5aic Eng

AIP Canada (ICAO)
Aeronautical Information
Circulars
Effective 0901Z
04 February 2016
to 0901Z 03 March 2016
Published by NAV CANADA in accordance with ICAO

Annexes 4 and 15 of the Convention on International Civil Aviation
2016 NAV CANADA All rights reserved
Source of Charts and Maps:
2016 Her Majesty the Queen in Right of Canada
Department of Natural Resources
04 FEB 16
AERONAUTICAL INFORMATION CIRCULAR

SUMMARY 1/16
(Supersedes all previous summaries)
The following Aeronautical Information Circulars are in effect:
27/06
Exemption from Subsection 602.34(2) of the Canadian Aviation Regulations
22/07
North American Free Trade Agreement (NAFTA) Advisory
26/11
VFR Navigation ChartsClarification of the Maximum Elevation Figure
39/12
Implementation of a 50 Nautical Mile Lateral Separation Minimum in the Edmonton Flight

Information Region/Control Area (Supersedes AIC 11/11)
40/12
Notice of Mandate for Data Link Services in the North Atlantic Region (Supersedes
AIC 24/12)
10/14
Trial of a Five-Minute Along-Track Longitudinal Separation Minimum in the Gander

Oceanic Control Area (Supersedes AIC 17/12)
4/15
Notice of Planned Expansion of Mandate for Data Link Services in the North Atlantic
Region (Supersedes AIC 2/14)
5/15
Instrument Flight Rules (IFR) Operations Using Global Navigation Satellite System (GNSS)
(Supersedes AIC 16/08)
7/15
Revoke VOR/DME RWY 14 Instrument Approach ProcedureOttawa/Macdonald-Cartier

International Airport
11/15
Pilot Procedures When Exposed to Laser and Other Directed Bright Light Sources
13/15
Inability of Air Traffic Controllers to Issue Clearances (Replaces AIC 26/13)
16/15
Instrument Landing System (ILS) Replacement Program (Replaces AIC 5/14)
17/15
Assignment of ICAO Navigation Specifications to Canadian RNAV STAR Procedures
19/15
Depiction of Five-Nautical-Mile Buffers Around Special Use Airspace Contained Within

Canadian Flight Information Regions (Supersedes AIC 15/15)
21/15
Enabling of Automatic Dependent Surveillance Contract in the Edmonton Flight Information

Region/Control Area (Replaces AIC 10/15)
23/15
Recommended Use of ARINC 424 Identifiers for Half-Degree Waypoints in the Gander
Oceanic Control Area
24/15
New Area Navigation Arrivals into Vancouver International Airport
25/15
Gander Flight Information Region (FIR)/Control Area (CTA) Airspace Design Changes for
Reduced Lateral Separation Minimum Implementation
26/15
Trial Implementation of 25 Nautical Mile Lateral Separation Minimum in the ICAO North
Atlantic Region (Supersedes AIC 18/15)
27/15
Decommissioning of the VOR/DMEMedicine Hat, Alberta
28/15
Publication of Pre-flight and In-flight Information Necessary for the Safe and Efficient
Movement of Aircraft in Canadian Airspace
30/15
Changes to North Atlantic Regional Radiotelephony Procedures for Data Link Equipped
Aircraft
31/15
Revoke the Oakbank VFR RouteWinnipeg, Manitoba
Note: Cette information est aussi disponible dans lautre langue officielle.
Page 1 of 2
04 FEB 16
1/16
Pilot Procedures When Intending to Operate an Aircraft Above 250 Knots Indicated
Airspeed Below 10,000 Feet Above Sea Level in Canadian Domestic Airspace
2/16
Glide Path Fluctuations Caused by Movement of Ground Traffic (Replaces AIC 14/15)
3/16
Taking Credit for LNAV/VNAV Minima at Alternate Aerodromes
4/16
Closed RNAV STAR Procedures
The following Aeronautical Information Circular has been cancelled:

15/08
Page 2 of 2
IFR Approval of Global Navigation Satellite Systems (GNSS) in North Atlantic Minimum
Navigation Performance Specifications (NAT MNPS) Airspace
AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/16
04 FEB 16
AERONAUTICAL INFORMATION CIRCULAR 4/16

CLOSED RNAV STAR PROCEDURES
The following information supplements that which is currently published in the Transport Canada Aeronautical
Information Manual (TC AIM TP 14371E) with regard to closed area navigation standard terminal arrival
(RNAV STAR) procedures published under RNAV STAR Procedures in the Rules of the Air and Air Traffic
Services (RAC) section.
The open RNAV STAR procedure provides specific guidance on what an aircraft is to do should it reach the
downwind termination waypoint (DTW) prior to receiving further clearance. The closed RNAV STAR
Procedure description does not provide specific guidance should the aircraft reach the final approach course
fix (FACF) prior to receiving an approach clearance. The following addition to closed RNAV STAR procedures
is required:
No Clearance Received
Should the aircraft reach the end of the closed RNAV STAR prior to the pilot receiving an approach
clearance, the pilot is expected to intercept the final approach course and fly inbound maintaining the last
assigned altitude. If upon reaching the end of the final approach track further clearance has not been
obtained, the pilot should track the lateral portion of the missed approach procedure for the anticipated
approach, and maintain the last assigned altitude, or climb to the anticipated missed approach altitude if the
missed approach altitude is higher.
In this manner, the aircraft will always be assured obstacle clearance throughout the standard terminal
arrival (STAR) and the approach lateral tracks.
Communication Failure
See existing Communications FailuresClosed Procedure in TC AIM TP 14371E.
For further information please contact:
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
service@navcanada.ca
James Ferrier
Manager, Aeronautical Information Management
Page 1 of 1
07 JAN 16

TAKING CREDIT FOR LNAV/VNAV MINIMA
AT ALTERNATE AERODROMES
Purpose of Circular
This circular advises operators of a pending change to the credit that may be taken at alternate
aerodromes for lateral navigation/vertical navigation (LNAV/VNAV) minima, when the aircraft is certified
for barometric LNAV/VNAV.
Background
On a global navigation satellite system (GNSS) approach, when an LNAV/VNAV line of minima is published,
the approach would be flown using horizontal and vertical guidance. Depending on the approach and the
aircraft equipage, the vertical guidance may be based on either:
wide area augmentation system (WAAS) inputs, or
barometric inputs (BARO VNAV).
When aircraft equipage exclusively uses barometric inputs to determine vertical guidance on a GNSS
approach with LNAV/VNAV minima, there will no longer be a requirement to restrict use of the LNAV/VNAV
minima in the Alternate Aerodrome Weather Minima Requirements.
Publication of the changes

Effective 4 February 2016, the Alternate Aerodrome Weather Minima Requirements published in the Canada
Air Pilot General Pages, will show that credit may be taken for LNAV/VNAV minima when the aircraft is
certified for barometric LNAV/VNAV.
For further information, please contact:
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 1 of 1
07 JAN 16

GLIDE PATH FLUCTUATIONS CAUSED
BY MOVEMENT OF GROUND TRAFFIC
(Replaces AIC 14/15)
This aeronautical information circular (AIC) will advise operators of the conditions under which glide path
signals will be protected, and will detail pilot responsibilities to notify air traffic controllers (ATC) when
conducting auto-land or similar approaches.
Background
In recent years, there has been an increase in reports from both pilots and air traffic controllers of instances of
glide path fluctuations while an aircraft is navigating on the Instrument Landing System (ILS). This may occur
when aircraft or vehicles are moving through the glide path critical area causing interference with the signal.
In several cases, the aircraft automation/autopilot followed momentary ILS fluctuations causing the aircraft to
pitch and roll.
It has become evident that further clarity is required regarding when ILS signals are protected while an aircraft
is established on an ILS approach. ILS signals will only be protected under the conditions described below.
Glide Path Signal Protection Procedures
A controller will protect the glide path signal when:
1.
The ceiling is less than 1,000 feet or visibility is less than 3 miles, or both; and
2.
The arriving aircraft is inside the final approach fix (FAF) on an ILS approach.
Note:
At uncontrolled airports, aircraft maneuvering on the ground may enter ILS

critical areas during taxi, takeoff, or landing.
The ILS critical areas are not protected when aircraft are outside the FAF. Furthermore, with the exception of
CAT II/III operations, localizer signal protection is not applied when a preceding aircraft will pass over or
through the critical area while taking off, landing, or executing a missed approach on the same or another
runway. Pilots must be aware of the ILS signal interference threats as well as flight display indications and
autopilot functionality during manual or fully coupled ILS approaches.
Auto-Land or Practice Low Visibility Approaches
In situations where protection of the ILS signal is not required and pilots wish to conduct auto-land or practice
low visibility approach procedures, advise the controller of your intentions early enough so that they can either
protect the ILS critical area or advise you that due to traffic ILS critical area protection is not possible. If ILS
critical area protection is not possible, the controller will use the phrase ILS CRITICAL AREA NOT
PROTECTED. It then becomes the pilots responsibility to continue or discontinue in the particular approach
mode.
Advisory Notice
An ILS performance report is available for all Canadian runways on the NAV CANADA website.
Note:
Sections 3.12.1 to 3.12.3 of the Canadian AIM should be reviewed to ensure an

understanding of ILS operating characteristics. Appendix A, items 1, 2, and 3 of
TP 1490, MANUAL of ALL WEATHER OPERATIONS should also be reviewed
for an understanding of ILS CRITICAL SENSITIVE AREAS.
Page 1 of 2
07 JAN 16
Publication
The Transport Canada Aeronautical Information Manual (TC AIM TP14371E) will be amended in the
April 2017 release.
Validity
Effective 31 October 2014. For further information, please contact:
NAV CANADA
Attn: Claude Fortier, Manager
Air Traffic Services, Standards and Procedures
Tel.:
E-mail:
613-563-5738
fortiec@navcanada.ca
James Ferrier
Page 2 of 2
07 JAN 16

