prevailing wind, perpendicular to the runway.
Downwind - leg runs parallel to the runway, wind is at your back.
Base - leg goes across the prevailing wind, perpendicular to the runway.
Final - leg goes into the wind in preparation for landing.
VFR - Departing the Circuit
- Climb straight ahead on runway heading until circuit altitude before commencing a turn.
- Turns back toward the circuit or airfield should not be initiated until at least 500 ft above the circuit altitude.
- If performing a series of circuits and landings, after each take-off, climb to the circuit altitude before joining the downwind leg.
GPH 205 - Canada Flight Supplement
Valid for 56 days - same cycle as other FLIP’s
Back Cover Contents:
1. Flight Plan & Itinerary Info (info required in ICAO flight plan)
- VFR Position Reporting
- same format as used in Phase One
- how and where to report are included
- IFR Position Reporting
- PIREP (Pilot Weather Report)
Section B - VFR Terminal Procedures Chart
Similar format to the VTA/VNC
Provides information on things such as:
* Airport and heliport locations
* Classes of airspace
* Obstructions
* Restricted/Advisory zones
* Fixed wing VFR routes
* Comms info
* Navaids
Section B - Airport Diagram
Intended as a guide for aircrew in VFR conditions
Provides information on:
* Aerodrome name
* ICAO identifier
* Field Elevation
* Runways
* Runway lengths
* Landing distances available
* Airfield obstructions
* Obstacle Clearance Circle
Section B - Aerodrome Info (REF/OPR/PF)
- Reference (REF) – includes aerodrome lat/long, variation, time zone, etc
- Operator (OPR) – of the aerodrome and contact info
- Public Facilities (PF) – what is at the aerodrome or nearby
Section B - Aerodrome Info (CUST / FLT PLN)
- Customs (CUST) - Designates which aerodromes have custom services available. CYWG is an Airport of Entry (AOE)
- Flight Planning (FLT PLN) - Lists flight planning services available
- NOTAM FILE – 4 letter designator where NOTAMS are obtained
- FIC – Flight Information Centre - provides pre-flight and Flight Information Services En-route (FISE) including
- Pilot wx briefings;
- Met info:
- Aeronautical info;
- Aeronautical broadcasts;
- Flt planning & VFR alerting.
- ACC – Area Control Centre
* Wx info (hourly, special reports only);
* NOTAM;
* Flt Plans. (Collect Calls accepted from areas where no Air Traffic Services Comm Facilities exist). - WX – Weather services available at aerodrome
* METAR – qualified human observer and coverage time;
* TAF – aerodrome forecasts, coverage time and issue times;
* WD2 – military wx services avail; - DUAT (Direct User Access Terminal):
* Location of terminals that have Wx & NOTAM info;
* May permit filing of flt plans.
Section B - Aerodrome Info (SERVICES)
SERVICES - Indicates what is available to General Aviation within the aerodrome. Information on the services is provided by the company or individual offering the service.
- FUEL - Listing of commercial fuel available; HPR – High Pressure Refueling.
- OIL - Listing of oil grades available (ALL indicates all seasonal grades avail)
- (S) = SERVICING – availability at airfield
* 1. Storage avail; 4. Parking (extended term);
* 2. Servicing/Minor repairs; 5. Tie-Down facilities;
* 3. Major repairs; 6. Plug-in facilities. - (ARFF) AIRCRAFT RESCUE & FIRE-FIGHTING - Indicates the level of emergency response available on aerodrome;
* E.g.. Aircraft Cat 7 – up to 49 metres, 12100 litres of water, 225 kg chemical - (SUP FL) SUPPORTING FLUIDS, SYSTEMS & OXYGEN - Listing of other consumables avail at the aerodrome;
- LHOX (Low & High pressure oxygen servicing);
- D & A-ice (De-ing & Anti-icing fluid);
- Mil LOX (Military Liquid Oxygen serving);
- Nitrogen available w/prior notice via NOVA (Notice of Visiting Aircraft) msg;
- (JASU) Jet Aircraft Starting Units
- (MIL ADV) Military Advisory - Notices that apply to military traffic only (Step through decode);
- (PVT ADV) Private Advisory - Notices that apply to non-commercial traffic only (Step through decode).