PILOT PROCEDURES WHEN INTENDING TO OPERATE AN AIRCRAFT
ABOVE 250 KNOTS INDICATED AIRSPEED BELOW 10,000 FEET ABOVE
SEA LEVEL IN CANADIAN DOMESTIC AIRSPACE
Introduction
Transport Canada has identified an increase of pilots requesting to or intending to operate at airspeeds above
250 knots indicated airspeed (KIAS) below 10,000 feet above sea level (ASL), which would exceed the speed
limit set out in Canadian Aviation Regulations (CAR) subsection 602.32 provided below.
CAR 602.32
1. Subject to subsection (2), no person shall:
2.
3.
a)
operate an aircraft at an indicated airspeed of more than 250 knots if the

aircraft is below 10,000 feet ASL; or
b)
operate an aircraft at an indicated airspeed of more than 200 knots if the

aircraft is below 3,000 feet above ground level (AGL) within 10 nautical miles
of a controlled aerodrome unless authorized to do so in an air traffic control
clearance.
A person may operate an aircraft at an indicated airspeed greater than the airspeeds
referred to in subsection (1) if the aircraft is being operated in accordance with a special
flight operations certificate special aviation event issued pursuant to section 603.02.
If the minimum safe airspeed for the flight configuration of an aircraft is greater than the
airspeed referred to in subsection (1), the aircraft shall be operated at the minimum safe
airspeed.
Purpose of the Circular

This aeronautical information circular (AIC) reminds pilots of the purpose of a recent amendment to CAR
subsection 602.32 regarding the speed limitation of 250 KIAS below 10,000 feet ASL. It clarifies the intent of
the amendment to the regulation, and provides guidance for reporting intentions when pilots are required to or
intend to operate above the limitation of 250 KIAS below 10,000 feet ASL.
Background
It is important to note that in November 2010, Transport Canada amended subsection 602.32 of the CARs by
removing the provision for pilots to exceed 250 KIAS where the aircraft is being operated on departure.
Page 1 of 3
07 JAN 16
This action was based on a risk analysis of high speed aircraft departures below 10,000 feet ASL that
highlighted an increased risk to aviation safety when aircraft are operating above 250 KIAS where migratory
birds are located. The analysis stated the following:
The increase in large flocking bird populations coupled with the anticipated growth of the fleet of
aircraft that could depart at high speed will result in an increased risk to aviation safety. The
likelihood and severity of damage to aircraft and injury to crew and passengers resulting from bird
strikes are directly related to the speed at which an aircraft travels at the moment of impact. For
example, a 20% increase in indicated airspeed, from 250 knots to 300 knots, would result in a
44% increase of impact force on the aircrafts airframe. Because of energy management issues,
consequences resulting from bird strike damage are the most severe during the departure phase
of flight.
The amendment to CAR subsection 602.32 was intended to provide the following benefits:
limit the likelihood of bird strikes resulting in severe aircraft damage;
reduce the likelihood of flight delays and cancellations;
reduce the likelihood of legal expenses and damage settlements resulting from flight delays
and cancellations;
reduce aircraft down time caused by bird strike-related maintenance;
reduce the risk of mid-air collision under 10,000 feet ASL in airspace where uncontrolled
traffic may find themselves in the path of the high-speed departure aircraft; and
harmonize the Canadian regulations with American regulations under the Federal Aviation
Authority.
For these reasons, pilots are encouraged to carefully consider the need for exceeding the 250 KIAS limitation.
However, if the minimum safe speed for the flight configuration of the aircraft is above 250 KIAS, pilots are
referred to CAR subsection 602.32 (3), which contains the following provision:
Where the minimum safe speed for the flight configuration of an aircraft is greater than the speed
referred to in subsection (1) or (2), the aircraft shall be operated at the minimum safe speed.
Exceeding 250 KIAS below 10,000 feet ASL for reasons other than maintaining the minimum safe speed for
the flight configuration would be in violation of CARs and would require air traffic control (ATC) to file an
Aviation Occurrence Report to Transport Canada.
These changes will be published in a future version of the Transport Canada Aeronautical Information Manual
(TC AIM TP14371E).
NAV CANADA
Air Traffic Services (ATS) Standards and Procedures
Tel.:
E-mail:
Page 2 of 3
613-563-5738
07 JAN 16
Notifying Air Traffic Control

On departure, when intending to operate at speeds exceeding 250 KIAS below 10,000 feet ASL, pilots must
notify the departure controller on initial contact of the reason for this action.
ATC requires this information for the following reasons:
for operational considerations regarding other traffic, particularly in potential overtake

situations; and
so that ATC will know the request or notification of intent to operate above the speed
limitation is for minimum safe speed requirements and therefore ATC will not file an aviation
occurrence report.
Phraseology of minimum safe speed XXX is encouraged and ATC will acknowledge.
Example:
Montreal Centre, ACA123, minimum safe speed 270kts
As ATC are not authorized to approve a speed in excess of 250 KIAS below 10,000 feet ASL, the
phraseology request high speed climb should not be used.
Regulatory Actions
If pilots report or operate at a speed over 250 KIAS and do not state that it is for minimum safe speed, ATC
will file an aviation occurrence report to the Civil Aviation Daily Occurrence Reporting System (CADORS) for
Transport Canadas review as prescribed in CAR 807.01.
James Ferrier
Page 3 of 3
10 DEC 15

REVOKE THE OAKBANK VFR ROUTE
WINNIPEG, MANITOBA
NAV CANADA, the country's provider of civil air navigation services, has determined the visual flight rules
(VFR) Oakbank route from St. Andrews (CYAV) to Dugald, Manitoba (MB) is not required and will be revoked.
The following changes will be implemented:
The OAKBANK VFR ROUTE will be removed from the Winnipeg VFR Terminal Area
Chart (VTA);
In the Canada Flight Supplement (CFS) the OAKBANK VFR ROUTE will be removed from
the Winnipeg / James Armstrong Richardson Intl and Winnipeg / St. Andrews VFR Terminal
Procedures Chart (VTPC); and
In the CFS / PRO section for St. Andrews, MB and Winnipeg / Lyncrest, MB the following text
will be deleted: Acft inbd to CYAV on Oakbank rte, ctc CYAV TWR 118.5 over DUGALD.
These changes will take effect 31 March 2016 at 0901 Coordinated Universal Time (UTC). The
appropriate aeronautical publications will be amended. On this date the AIC will revert to an AIP Supplement
for reference until the next edition of the Winnipeg VTA (AIR 1902), is published in April 2016.
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 1 of 1
10 DEC 15

CHANGES TO NORTH ATLANTIC REGIONAL RADIOTELEPHONY
PROCEDURES FOR DATA LINK EQUIPPED AIRCRAFT
Purpose of Circular
This circular addresses a proposal for amendment to the International Civil Aviation Organization (ICAO)
Global Operational Data Link Document (GOLD) to optimize high frequency (HF) radiotelephony use in the
North Atlantic (NAT) Region. The change eliminates NAT Region specific RT phraseology that has been
made redundant with the availability of flight data to radio operators
Background
The 46th meeting of the NAT Implementation Management Group (NAT IMG) endorsed a proposal for
amendment to the GOLD Second Edition Appendix E.7 (North Atlantic Region) to eliminate the
radiotelephony requirements for data link equipped aircraft to communicate controller-pilot data link
communications (CPDLC), next control area (CTA) / flight information region (FIR), track and selective
calling system (SELCAL) code.
This aeronautical information circular (AIC) will remain in effect until the publication of the ICAO GOLD
Doc 10037.
Radiotelephony Procedures
The procedures described below are applicable as of 01 January 2016
North Atlantic Region Controller and Radio Operator Voice Communication

Procedures
Aeronautical Radio Operator: Response to Initial Contact
Prior to or upon entering each NAT oceanic CTA, the flight crew shall contact the appropriate aeronautical
radio station.
Ground systems in all the Aeronautical Stations should provide the aeronautical radio operators the flights
SELCAL code and future air navigation systems (FANS) capabilities.
In response to the initial contact from the flight crew, the radio operator should:
a)
Assign the primary and secondary frequencies and complete the SELCAL check; and
b)
End the communication, if local procedures exist to deliver the communications instructions
for the next CTA at a later stage, prior to the flight exiting the current CTA; or
c)
Issue the communications instructions and the frequency or frequencies to contact the next
air traffic services unit (ATSU) or the radio station serving the next CTA.
Aeronautical Radio Operator: Delayed CPDLC Messages

If the flight crew advises DELAYED CPDLC MESSAGE RECEIVED, they are explaining that a CPDLC
message was received late. Flight crew procedures require voice contact to verify the message status. Radio
operators should include this notation when relaying the associated communication to air traffic control (ATC).
Page 1 of 3
10 DEC 15
Flight Crew Procedures Voice Communication Procedures

Flight Crew: Contact With Radio Station
The integrity of the ATC service remains wholly dependent on establishing and maintaining HF or very high
frequency (VHF) voice communications with each ATSU along the route of flight. The procedures in this
section are applicable only in NAT airspace and pertain only to air traffic service (ATS) data link operations.
Prior to or upon entering each NAT oceanic CTA, the flight crew should contact the appropriate radio station.
If the flight enters an oceanic CTA followed by another oceanic CTA, the flight crew should on initial contact:
a)
Not include a position report;
b)
After the radio operator responds, request a SELCAL check and state the next CTA; and
c)
The radio operator will assign primary and secondary frequencies, perform the SELCAL
check and designate the position and frequencies to contact the radio station serving the next
CTA. If the communications instructions are not issued at this stage, the crew should assume
that the frequencies to use prior or upon entering the next CTA will be delivered at a later
time by CPDLC or voice.
Example 1 (Initial contact from a westbound flight entering Santa Maria Oceanic)
SANTA MARIA, CLIPPER 123, SELCAL CHECK, NEW YORK NEXT
CLIPPER 123, SANTA MARIA RADIO, HF PRIMARY 8825 SECONDARY 6628, AT 40WEST
CONTACT NEW YORK RADIO HF PRIMARY 13306 SECONDARY 8906, (SELCAL TRANSMITTED)
SANTA MARIA RADIO, CLIPPER 123, SELCAL OKAY, AT 40WEST CONTACT NEW YORK RADIO
If the flight enters an oceanic CTA followed by ATS surveillance airspace, the flight crew should follow the
procedures described with the exception that the next CTA should not be stated.
Example 2 (Initial contact from an eastbound flight about to enter the Shanwick CTA)
SHANWICK RADIO, CLIPPER 123, SELCAL CHECK
CLIPPER 123, HF PRIMARY 2899 SECONDARY 5616 (SELCAL TRANSMITTED)
SHANWICK RADIO, CLIPPER 123, SELCAL OKAY
Depending on which data link services are offered in the CTA and the operational status of those services,
the radio operator will provide appropriate information and instructions to the flight crew.
In the event an onboard systems failure prevents CPDLC or automatic dependent surveillance contract
(ADS-C) or if any of these services is terminated, the flight crew should:
a)
Resume normal voice communications, including providing all subsequent position reports
via voice.
b)
Do not inform the radio station that the service has been terminated; and
c)
Inform Air Operations Centre (AOC) in accordance with established problem reporting
procedures.
For ADS-C flights, the flight crew should not submit position reports via voice to reduce frequency congestion,
unless requested by the radio station or ATC.
ADS-C flights are exempt from all routine voice meteorological reporting, however the flight crew should use
voice to report unusual meteorological conditions such as severe turbulence to the radio station.
Page 2 of 3
10 DEC 15
For any enquiries regarding the status of ADS-C connections, the flight crew should use CPDLC (Chapter 5
GOLD). Should the ATSU fail to receive an expected position report, the controller will follow guidelines for
late or missing ADS-C report.
When leaving ATS data link airspace, the flight crew should comply with all communication requirements
applicable to the airspace being entered.
If the flight crew does not receive its domestic frequency assignment by 10 minutes prior to the flights entry
into the next CTA, the flight crew should contact the radio station and request the frequency, stating the
current CTA exit fix or coordinates.
Further Information
NAV CANADA
Gander Area Control Centre
P.O. Box 328
Gander, NL A1V 1W7
Attn: Jeffrey Edison
Manager, ACC Operations
Direct line: 709-651-5223
edisonj@navcanada.ca
E-mail:
James Ferrier
Page 3 of 3
15 OCT 15

PUBLICATION OF PRE-FLIGHT AND IN-FLIGHT INFORMATION
NECESSARY FOR THE SAFE AND EFFICIENT MOVEMENT OF
AIRCRAFT IN CANADIAN AIRSPACE
Purpose of Circular
This circular advises operators of the ongoing efforts to publish appropriate pre-flight and in-flight information
necessary for the safe and efficient movement of aircraft in Canadian airspace in the Aeronautical Information
Publication (AIP).
AIP Canada (ICAO)

International Civil Aviation Organization (ICAO) Annex 15 states that aeronautical information publications are
intended primarily to satisfy requirements for the exchange of aeronautical information of a lasting character
essential to air navigation, and that an AIP constitutes the basic information source for permanent information
and long duration temporary changes. The Annex describes what information an AIP must contain, and that
an AIP shall not duplicate information within itself or from other sources.
AIP Canada (ICAO) is published and disseminated by NAV CANADA and constitutes the basic information
source for Canadian aeronautical information. AIP Canada (ICAO) consists of Part 1 General (GEN), Part 2
En Route (ENR), and Part 3 Aerodromes (AD). Each part contains information relevant to aircraft operation in
Canadian airspace. AIP Canada (ICAO) also consists of AIP Supplements, Aeronautical Information Circulars
(AIC), and NOTAMs. Additional AIP Canada (ICAO) information is provided in the following documents and
charts:
Canada Flight Supplement (CFS)
Canada Water Aerodrome Supplement (CWAS)
Canada Air Pilot (CAP)
Enroute Low Altitude (LO) Charts
Enroute High Altitude (HI) Charts
Terminal Area Charts (TAC)
ICAO Type A Aerodrome Obstacle Charts
Aeronautical Charts for Visual Navigation (VFR Navigation Charts and VFR Terminal Area
Charts)
The Designated Airspace Handbook (DAH)
These documents and charts form an integral part of the AIP Canada (ICAO). Pilots are reminded of the
importance of referring to all parts of AIP Canada (ICAO) to obtain pre-flight and in-flight information
necessary for the safe and efficient movement of aircraft in Canadian airspace.
Transport Canada Aeronautical Information Manual

The Transport Canada Aeronautical Information Manual (TC AIM) provides flight crews with educational
reference material which may be useful for aircraft operation in Canadian airspace. The TC AIM complements
aeronautical information found in the AIP Canada (ICAO), offering expanded explanations of how pilots may
use particular elements of the air navigation system (ANS).
Page 1 of 2
15 OCT 15
Relocation of Aeronautical Information

NAV CANADA and Transport Canada have identified duplication of certain material between the TC AIM
and the AIP Canada (ICAO). For example, information concerning entry, transit and departure of aircraft,
crew and passengers on international flights was historically located in the TC AIM Facilitation (FAL) chapter,
but was also duplicated in AIP Canada (ICAO), Part 1General (GEN), Section GEN 1.2 through Section
GEN 1.4.
The October 2015 and April 2016 editions of the TC AIM will be amended accordingly to eliminate
duplication, and to ensure that aeronautical information required for air navigation, as detailed in Annex 15,
will be available in the AIP Canada (ICAO). Educational reference material will continue to be published in
the TC AIM.
References
AIP Canada (ICAO) can be found on NAV CANADAs website here:
<www.navcanada.ca>
Products & Services
Aeronautical Information Products
AIP Canada (ICAO)
The TC AIM can be found on Transport Canadas website here:
<www.tc.gc.ca>
Air
Publications
TP 14371 Aeronautical Information Manual
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 2 of 2
15 OCT 15

DECOMMISSIONING OF THE VOR/DME
MEDICINE HAT, ALBERTA
NAV CANADA, the country's provider of civil air navigation services, conducted an aeronautical study that
reviewed the requirement for the Medicine Hat very high frequency omnidirectional range (VOR) / distance
measuring equipment (DME). The study concluded that the VOR/DME is not required and recommends that it
be decommissioned. With this decommissioning the following changes will occur:
The Medicine Hat airport VOR RWY 03 (GNSS) instrument approach procedure will be
revoked;
The segment of low level airway V300 from the Swift Current to Medicine Hat to
Lethbridge VORs will be revoked and replaced with a low level fixed area navigation (RNAV)
T-route; and
The segment of high level airway J477 from Medicine Hat to the Canada/USA border will be
revoked and high level fixed RNAV routes Q909 and Q832 will be extended from DESNU and
VESDO respectively to a waypoint at that same location on the Canada/USA border.
These changes will take effect 15 October 2015 at 09:01 Coordinated Universal Time (UTC). The
appropriate aeronautical publications will be amended.
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 1 of 1
15 OCT 15

TRIAL IMPLEMENTATION OF 25 NAUTICAL MILE LATERAL
SEPARATION MINIMUM IN THE ICAO NORTH ATLANTIC REGION
Introduction
As notified by State letter titled Implementation planning for RLatSM in the ICAO NAT Region (issued
30 January 2015 [EUR/NAT 15-0058.TEC]) and Aeronautical Information Circular (AIC) 31/14 Trial
Implementation of Reduced Lateral Separation Minimum in the ICAO North Atlantic Region (issued on or
soon after 12 November 2015), Gander and Shanwick area control centres (ACCs) will commence
participation in the trial of a 25 nautical mile (NM) lateral separation minimum in portions of the Gander and
Shanwick oceanic control areas (OCA).
The information provided is intended for publication in the Spring 2016 Transport Canada Aeronautical
Information Manual (TC AIM TP 14371E).
Background
Advancements in aircraft avionics and air traffic management flight data processing systems have driven an
initiative to analyze whether the lateral separation standard in the current North Atlantic (NAT) minimum
navigation performance specification (MNPS) airspace can be reduced to increase the number of route
options available and therefore increase capacity at optimum flight levels.
Track spacing for MNPS-approved aircraft is currently one degree of latitude, which equates nominally to
60 NM. The proposed change will reduce lateral separation for eligible aircraft to 25 NM, which can be
practically achieved by establishing tracks that are spaced by one-half-degree of latitude. This track spacing
initiative is referred to as reduced lateral separation minimum (RLatSM).
RLatSM will be implemented using a phased approach, the first of which will introduce one-half-degree
spacing between the two core tracks of the NAT-organized track system (OTS) from flight level (FL) 350 to
FL 390 inclusive. Phase 2 will expand the implementation throughout the entire NAT OTS.
Page 1 of 5
15 OCT 15
Operator Eligibility and Participation