Section B - Aerodrome Info (RWY DATA)
- Runway Data (RWY DATA) - Provides a breakdown of all pertinent data with regard to the runways. Operating restrictions specified by Transport Canada are included.
* Rwy number (actual mag hdg) length and surface type. - (TWY) Taxiway - Indicates any restrictions to aerodrome taxiways.
- APRON - Indicates any restrictions to aerodrome parking aprons.
- (RCR) Rwy Condition Report
* Operator;
* CRFI – Cdn Rwy Friction Index;
* PLR – Pavement Load rating (Cdn);
* PCN – Pavement Classification Number (ICAO) - LIGHTING
* Describes the types of lighting available for individual rwys.- Approach Lighting;
- Threshold & Runway Lighting;
- Runway Lighting Codes; and,
- Visual Glide Slope Indicators.
Section B - Aerodrome Info (COMM)
Communications - Lists all of the communication facilities and their respective frequencies for the aerodrome;
- (RCO) Remote Communications Outlet
- Winnipeg Radio FSS/FIC (FISE) Flight Information Service Enroute
- (E) Emergency Frequencies 121.5 and 243.0;
- (ATIS) Automatic Terminal Information Service frequencies
- (CLNC DEL) Clearance Delivery
- All departing aircraft to contact clearance delivery;
- (GND) Ground Control frequencies
- (TWR) Tower freqs
- Includes (E) Emergency freqs 121.5 & 243.0
- (ARR) Arrival freqs
- (DEP) Departure freqs
- (VFR ADV) VFR Traffic Advisory frequencies.
- (MIL) Military use freqs
- (PMSV) Pilot to Metro Service freqs
Section B - Aerodrome Info (NAV)
Navigation - Breakdown of navigation facilities associated with the aerodrome, in that they serve as an instrument approach aids, have the same name, or are within 5 nm of aerodrome.
Navaids located between 5 & 25 nm may be included if they provide an operational advantage to the airport.
- (VOT) VOR Test facility freq
- (NDB) Non Directional Beacon
Identifier:
Freq:
Auxiliary Code:
Lat & Long
Location relative to the centre of the airfield: - (VORTAC) – VOR & TACAN
Identifier:
Freq:
Channel:
Lat & Long:
Elevation:
Location relative to the centre of the airfield. - (ILS) Instrument Landing System
Identifier:
Freq:
Rwy:
Section B - Aerodrome Info (PRO)
- Procedures - Deals with circuit patterns and heights, specific VFR routes within zones, traffic restrictions, aerial activities within zones, specific helicopter procedures and Noise Operating restrictions / Noise Abatement Procedures.
- Airport – landing restrictions, circuit information;
- Noise – note restrictions;
- HELI – note helicopter restrictions;
- MIL – note military restrictions.
- CAUTION - Brief information describing conditions of a permanent nature (90 days or more), regarding aeronautical facilities or hazards, knowledge of which is essential for safe operation of aircraft.
IFR - Minimum IFR Altitudes
Chap 8, para 14:
* 14. Aircraft conducting IFR flight within designated low level airways and air routes shall be operated in accordance with minimum obstruction requirements specified in FLIPs. (i.e. MEA)
From GPH204A Article 703:
* A MEA is defined as the published altitude ASL between specified fixes on airways or air routes which assures acceptable navigational signal coverage, and which meets IFR obstacle clearance requirements.
- The minimum flight plan altitude shall be the nearest altitude or flight level consistent with the direction of flight that is at or above the MEA.