Aircraft operating on the three published RLatSM tracks (W, X, or Y in the example diagram above), between
FL 350 and FL 390 inclusive, will be subject to the RLatSM trial. Other published OTS flight levels are not part
of the RLatSM trial.
The trial implementation of RLatSM will occur in NAT MNPS airspace; therefore MNPS approval remains a
requirement. Only those operators/aircraft eligible for RLatSM operations will be allowed to operate on
designated RLatSM tracks between FL 350-FL 390 (inclusive). All RLatSM tracks and FLs will be uniquely
identified in note 3 of the OTS track message
Operators will be eligible to flight plan RLatSM tracks provided the flights are:
a)
required navigation performance (RNP) 4 approved;
b)
Automated Dependent SurveillanceContract (ADS-C) equipped; and
c)
controller-pilot data link communications (CPDLC) equipped.
The required Communications/Navigation/Surveillance (CNS) systems must be operational and flight crews
must report any failure or malfunction of global positioning system (GPS), ADS-C, or CPDLC equipment to air
traffic control (ATC) as soon as it becomes apparent.
Contingency and Strategic Lateral Offset Procedures

Contingency procedures applicable in the NAT Region are contained in Chapter 15 (15.2 Special Procedures
for In-Flight Contingencies in Oceanic Airspace) of the Procedures for Air Navigation Services Air Traffic
Management (Doc 4444), Chapter 9 (Special Procedures) of the NAT Regional Supplementary Procedures
(SUPPS) (Doc 7030) and Chapter 13 (Special Procedures for In-Flight Contingencies) of the North Atlantic
Operations and Airspace Manual (NAT Doc 007). Analysis conducted as part of the RLatSM safety
assessment has confirmed these procedures remain appropriate for the application of the 25 NM lateral
separation minimum. Therefore, no additions or changes to the existing procedures are required.
The strategic lateral offset procedure (SLOP) which distributes aircraft along a route or track centreline with
offsets of one or two miles to the right thereof has been implemented as a standard operating procedure in
the NAT Region since 2004. Detailed guidance on SLOP application in the NAT Region is contained in
Chapter 8 (8.5 Special In-Flight Procedures Strategic Lateral Offset Procedures [SLOP]) of the North Atlantic
Operations and Airspace Manual (NAT Doc 007). Calculations used in the RLatSM safety assessment
demonstrate sufficiency to allow provisions for the application of SLOP up to 2 NM right of track or route
centerline where the 25 NM lateral separation minimum is being applied.
Operators may note that current procedures in the Procedures for Air Navigation Services Air Traffic
Management (Doc 4444) indicates offsets up to 2 NM are only to be used where lateral separations of 30 NM
or more are being applied. Based on similar calculations as those conducted for the RLatSM safety
assessment, the Doc 4444 SLOP provisions are planned to be amended in 2016 to document that offsets up
to 2 NM may be used where lateral separations of 23 NM or more are being applied. Therefore no additions
or changes to the existing SLOP provisions in the NAT Region are required.
Page 2 of 5
15 OCT 15
Flight Planning
Air traffic services (ATS) systems use Field 10 (Equipment) and Field 18 (Other Information) of the standard
ICAO flight plan to identify an aircrafts data link and navigation capabilities. The operator should insert the
following items into the ICAO flight plan for RNP 4 authorized and future air navigation systems (FANS) 1/A or
equivalent aircraft:
a)
Field 10a (Radio communication, navigation and approach aid equipment and capabilities);
b)
Field 10b (Surveillance equipment and capabilities);
c)
insert J5 to indicate CPDLC FANS1/A SATCOM (Inmarsat) and/or J7 to indicate

CPDLC FANS1/A SATCOM (Iridium) data link equipment;
insert D1 to indicate ADS with FANS 1/A capabilities;
Field 18 (Other Information);
insert the characters PBN/ followed by L1 for RNP 4.
Correct use of the CNS equipment that is indicated in the flight plan
Before entering the NAT, the flight crew should ensure that:
1.
the aircraft is logged on for data link capability (J5, J7, D1) filed in the filed flight plan (FPL);
and
2.
RNP 4 is inserted into the flight management computer (FMC), when RNP 4 capability (L1)
has been filed in the FPL. This is necessary to enable aircraft navigation system monitoring
and alerting against the required RNP 4 navigation specification.
Verification of Waypoint Degrees and Minutes

Track spacing for RLatSM may involve the use of waypoints consisting of half-degree coordinates. Existing
cockpit map display limitations result in truncation of waypoints consisting of latitude/longitude to a maximum
of seven characters; minutes of latitude are not displayed. In the example below, the representation would be
the same if the flight was operating along whole- or half-degree waypoints (e.g., the N50W020 label in the
figure below could represent a whole degree (5000 North) or a half degree (5030 North) of latitude).
Page 3 of 5
15 OCT 15
As shown below, full 13-character representations of latitude/longitude waypoints can be viewed via the FMC
display. To mitigate the possibility for gross navigation errors resulting from incorrect waypoint insertion, it is
imperative that established cockpit procedures are followed whereby each pilot independently displays and
verifies the degrees and minutes loaded into the FMC for each oceanic waypoint defining the cleared route of
flight.
Flight crews are further advised that, should they be notified that ATC systems indicate the aircraft is not
flying the cleared route, they should immediately display the full degrees and minutes loaded into the FMC for
the NEXT and NEXT + 1 waypoints, and verify against the cleared route before responding.
As a precaution against possible waypoint insertion errors, rerouting of flights onto RLatSM identified tracks
containing degree coordinates will only be permitted via CPDLC using Uplink Message UM79, UM80 or
UM83. Aircraft will therefore not be rerouted onto degree OTS tracks if ARINC 623 data link or voice is
used for the issuance of the oceanic clearance.
Page 4 of 5
15 OCT 15
Current Version
The current and updated versions of the draft NAT RLatSM plan and associated documents are provided on
the ICAO European and North Atlantic Office website:
<www.paris.icao.int>,
EUR & NAT Documents
NAT Documents
Planning documents supporting separation reductions and other initiatives
Further Information
For further Information, please contact:
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
E-mail:
James Ferrier
Page 5 of 5
17 SEP 15

GANDER FLIGHT INFORMATION REGION (FIR)/CONTROL
AREA (CTA) AIRSPACE DESIGN CHANGES FOR
REDUCED LATERAL SEPARATION MINIMUM IMPLEMENTATION
This Aeronautical Information Circular provides additional information that supplements AIC 18/15 regarding
the 25 nautical mile (NM) reduced lateral separation minimum (RLatSM) trial commencing on or after
12 November 2015 in the Gander and Shanwick oceanic area control centre (OCA).
Phased Approach to the Start of the Trial

Effective 12 November 2015 at 0901Z, the Gander domestic CTA will be realigned to support RLatSM tracks
within the North Atlantic organized track system (NAT OTS) at oceanic entry and exit points DORYY south to
SUPRY. Effective 10 December 2015 at 0901Z, additional North American Routes (NARs) will be established,
which will enable RLatSM tracks to be anchored at oceanic entry and exit points CUDDY north to KETLA.
Because the additional NARs will be unavailable prior to 10 December 2015, until that date RLatSM tracks
will exit the Gander OCA spaced by a full degree at the oceanic entry and exit points when occurring at
CUDDY or north thereof.
When NAT OTS tracks are over CUDDY or north, westbound NARs will be mandatory and published on the
NAT OTS track message. These NARs are short leg NARs to ensure enough time for the radar controllers to
transition flights from a non-radar environment to a radar environment.
RLatSM tracks will not be established north of KETLA or south of SUPRY.
RLatSM Oceanic Entry and Exit Points in the Gander FIR

Effective 15 October 2015 at 0901Z, NAV CANADA will publish oceanic entry and exit points (see below)
associated with RLatSM implementation. The publication of these fixes within this time frame allows for
operators to add them to their databases in time for the RLatSM trial prior to the 12 November 2015
commencement date. These fixes must not be filed between 15 October 2015 and 12 November 2015; as
airspace boundaries with the Gander FIR will not be realigned until the start of the RLatSM trial.
RLatSM Fixes Effective 15 October 2015 at 0901Z for use 12 November 2015 Onwards
Oceanic Entry and
Exit Points
(Phase 1 of 2)
Oceanic Entry and

Exit Points
(Phase 1 of 2)
LIBOR
61 58 N 058 W
MELDI
52 44 N 056 21 W
NIFTY
60 58 N 058 W
PELTU
52 06 N 055 10 W
RADUN
59 58 N 058 W
SAXAN
51 29 N 053 51 W
TOXIT
58 58 N 058 W
UMESI
50 50 N 052 36 W
VESMI
57 58 N 058 W
BUDAR
50 00 N 052 W
BOKTO
56 58 N 058 W
IBERG
49 00 N 052 W
ENNSO
55 32 N 057 W
MUSAK
48 00 N 052 W
IRLOK
54 32 N 057 W
OMSAT
47 00 N 052 W
KODIK
53 28 N 057 12 W
RELIC
46 00 N 052 W
Page 1 of 3
17 SEP 15
VODOR
Effective 10 December 2015 at 0901Z, oceanic entry and exit point VODOR will be removed from operational
use and RAFIN will remain as the oceanic entry and exit point. Effective this date, pilots must send request
clearance (RCL) messages based on RAFIN. All NARs will be revised to indicate RAFIN.
RLatSM through the Gander Oceanic Transition Area (GOTA)

Additional inland fixes will be published effective 15 October 2015 at 0901Z. These will be used strategically
when the NAT OTS is located in the CUDDY and north area of GOTA. These fixes must be added to the
operators database as they will be used for NAT OTS design. Effective 10 December 2015 at 0901Z, new
short segment NARs will be designed to incorporate the organized track system (OTS) design using these
new fixes below. For example, NARs will be designed that will specify AVUTI ALSOP or CUDDY DUVBI with
operator preferred route filing available after that. When NAT OTS design uses the oceanic entry and exit
points from CUDDY and north, operators must file the published short leg NARs associated with each
published NAT OTS track. When the area from CUDDY and north is not associated with NAT OTS design,
operators may file random preferred routes or one of the existing NARs.
Additional Fixes for OTS/NAR Design, Effective 15 October 2015 at 0901Z
MUSLO
60 10 N 062 W
ALSOP
56 52 N 062 10 W
SINGA
59 13 N 061 05 W
DUVBI
56 00 N 061 W
UDMAR
57 35 N 062 55 W
Associated Fixes
Effective 15 October 2015 at 0901Z, operators must follow the associated fixes for westbound route
segments only, as it is an important factor to assist control staff to transition aircraft from a non- air traffic
service (ATS) surveillance environment to an ATS surveillance environment. All eastbound flights need not
follow the associated fix rules that are published in the Transport Canada Aeronautical Information Manual
(TC AIM TP 14371E).
Electronic RCL Messages Through GOTA

Pilots submitting an RCL must use an oceanic entry and exit points located within GOTA and not a boundary
fix along the Montreal CTA boundary. Oceanic entry and exit points and details are available in the Gander
Data Link Oceanic Clearance Delivery Crew Procedures document. Flight crews submitting an RCL based on
Montreal CTA boundary (e.g. IKMAN, MIBNO) will cause system errors and may affect the ocean profile.
North American Routes

Multiple new NARs will be published both on 15 October 2015 and on 10 December 2015 that will utilize the
new fixes. Operators and flight planners can receive these NARs from the undersigned.
The use of NARs will be mandatory for eastbound flights operating BAREE TUDEP and south during
eastbound OTS hours and for westbound flights operating over RAFIN, BOBTU, and JEBBY at all times with
the exception of aircraft routing over M201, M202, and M203.
As specified above, when NAT OTS design uses the oceanic entry and exit points from CUDDY and north,
operators must file the published short leg NAR associated with each published NAT OTS track.
Page 2 of 3
17 SEP 15
FL 280 and below

Because the lower vertical boundary of the GOTA is flight level (FL) 290, RLatSM associated oceanic entry
and exit points located within the boundaries of the GOTA are not available for route planning for flights
operating at FL 280 and below. Including the GOTA oceanic entry and exit points the following fixes are not to
be filed by aircraft operating at FL 280 and below: AVPUT, CLAVY, EMBOK, KETLA, LIBOR, MAXAR,
NIFTY, PIDSO, RADUN, SAVRY, TOXIT, URTAK, VESMI, AVUTI, BOKTO, CUDDY, and DORYY.
Operators routinely operating at FL 280 and below should refer to the TC AIM, RAC 11 section for flight
planning details.
Further Information
NAV CANADA
P.O. Box 328
Gander, NL, A1V 1W7
Attn: Jeff Edison
Manager ACC Operations
Direct Line: 709-651-5223
E-mail:
James Ferrier
Page 3 of 3
20 AUG 15

NEW AREA NAVIGATION ARRIVALS INTO
VANCOUVER INTERNATIONAL AIRPORT
Introduction
For the 20 August 2015 publication date, there will be some changes to the Standard Terminal Arrival (STAR)
into CYVR.
Background
Moving forward with new design encoding criteria, area navigation standard terminal arrival (RNAV STAR)s
that currently contain restrictions for jet and propeller aircraft, will be separated into individual STAR
procedures. Furthermore, conventional STARs are slowly being phased out due to lack of need and cost of
maintenance.
Flight Planning into CYVR

Propeller aircraft arriving from the east of CYVR that have previously filed the CANUCK arrival, now need to
file the LIONN arrival. The restrictions contained in the new LIONN arrival match the propeller restrictions that
were contained in the old CANUCK arrival.
Jet and DH8D aircraft arriving from the east need to continue filing the new CANUCK arrival. This arrival now
only contains restrictions that pertain to jet and DH8D aircraft.
The following conventional STARs will be revoked as of 20 August 2015:
CASDY
NUTBE
FOCHE
IMEDI
Non-RNAV capable aircraft arriving from the oceanic area will either be vectored or provided alternate routing
if required.
Page 1 of 2
20 AUG 15
Further Information
NAV CANADA
Vancouver Area Control Centre
7421135 Street
Surrey, BC V3S 7V3
Attn: Greg Dansereau
Tel.:
E-mail:
604-598-4850
dansegr@navcanada.ca
James Ferrier
Page 2 of 2
23 JUL 15

RECOMMENDED USE OF ARINC 424 IDENTIFIERS FOR HALF-DEGREE
WAYPOINTS IN THE GANDER OCEANIC CONTROL AREA
Introduction
Flights operating eastbound or westbound within the North Atlantic (NAT) Region are normally flight planned
so that specified ten degrees of longitude (30W, 40W etc.) are crossed at whole degrees of latitude. This
operating concept has supported a lateral separation minimum of 60 nautical mile (NM) in the NAT minimum
navigation performance specification (MNPS) airspace. Commencing 12 November 2015, an operational trial
of a 25 NM lateral separation minimum will be implemented by establishing NAT organized track system
(OTS) tracks that are spaced by one-half degree of latitude.
Insertion of latitude/longitude waypoints into the flight management computer (FMC) can be achieved using
multiple formats and accomplished via automated or manual means. However, while standard pilot pre-flight
and in-flight procedures call for each pilot to independently display and verify the degrees and minutes loaded
into the FMC for each waypoint defining the cleared route of flight, recent occurrences of gross navigation
errors within the NAT Region indicate that certain formats and entry methods for insertion of latitude/longitude
waypoints are more error prone than others.
In particular, manual entry of latitude/longitude waypoints using short codes derived from the ARINC 424
paragraph 7.2.5 standard (5050N = 50N/50W, N5050 =5030N/50W) has been directly associated as a
causal factor contributing to many of these recent occurrences.
Purpose of Circular
This Aeronautical Information Circular (AIC) advises operators, navigational database vendors, and flight
planning services that, due to the unresolved potential for FMC insertion errors:
Aircraft navigation data bases should NOT contain waypoints in the Gander Oceanic Control
Area in the ARINC-424 paragraph 7.2.5 format of Nxxxx.
If an aircraft operator or flight planning service has an operational need to populate data
bases with half-degree waypoints in the Gander Oceanic Control Area, they are advised to
use an alternate format, such as Hxxxx.
The information provided is intended for publication in the Spring 2016, Transport Canada Aeronautical
Background
For waypoints inserted into the FMC using the existing ARINC 424 paragraph 7.2.5 format, the placement of
N for NORTH latitude either before or after the numbers representing latitude and longitude determines
whether the display represents degree or a whole degree of latitude. For example:
4050N represents 40 degrees NORTH latitude and 50 degrees WEST longitude; whereas
N4050 represents 40 degrees, 30 minutes NORTH latitude and 50 degrees WEST

longitude.
Page 1 of 2
23 JUL 15
When a database contains both the half and whole degree coordinates the potential for manual insertion
errors increases. This is further complicated by cockpit display limitations which make it difficult for the crew to
identify errors that have been introduced into the FMC. With one-half degree positions and other
latitude/longitude positions that are not exactly at whole degrees, current technology does not display the full
extent of the stored position data on the instruments used for primary reference.
Preferred Methods of Waypoint Insertion

It is recommended that insertion of waypoints into the FMC be accomplished by established automated
systems (e.g. CPDLC, AOC automated systems) wherever possible.
Note:
Although not yet ready for use, the functionality supporting the uplink of CPDLC
route clearances is under development for use in the Gander control area (CTA).
When available, operators will be notified via NOTAM.
The use of whole latitude/longitude coordinates to enter waypoints, using procedures that provide for
adequate mitigation of display ambiguity, is strongly advocated.
Regardless of FMC waypoint format and entry method, flight crew procedures should require each pilot to
independently display and verify the DEGREES and MINUTES loaded into the FMC for the latitude/longitude
waypoints defining the route contained in the NAT oceanic clearance.
Further Information
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
E-mail:
James Ferrier
Page 2 of 2
25 JUN 15

ENABLING OF AUTOMATIC DEPENDENT
SURVEILLANCE-CONTRACT IN THE EDMONTON
FLIGHT INFORMATION REGION/CONTROL AREA
Purpose of Circular
This circular advises operators of the enabling of automatic dependent surveillance-contract (ADS-C) in the
Edmonton flight information region (FIR) / control area (CTA), implementation date, ADS-C description,
changes, supported report types, service area, and flight crew procedures.
Introduction
Later this year, Edmonton ACC will begin application of ADS-C in the Edmonton FIR/CTA, thus increasing
safety by augmenting the frequency of automatic position reports and by monitoring of route conformance.
ADS-C is a means by which the terms of an ADS-C agreement will be exchanged between the ground system
and the aircraft via a data link, specifying under what conditions ADS-C reports would be initiated, and what
data would be contained in the reports.
ADS-C is a service that allows future air navigation systems (FANS) 1/A aircraft to provide the Edmonton area
control centre (ACC) with position reports (not including intent information) based on information received
directly from the aircraft flight management system (FMS).
ADS-Contracts
The abbreviated term ADS-contract is commonly used to refer to ADS event contract, ADS demand
contract, ADS periodic contract or an emergency mode. Contracts are established relationships between the
air traffic control (ATC) facility and aircraft, accomplished by a logon request by the aircraft, uplink response,
and a final acknowledged by the aircraft, allowing ATS applications to proceed. Event contracts are used to
provide waypoint change events, lateral deviation events, level range deviation events, and vertical rate
change events of 5,000 feet per minute. Demand contracts are used when an expected report is not received
on time or ATC requires an update of a non-surveillance flight trajectory. Periodic contracts are used to
provide position reports, at an interval appropriate to the airspace and separation requirements. Emergency
mode comprises high-rate position reports.
Edmonton ACC will support the following ADS-contracts:
Event;
Demand;
Periodic; and
Emergency Mode.
Requests for intent information are not supported.
Page 1 of 2
25 JUN 15
Edmonton ADS-C Airspace