- The MOCA is the minimum operating altitude at which an IFR flight may be conducted under any circumstances. The MOCA only assures IFR obstacle clearance
Chap 8, para 15:
* 15. Aircraft conducting IFR flight outside designated airways and air routes shall maintain the following altitudes:
* Outside Designated Mountainous Regions - At least 1000 feet above all obstacles within 5 miles of the track of the aircraft.
* Within Designated Mountainous Regions - At least 2000 feet (or 1500 feet in some cases) above all obstacles within 5 miles of track as specified for the designated mountainous regions in FLIPs.
- At 402 Sqn you’ll use the VNC to determine the highest obstacle within 5nm of track.
Minimum En-Route altitude - (MEA)
Minimum Obstacle Clearance Altitude - (MOCA)
In some instances the AMA can be used as well
IFR - Fuel Requirements
Chap 3, para 11, 12:
- The minimum fuel requirements for IFR flights requiring a designated alternate aerodrome shall be sufficient for:
* a propeller-driven aircraft to fly to the destination, fly to the alternate, hold for 45 minutes and then complete an approach;
- The minimum fuel requirements for IFR flights requiring a designated alternate aerodrome shall be sufficient for:
- The minimum fuel requirement for IFR flights that do not require an alternate aerodrome shall be sufficient for:
* a propeller-driven aircraft to fly to the destination, hold for 45 minutes and then complete an approach;
- The minimum fuel requirement for IFR flights that do not require an alternate aerodrome shall be sufficient for:
- The amount of fuel for the hold is the same for each flight on the CT-142 due to the fact that the hold is flown at endurance power settings. (600 lbs)
- 200lbs is the accepted number for planning IFR approaches on the CT-142.
- Destination fuel and alternate fuel will be different depending on the mission.
Alternate - Published Non-Precision Approach
- Ceiling: 800’ or 300’ above lowest useable HAA/HAT for the landing runway, whichever is higher.
- Visibility: 2 sm or 1 sm above the lowest usable published visibility for the runway, whichever is higher.
Alternate - 1 Published Precision Approach
- Ceiling: 600’ or 300’ above lowest useable HAT for the landing runway, whichever is higher.
- Visibility: 2 sm or 1 sm above the lowest published visibility for the landing runway, whichever is higher.
NOTAMS (ICAO Format)
NOtice To AirMen
GPH 204A Art 434
* A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.
- Also used as a means of advertising temporary changes to the information on aeronautical charts or in the aeronautical information publications.
NOTAMS are now retrieved through
https://plan.navcanada.ca
- Transition to ICAO NOTAM format and new NOTAM Series - changes effective October 10, 2019
- Students shall update approach plates when NOTAMS amend any approach they may use.
NOTAMS - Q Line
The Q line approach under the new ICAO NOTAM format is meant to reduce the amount of NOTAMS aircrew have to go through as well as show NOTAMS in FIR that intersect your route.
This reduces the need to go through the entire FIR.
NOTAMS - ICAO Format Example
ATC Services
- “ATC is a service provided to maintain a safe & expeditious flow of air traffic. This service is mainly accomplished by means of clearances & instructions issued to pilots by ATC agencies & is predicated on known air traffic only. Therefore, when complying with clearances or instructions, pilots are not relieved of the responsibility for practicing good airmanship.”
B-GA-100 book 1 ch 5 pg 5-3 - If a pilot is issued a clearance that is not acceptable to the pilot, he must verbalize his intentions to ATC
- It is your responsibility as Aircrew to alert the pilot if he accepts a clearance that will jeopardize the aircraft.
- The aerodrome chart will outline frequencies for each agency in order of use for departure
- Frequencies are also at the top of each approach page
Centre
- Outside of the TCA and in controlled airspace, all IFR aircraft must be controlled, whether by radar or procedures.
- CENTRE is the ATC sub-unit responsible for this control.
- This phase is considered to begin when Terminal TCA (DEP normally 35nm and or 12,500ft) hands us over to Centre (the FIR in which we are flying (your PAL)).
- You check in with your present altitude and last altitude cleared to.