ADS-C services will be offered in the same airspace to comprise CPDLC services.
Flight Crew Procedures

Flight crews will no longer be required to identify themselves as ADS or CPDLC-equipped on initial contact.
Contact
When these changes take effect, AIP Canada (ICAO), Aeronautical Information Publication, Part 1, General
(GEN), Section GEN 3.4.4, Requirements and Conditions, will be amended accordingly.
For further information on ADS-C service in the Edmonton FIR/CTA, please contact:
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 2 of 2
25 JUN 15

DEPICTION OF FIVE-NAUTICAL-MILE BUFFERS AROUND
SPECIAL USE AIRSPACE CONTAINED WITHIN
CANADIAN FLIGHT INFORMATION REGIONS
Introduction
To assist in efficiently planning routes that avoid restricted areas in Canadian flight information regions (FIRs),
NAV CANADA is providing customers with depictions of currently published special use airspace that also
show a surrounding five-nautical-mile buffer zone through which flight will not be permitted. The depictions
are intended to provide a visual representation for operators to consider when preparing flight plans involving
operations at and above flight level (FL) 290.
This aeronautical information circular (AIC) supplements the information contained in AIC 15/15 with three
additional restricted areas (CYR664, CYR665, and CYR666) and associated five-nautical-mile buffer zones
from the Montreal FIR.
Background
As described in the TC AIM TP 14371E, special use airspace may be classified as Class F advisory or as
Class F restricted within Canadian Domestic Airspace (CDA). In accordance with International Civil Aviation
Organization (ICAO) requirements, special use airspace may also be classified as a danger area when
established over international waters, but controlled by Canadian air traffic control (ATC). Class F airspace is
described in the Designated Airspace Handbook (DAH, TP 1820E) and depicted on HI or LO charts, as
applicable.
Canadian controllers apply a five-nautical-mile separation minimum to en route aircraft being provided with air
traffic service (ATS) surveillance service from the boundary of special use airspace. NAV CANADA customers
have indicated that it would be beneficial to have visual indication of this buffer zone.
Flight Planning Considerations

The depicted buffers around the boundaries of special use airspace that is at or above flight level (FL) 290
have been constructed using parallel lines measuring five nautical miles from the straight segments and using
five-nautical-mile arcs from the curved portions. Operators are advised that the arc points represented as
coordinates of latitude and longitude are not to be used as routing waypoints.
Page 1 of 25
25 JUN 15
Vancouver FIR
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25 JUN 15
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25 JUN 15
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25 JUN 15
Edmonton FIR
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Montreal FIR
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Moncton FIR
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25 JUN 15
Gander FIR
Further Information
NAV CANADA
Attn: Jeff Dawson
Director, Operational Support
jeff.dawson@navcanada.ca
E-mail:
James Ferrier
Page 25 of 25
25 JUN 15

ASSIGNMENT OF ICAO NAVIGATION SPECIFICATIONS TO
CANADIAN RNAV STAR PROCEDURES
The purpose of this AIC is to inform air operators who hold an air operator certificate issued under Part VI or
Part VII of the Canadian Aviation Regulations (CAR) of a proposed International Civil Aviation Organization
(ICAO) navigation performance requirement applicable to area navigation (RNAV) standard terminal arrival
routes (STARs).
Effective December 2015, NAV CANADA will begin to publish RNAV STARs with a navigation specification of
RNAV 1 or required navigation performance 1 (RNP 1).
Air operators may obtain an authorization to operate in accordance with these navigation specifications, via
an amendment to their air operator certificate. Guidance can be found in Transport Canada Civil Aviation
(TCCA) Advisory Circulars No.700-019 (RNAV 1 and 2) and No.700-025 (RNP 1).
Where an air operator lacks authorization to conduct RNAV STARs published with a navigation specification
of RNAV 1 or RNP 1, air traffic control (ATC) will provide an alternate routing in accordance with traffic
conditions. Alternate routings may include:
descending turbofan aircraft below STAR arrival flows, to be sequenced with non-jet arrivals;
descending turboprop aircraft to route them away from the STAR traffic flows, to fly the piston
arrival procedures; or
tactical vectors which may increase the time and distance at non-optimal altitudes.
Due to the increased system workload to manage non-conformal flights, air operators lacking appropriate
authorizations for RNAV 1, or RNP 1 STARs, may experience service delays during peak traffic periods.
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 1 of 1
25 JUN 15

INSTRUMENT LANDING SYSTEM (ILS)
REPLACEMENT PROGRAM
(Replaces AIC 5/14)
In accordance with NAV CANADAs Air Navigation System Plan (ANS Plan) and as part of life-cycle
management, NAV CANADA will be continuing in 2015 with the national instrument landing system (ILS)
replacement program.
This project involves the replacement of outdated localizers and glide path units with new state-of-the-art
equipment. For the locations and timelines for replacements, please refer to the National ILS Replacement
Program Schedule 2009-2017 on the NAV CANADA website:
<www.navcanada.ca>
Products and Services
OnBoard
Operational Initiatives
Instrument Landing System Replacement
National ILS Replacement Program Schedule 2009-2017
During the replacement period, ILS availability at the location where the replacement is taking place will be
affected for approximately one to three months, depending on weather and installation factors. As well, new
ILS systems do not generate a useable back-course signal; consequently, localizer back-course procedures
will be replaced with GNSS approaches, where applicable.
Actual dates of scheduled outages will be published via NOTAM. Pilots should carefully monitor NOTAMs
before and during the construction period for specific dates of outages or other related disruptions.
If you require any additional information regarding this notice, please contact:
NAV CANADA
ANS Programs Coordination
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
613-563-3847
613-563-5602
James Ferrier
Page 1 of 1
28 MAY 15

INABILITY OF AIR TRAFFIC CONTROLLERS
TO ISSUE CLEARANCES
Intention of Circular
This Aeronautical Information Circular (AIC) informs pilots of procedures that air traffic controllers (ATC)
follow when they are unable to issue clearances.
Background
Between 2006 and 2011, Transport Canada published several Advisory Circulars on reduced and low visibility
operations (RVOP/LVOP) and runway protected areas. New direction to ATC followed on how to operate
when these conditions existed.
Since implementation, a series of occurrences prompted a review of ATC direction, and it was found that
controllers prohibited from providing clearances during RVOP/LVOP were using dissimilar or unclear
phraseologies.
Note:
ATC clearances are based on known traffic conditions and aerodrome limitations
which affect the safety of aircraft operations. This encompasses aircraft in flight
and on the manoeuvring area, vehicles, and other potential obstructions. ATC
are not authorized to issue air traffic control clearances when traffic conditions
are unknown, when any part of the aerodrome is partially or fully closed, or when
the aerodrome or runway operating minima are not met.
New Procedures
ATC procedures have been streamlined to ensure consistency. There are two distinct phrases used when
unable to issue ATC clearances:
AT YOUR DISCRETION:
Used to approve an aircraft movement on any surface not visible

from the control tower due to a physical obstruction other than
weather phenomena, or on the apron or non-manoeuvring area.
The pilot is responsible to manoeuvre safely with respect to traffic
or hazards encountered during the operation. ATC will provide
information on known traffic or obstructions when possible.
UNABLE TO ISSUE
CLEARANCE:
Used when a controller is not authorized to issue an ATC

clearance. A pilot who continues without a clearance in these
circumstances may be subject to regulatory action by Transport
Canada. ATC will provide pertinent taxi/take-off/landing
information and then file an aviation occurrence report. The pilot
is responsible to manoeuvre safely with respect to traffic or other
hazards encountered during the operation.
Page 1 of 6
28 MAY 15
The following table provides scenarios in which ATC may not be able to provide a clearance, ensuing ATC
actions, and examples of phraseology that will be used:
BELOW MINIMA
Reduced/low visibility operating procedures
Scenario
Pilot Request
Controller Action
Include information in
the Automatic Terminal
Information Service
(ATIS)
Note: If conditions
are rapidly
changing, the
information may be
issued directly by
ATC
Examples
ATIS
REDUCED/LOW VISIBILITY
PROCEDURES IN EFFECT.
RUNWAY (number) NOT
AUTHORIZED FOR TAKEOFF
or
RUNWAY (number) NOT
AUTHORIZED FOR LANDING
or
Reduced Visibility
Operations Plan
(RVOP)/Low
Visibility Operations
Plan (LVOP)
procedures have
been implemented
and result in
manoeuvring area
restrictions or
closures
(RVOP/LVOP
procedures vary
across Canada,
depending on airport
operating limits)
RUNWAY (number) NOT
AVAILABLE
Pilot requests taxi
and takeoff
clearance
Note: the
request must
be made prior
to:
Page 2 of 6
ATC will inform the pilot

that taxi clearance
cannot be issued and
provide the reason
PHRASEOLOGY
(Aircraft identification), UNABLE
TAXI CLEARANCE ON TAXIWAY
(name), REDUCED/LOW
VISIBILITY PROCEDURES IN
EFFECT
Commencing
pushback with
the intent of
taking off;
Commencing
pushback with
the intent to taxi
to the de-icing
bay; or
Commencing
taxiing on the
manoeuvring
area under the
aircrafts own
power with the
intent of taking
off.
28 MAY 15
BELOW MINIMA
Reduced/low visibility operating procedures
Scenario
Pilot Request
Pilot is taxiing for
takeoff when
RVOP/LVOP
procedures are
implemented that
result in
manoeuvring area
restrictions or
closures
Controller Action
ATC will:
Inform the pilot that

a clearance cannot
be issued on the
intended runway;
Provide the reason;
Determine if
another runway is
available for
takeoff;
Inform the pilot of
the alternate
runway; and
Request the pilots
intentions.
If no alternate runway is
available, ATC will
request the pilots
intentions
Examples
PHRASEOLOGY
CLEARANCE. REDUCED/LOW
EFFECT. RUNWAY (number)
CLOSED
Then, if appropriate:
(Aircraft identification), RUNWAY
(number) AVAILABLE, ADVISE
INTENTIONS
or
CLEARANCE. REDUCED/LOW
EFFECT. ALL RUNWAYS
CLOSED. ADVISE INTENTIONS
Pilot requests taxi

after landing
ATC will provide taxi

clearance
PHRASEOLOGY
(Aircraft identification), TAXI VIA
(taxi route)
Pilot requests
landing or takeoff
ATC will:
PHRASEOLOGY
CLEARANCE. RUNWAY
(number), ARRIVALS NOT
AUTHORIZED, ADVISE
INTENTIONS
Pilot chooses to land

or take off

a clearance cannot
be issued;
Provide the reason;
and
Request pilot
intentions.
When traffic permits,

ATC will:

a clearance cannot
be issued;
Provide
landing/take-off
information;
Notify the airport
operator; and
File a TC Aviation
Occurrence Report.
PHRASEOLOGY:
CLEARANCE RUNWAY (number),
WIND (if required), (other
information if required)
Note: Information may be:
traffic, hazards, obstructions,
runway exit, runway surface
conditions, or other pertinent
information
Page 3 of 6
28 MAY 15
OBSTRUCTED RUNWAY PROTECTED AREA

Controller unable to determine if runway or runway protected area is free/will be free of obstacles before:
a) the arrival crosses the threshold, or b) before the departure starts take-off roll
Scenario
Pilot Request
Pilot requests
landing or takeoff
Controller Action
ATC will:
ATC is unable to
issue a clearance
Pilot chooses to land

or take off
When traffic permits

ATC will:
Page 4 of 6

a clearance cannot
be issued;
Provide the reason;
and
Request pilot
intentions.

a clearance cannot
be issued;
Provide
landing/take-off
information;
Notify the airport
operator; and
File a TC Aviation
Occurrence Report.
Examples
PHRASEOLOGY:
CLEARANCE. RUNWAY
(number), PROTECTED AREA
OBSTRUCTED. ADVISE
INTENTIONS
Note: obstacles include
taxiing aircraft and ground
traffic.
PHRASEOLOGY:
CLEARANCE, WIND (if required),
(other information, if required)
conditions or other pertinent
information
28 MAY 15
REASONS OTHER THAN TRAFFIC

Scenario
Pilot Request
Pilot requests a
landing, takeoff or
other manoeuvre
ATC cannot issue a

clearance for a
reason other than
traffic
The airport/part
of the airport is
closed by the
operator; or
ATC is directed
by NAV
CANADA or
other authority
to deny taxi
clearance
ATC will:
Note: may
occur when:
Controller Action
Pilot chooses to
land/take off or
manoeuvre

a clearance cannot
be issued;
Provide the reason;
Quote pertinent
NOTAM(s) or
airport condition
directive(s); and
Request the pilots
intentions
When traffic permits,

ATC will:

a clearance cannot
be issued;
Provide required
landing, takeoff or
manoeuvring
information;
Notify the airport
operator; and
File a TC Aviation
Occurrence Report
Examples
PHRASEOLOGY:
(Aircraft identification), NOTAM
SPRINGBANK STATES RUNWAY
ZERO SEVEN IS CLOSED FOR
MAINTENANCE UNTIL (Date,
Time). ADVISE INTENTIONS
PHRASEOLOGY:
CLEARANCE, WIND (if required),
(other information, if required)
conditions or other pertinent
information
AT YOUR DISCRETION
Pilot Request
Controller Action
Examples
Push back
ATC will provide ground traffic, if

possible
PHRASEOLOGY:
(Aircraft identification), PUSH
BACK AT YOUR DISCRETION,
and if possible, TRAFFIC
(description)
Taxi on a non-manoeuvring area
Workload permitting, ATC will

provide information on traffic and
obstructions
PHRASEOLOGY:
(Aircraft identification), TAXI AT
YOUR DISCRETION, and if
necessary, TRAFFIC (description)
Page 5 of 6
28 MAY 15
AT YOUR DISCRETION
Pilot Request
Taxi on a manoeuvring area not
visible from the control tower or
non-manoeuvring area
Controller Action
ATC will provide ground traffic, if
possible
Examples
PHRASEOLOGY:
(Aircraft identification), (area) NOT
VISIBLE, TAXI AT YOUR
DISCRETION ON TAXIWAY
(name)
Note: This means that the
view of the manoeuvring area
is obstructed by a
structure(s); it does not
include restricted visibility due
to weather
Fixed-wing aircraft landing or

taking off from a non-manoeuvring
area that is approved for that
purpose
Note: may be an area at or
adjacent to the airport, not at
the airport, but in the control
zone; a water aerodrome; a
temporary landing area in the
control zone; etc.
Helicopter landing or takeoff from
a non-manoeuvring area that is
approved for that purpose
ATC will provide traffic and

obstruction information, and
control instructions as necessary
PHRASEOLOGY:
(Aircraft identification), TRAFFIC
(description), WIND (if required),
LAND/TAKE OFF AT YOUR
DISCRETION, and if necessary
FROM (location)
Publication Changes
A future edition of the Transport Canada Aeronautical Information Manual (TC AIM TP 14371E) will be
amended to reflect this information.
Validity
Effective 2 May 2013. For further information, please contact:
NAV CANADA
ATS Standards & Procedures
Tel:
E-mail:
613-563-5738
James Ferrier
Page 6 of 6
30 APR 15

PILOT PROCEDURES WHEN EXPOSED TO LASER AND
OTHER DIRECTED BRIGHT LIGHT SOURCES
Purpose
This aeronautical information circular (AIC) contains information and guidelines for flight crews when
encountering laser illuminations or other directed bright light sources while in flight. It also contains a link to
the Directed Bright Light Illumination Incident Report/Questionnaire for pilots.
Background
Directed bright light sources projected near airports or into any navigable airspace can cause potential flight
control disruptions and/or eye injury to pilots, crew members, and passengers. The number of laser
illuminations affecting aircraft has significantly increased during the past few years. In particular, the number
of laser incidents reported involving law enforcement helicopters has substantially increased.
Canada and the USA have both recorded numerous instances of laser exposures that have been disruptive to
flight operations. Flight crews may be startled; they may be affected by glare, flash blindness and/or
afterimage due to laser occurrences.
Definitions
Afterimage: The perception of light, dark, or coloured spots after exposure to bright light that may be
distracting and disruptive; the spots may persist for several minutes.
Directed bright light source: A device capable of emitting a beam of high-intensity light, such as a laser,
searchlight, spotlight, or image projector.
Flash blindness: A temporary vision impairment that interferes with the ability to detect or resolve a visual
target following exposure to a bright light.
Glare: A reduction or total loss of visibility produced by an intense light source, such as oncoming headlights,
in the central field of vision. These visual effects last only as long as the light is actually present and affecting
the individuals field of vision. Visible laser light can produce glare and interfere with vision even at low
energies, including levels well below that which produce eye damage.
Laser (or light amplification by stimulated emission of radiation): A device that produces an intense,
directional, coherent beam of light.
Startle: A sudden shock due to surprise or alarm, which can cause an adverse psychological or physiological
effect.
Page 1 of 4
30 APR 15
Discussion
Directed bright light sources, particularly laser beams, projected near airports or into any navigable airspace
can cause two flight safety concerns:
1.
The primary concern is when non-injurious, bright, directed light unexpectedly enters the
cockpit. Depending on the brightness level, the light could startle (a) flight crew member(s);
cause glare, making it difficult to see out the windscreen; or cause temporary vision
impairment (flash blindness and/or afterimage). The illumination and glare may be shortone
or a few bright flashesbut the startle and afterimage effects could persist for many seconds
or even minutes.
2.
A secondary concern is a laser beam so powerful that it causes temporary or permanent eye
injury to pilots, crew members, or passengers. Fortunately, this is only a remote possibility
because the laser power required to cause eye injury greatly exceeds that of lasers in
common use today.
Therefore, the most likely in-flight safety hazard is a bright non-injurious flash causing disruption in the cockpit
workflow. This disruption poses significant flight safety hazards when the cockpit workload increases below
10 000 ft AGL, such as during critical phases of flight (approach and landing); in dense traffic areas (terminal
environment and en-route areas); and in proximity to airports.
Even laser pointers can cause pilots to become distracted from their immediate tasks. Reports of pilots
exposed to persons using laser pointers have been increasing in number. Pilots flying law enforcement
helicopters have been particularly targeted by lasers.
Procedures
The primary purpose of this section is to outline preventive measures and incident procedures pilots can
follow to either prevent potential illuminations or minimize cockpit disruption. For simplicity, the following
procedures refer to laser illumination incidents; however, the same procedures should be applied regardless
of the source, whether it is a laser or any other directed bright light, such as a searchlight.
Preventive procedures
During aircraft operations into navigable airspace where laser illuminations are anticipated, flight crews
should:
1.
Consult NOTAMs for temporary laser activity. The NOTAM should include the location and
time of the laser operations.
2.
Avoid known permanent laser displays (e.g. Disney World). In the USA, these sites are
published in the Airport/Facility Directory, a Federal Aviation Administration (FAA) publication
available at <https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dafd/>.
Currently, there is only one permanent laser display site in Canada, located at the Shaw
Millennium Park in Calgary, Alta., (510258N 1140530W 5 NM SW AIRPORT) but it is only
being used for special events (e.g. Canada Day). A NOTAM is published on those specific
days.
3.
Turn on additional exterior lights to help ground laser safety observers locate the aircraft, so
they can respond by turning off the laser beam.
4.
Turn on thunderstorm lights to minimize cockpit illumination effects.
5.
Engage the autopilot.
6.
Have one flight crew member stay on the instruments to minimize the effects of a possible
illumination while in the area of expected laser activity.
7.
Consider using notch filter eye spectacles that protect against 514- and 532-nanometre laser
wavelengths, if flying a helicopter engaged in surveillance or medical evacuation.
Page 2 of 4
30 A P R 15
Incident procedures
If a laser beam illuminates a pilot in flight, the pilot should:
1.
Immediately look away from the laser source or try to shield their eyes with their hand or a
hand-held object to avoid, if possible, looking directly at the laser beam.
2.
Immediately alert the other flight crew member(s) and advise them of the illumination and its
effect on their vision.
3.
If vision is impaired, immediately transfer control of the aircraft to the other flight crew
member. If other flight crew members have been illuminated, engage the autopilot, if
equipped.
4.
Be very cautious of spatial disorientation effects (e.g. the leans). After regaining vision, they
should check cockpit instruments for proper flight status.
5.
Resist the urge to rub their eyes after a laser illumination, as this action may cause further
eye irritation or damage.
6.
Contact ATC and advise of a laser illumination. Use this terminology for all laser
incident/accident reports. If the situation dictates, declare an emergency.
7.
When time permits, provide ATC with an incident report that includes the laser location,
direction, and beam colour as well as the length of exposure (flash or intentional tracking)
and the effect on the crew.
NOTE:
To ensure that Transport Canada has sufficient information to analyze and