- Advise ATC when you have reached your cruising altitude.
- If a position report is required, the format is on the back of the GPH 205.
- When you are radar identified, this implies that position reports are no longer required.
- Once radar service has been terminated, we come under procedural control and are given wider separation between aircraft.
- While en route, IFR in controlled airspace, you must have a clearance for all altitude and direction changes.
- IFR services provided by ATC while en route:
- Aircraft separation
- Conflicting traffic information
- Weather warnings
- Clearances, etc.
- Each time you cross an Flight Information Region (FIR) boundary, you need to check with the previous FIR ATC, and check in with the new FIR ATC.
- Check on the GPH 206/GPH 207 to see the FIR boundaries
PAL: Peripheral Station
Flight Information Centre (FIC)
- Are established at various locations across Canada.
- Provide preflight planning services:
- Wx (incl satellite & radar imagery)
- NOTAMs
- Receive flight plans for filing
- Provide Flight Information Services Enroute (FISE)
- METARs, TAFs, SIGMETs, PIREPs, etc.
- NOTAMs, RSC, CRFI etc.
- Relay comms with ATC
When you file a flight plan, you are sending it to the FIC. The FIC collects the flight plans, and will alert RCC if an aircraft is ovedue.
See GPH204A Chap 1, Art 116, GPH205 p. A89 for more information.
Flight Service Station
- Are established at selected aerodromes across Canada.
- Provide Airport Advisory Services (AAS):
- Active Rwy
- W/V
- Air traffic advisory
- Rwy vehicle traffic advisory
- Aerodrome conditions (RSC, CRFI, etc.)
- Wx conditions
- Other pertinent info
These services are primarily intended for the arrival and departure phases of a flight to an aerodrome w/in an MF area, and for transit through an MF area served by an FSS.
FSS stations are located on the low charts by a solid black line (solid green, too).
IMPORTANT: A good airmanship point. Some FSS, RCOs and DRCOs (FISE flight Information Service enroute)) are on either 126.7 or the MF for an aerodrome. They are legal to use, but if requesting weather - would prohibit their use for someone conducting a Blind broadcast or conducting an approach.
Example: Brandon FSS and MF are on same freq (122.1)
Good airmanship dictates that you should find a better frequency that would not interfere with other aircraft conducting an approach into Brandon. Always verify your frequency choice in the GPH 205 prior to using. Select a frequency that would cause the least amount of interference.
Remote Communications Outlets
Remote VHF transmitters / receivers.
* Established where difficult communications prevail or where an extended communications capability is necessary.
* Enable FSS to provide Remote Aerodrome Advisory Service (RAAS) for aerodromes located w/in an MF area.
* Enable FIC to provide FISE on a FISE frequency.
When communicating, be sure to advise the station via which RCO you are calling them.
- FSS and FISE freqs are VHF, which means line-of-sight. As you fly away from the location of an FSS or FIC, you fly over the horizon and can no longer maintain LOS contact with the agency.
- To facilitate communications and provide services in remote areas and FSS or FIC may use an RCO.
Since the only FIC is in Edmonton, and VHF comms are restricted to LOS only, obviously you need a means to relay your VHF comms to be able to contact them.
Therefore, Remote Communication Outlets are set up so that you can contact Edmonton Radio at these locations.
Dial-up Remote Communications Outlets
(DRCO’s)
DRCOs are the same as an RCO but have a dialup unit installed. The line is “opened” or “activated” by the aircraft in-flight or by the FIC (for advisory broadcasts).
- Select the DRCO frequency
- Key the mic externally on the DRCO freq 4 times
- Listen to & follow automated instructions (…”confirm by keying mic once” etc.)
- Transmit your communications using usual radio procedure format.
Notes:
* Rate of mic keying is ¼ second tx with 1 sec pause, repeat 4 times.
* Keying your mic too slowly or too quickly will not activate the system
Peripheral Stations (PAL)
- Unstaffed VHF/UHF transmitter/receiver established in remote locations to facilitate direct contact between aircraft and controlling agencies.
- Differ from RCOs and DRCOs in that the unit you are talking to is an air traffic controller vice FSS or FIC specialists.
- Ex: Contact c/s WINNIPEG CENTER on PAL freq 135.150 while flying near Big Trout Lake.
ADIZ - Air Defence Identification Zone
An area of airspace over land or water extending upward from the surface within which the ready identification, location, and control of aircraft are required in the interest of national security.
ADIZ - DVFR / Defense Flight Itinerary
If filing a flight plan for flight under VFR, indicate that it is a defence itinerary or flight plan by inserting the following:
- RMK / D PADRA (Defence VFR Flight Plan)
- RMK / E PADRA (DEFENCE FLIGHT ITINERARY)
- PADRA – Pass flight plan to Air Defence Radar.
ESCAT - Emergency Security Control of Air Traffic
Emergency Security Control of Air Traffic
- Provides security control of civil and military air traffic to ensure effective use of airspace when an air defence emergency or any situation involving aerial activities that threatens national security or vital Canadian interests is declared by the appropriate authority.
- The rules apply to all Canadian airspace.
- Under the direction of the National Defence Command Centre (NDCC), Commander of Canadian NORAD Region (CANR) is responsible for implementing and testing ESCAT Plan through NAV CANADA ACCs.
- Periodic testing may be conducted without any prior notice.
Ref: GPH 204A Chapter 10 Art 1004.
Runway Surface Condition (RSC)
Plain language description of the condition of the runway surface.
Runway Condition Code (RWYCC)
Expected braking capability as a function of the surface conditions on a scale of 0 to 6, where 0 indicates the most slippery conditions and 6 indicates dry runway performance. Reported in runway thirds.
The Runway Condition Assessment Matrix (RCAM) is the method by which the airport or aerodrome operator determines a preliminary Runway Condition Code (RWYCC) for each runway third, whenever water, snow, slush, ice or frost is present on the runway surface.
The RCAM applies only to paved (asphalt and concrete) runway surfaces, not unpaved or partially paved surfaces.
When runway condition information is reported in thirds a RWYCC is to be reported. Conversely, if the runway condition information is not entered for each runway third, then the RWYCC will not be reported.
RSC - NOTAM Example
Flight Monitoring
Monitoring of the aircraft flight parameters to prevent:
- CFIT (Controlled Flight Into Terrain)
- Airspace violations.
- Level 1 – Pilot monitoring
- Level 2 – Automation
- Level 3 – ACSO/AES Op
Levels of formal flight monitoring are:
Level 1 - Pilot Flying and Pilot Not Flying. The PNF is the primary means of monitoring the PF’s control of the aircraft. The PNF must make calls in accordance with Annex 1A. If the autopilot is engaged, the PF monitors the autopilot while the PNF monitors the autopilot and FGC selections.
ii. Level 2 -Automation. Automated warnings are provided by the GPWS, the Flight Guidance Computer (excessive deviation), and the Altitude Alert, and must be responded to in accordance with Annex 1A. In VMC conditions, warnings, which are obviously false, must be acknowledged so that all crew are aware of the PF’s intentions which may include continuing the flight path which caused the warning.
iii. Level 3 - ACSO/AES Op. The Air Combat Systems Officer or AES Op provides the next level of flight monitoring in case the PM or automatic monitoring fails to trap errors. See Annex 1B.
Informal flight monitoring may be carried out at any time. Crewmembers should not hesitate to question aspects of clearances or performance not specified in Annex 1A or 1B, but care must be taken not to make non-standard calls at inappropriate times.
Sterile Cockpit
In accordance with RCAF FOM 2.3.1.5, sterile cockpit procedures shall be adhered during critical regimes of flight.
When observing sterile cockpit procedures, crew communications shall be limited to standard callouts or short focused communications that are either operational, emergency, or safety of flight based.