investigate occurrences, please complete the Directed Bright Light Illumination
Incident Report/Questionnaire at <http://tcapps/wwwdocs/Forms/260751E_1405-03_E_X.pdf> and send the completed form to
<services@tc.gc.ca>.
Medical follow-up procedures after an in-flight illumination

A crew member who has been subjected to a significant illumination and who experiences persistent
symptoms, such as pain or visual abnormalities (e.g. flash blindness and/or afterimage), should seek
immediate medical attention. In addition, they should contact a regional aviation medical officer (RAMO) or an
aviation medical officer at the earliest opportunity. The medical officer will provide assistance in locating the
nearest ophthalmologist or medical facility with experience in evaluating laser injuries. If outside Canada,
contact the Civil Aviation Medicine (CAM) Branch in Ottawa. An eye damaged by a laser beam starts to repair
itself immediately. Therefore, it is strongly recommended that an ophthalmologist, familiar with laser injury
examination requirements, evaluate the crew member within five hours of the exposure to determine the
nature of the injury and if it needs further follow-up action.
NOTE:
Because diagnosis can be difficult, especially for medical personnel who rarely, if
ever, see laser eye injuries, it should not be automatically assumed that a
particular symptom, abnormality or injury was caused by a given laser exposure.
Page 3 of 4
30 APR 15
For assistance, please contact one of the following:
Civil Aviation Medicine Branch Offices
HEADQUARTERS
Civil Aviation Medicine

Transport Canada
330 Sparks St.
Place de Ville, Tower C, Room 617
Ottawa ON K1A 0N8
Tel.: 613-990-1311 (General)
Fax: 613-990-6623
ATLANTIC REGION
New Brunswick, Nova Scotia, Prince Edward Island,

Newfoundland and Labrador
Transport Canada
330 Sparks St.
Place de Ville, Tower C, Room 617
Ottawa ON K1A 0N8
Tel.: 1-800-305-2059
Fax: 613-990-6623
QUEBEC REGION
ONTARIO REGION
Quebec
Ontario

Transport Canada
700 Leigh Capreol, Room 2007A
Dorval QC H4Y 1G7

Transport Canada
4900 Yonge St., 4th Floor
North York ON M2N 6A5
Tel.: 1-800-305-2059
Fax: 514-633-3247
Tel.: 1-800-305-2059
Fax: 416-952-0569
PRAIRIE AND NORTHERN REGION
Alberta, Yukon, Manitoba, Saskatchewan, Northwest

Territories and Nunavut
Transport Canada
1140-9700 Jasper Ave.
Edmonton AB T5J 4C3
Tel.: 1-800-305-2059
Fax: 780-495-4905
PACIFIC REGION
British Columbia
Transport Canada
600-800 Burrard St., Room 620
Vancouver BC V6Z 2J8
Tel.: 1-800-305-2059
Fax: 604-666-0145
Martin J. Eley
Director General
Civil Aviation
Page 4 of 4
02 APR 15

REVOKE VOR/DME RWY 14 INSTRUMENT APPROACH PROCEDURE
OTTAWA/MACDONALD-CARTIER INTERNATIONAL AIRPORT
NAV CANADA, the country's provider of civil air navigation services, conducted a preliminary analysis
that reviewed the requirement for the VOR/DME RWY 14 instrument approach procedure (IAP) at the
Ottawa/Macdonald-Cartier International airport. The analysis concluded that this IAP does not contribute to
airport access and recommended that it be revoked.
This change will take effect 30 April 2015 at 0901 Coordinated Universal Time (UTC). The appropriate
aeronautical publications will be amended.
NAV CANADA
Customer Service
77 Metcalfe Street
Ottawa, ON K1P 5L6
Tel.:
Fax:
E-mail:
800-876-4693
877-663-6656
James Ferrier
Page 1 of 1
02 APR 15

INSTRUMENT FLIGHT RULES (IFR) OPERATIONS USING
GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)
1.0
Introduction
This aeronautical information circular (AIC) describes the permitted uses of the GNSS, specifically the Global
Positioning System (GPS) and the Wide Area Augmentation System (WAAS), in Canadian IFR flight
operations.
1.1
References
a)
Transport Canada Aeronautical Information Manual (TC AIM) (TP 14371);
b)
Commercial and Business Aviation Advisory Circular (CBAAC) No. 0123RUse Of Global
Positioning System for Instrument Approaches;
c)
Transport Canada Civil Aviation (TCCA) Advisory Circular (AC) No. 700-006Required
Navigation Performance 4 (RNP 4) and Required Navigation Performance 10 (RNP 10)
Airspace;
d)
TCCA AC No. 700-015En Route Area Navigation Operations RNAV 5 (Formerly B-RNAV);
e)
TCCA AC No. 700-019Terminal and En Route Area Navigation Operations (RNAV 1

and 2);
f)
TCCA AC No. 700-023Required Navigation Performance Approach (RNP APCH);
g)
TCCA AC No. 700-024Required Navigation Performance Authorization Required

Approach (RNP AR APCH);
h)
TCCA AC No. 700-025Required Navigation Performance 1 (RNP 1).
2.0
Avionics
2.1
General
The following general provisions apply:

a)
GNSS indicated in AIP Canada (ICAO), Part ENR, Table 4.3 may be used for en route and
terminal operations.
b)
The avionics shall be approved in accordance with the applicable standards specified under
Equipment Requirements in this AIC.
c)
The avionics shall be installed and approved in accordance with appropriate sections of the
Canadian Aviation Regulations (CARs), Part VAirworthiness.
d)
Aircraft shall be equipped with an approved and operational traditional navigation system
appropriate to the area of operations. The avionics requirements for IFR flight are described
in CAR 605.18 Power-driven AircraftIFR.
e)
If the loss of GNSS navigation performance accuracy or integrity results in the inability to
support the planned flight operation, the pilot-in-command (PIC) shall advise the air traffic
service (ATS) as soon as practical.
Page 1 of 4
02 APR 15
2.2
Equipment Requirements
2.2.1
En Route and Terminal
The GNSS avionics must comply with the following technical standard orders (TSOs) issued by the U.S.
Federal Aviation Administration (FAA):
GPS equipment must comply with TSO C129/C129a (any class);
WAAS equipment must comply with TSO C145a/C145b/C145c/C145d or

C146a/C146b/C146c/C146d (Class 1, 2 or 3) or equivalent criteria.
For flight within Canadian minimum navigation performance specifications (CMNPS) airspace or required
navigation performance capability (RNPC) airspace, an installation meeting the requirements defined in
Part VIGeneral Operating and Flight Rules and Part VIICommercial Air Services of the CARs may serve
as the long-range navigation system. CMNPS and RNPC airspace is defined in the Designated Airspace
Handbook (DAH) (TP 1820) and illustrated in TC AIM, RAC chapter, Figure 12.1CMNPS, RNPC and
CMNPS Transitional Airspace.
2.2.2
Approach
Lateral navigation (LNAV) approaches, including overlays, may be flown using:
GPS (TSO C129/C129a, Class A1, B1, B3, C1 or C3); or
WAAS (TSO C145a/C145b/C145c/C145d or C146a/C146b/C146c/C146d, any class)

avionics.
Lateral/vertical navigation (LNAV/VNAV) approaches may be flown using:
WAAS (TSO C145a/C145b/C145c/C145d or C146a/C146b/C146c/C146d, Class 2 or 3)

avionics; or
multi-sensor flight management systems (FMS) (TSO C115b or later) with barometric vertical
navigation (BARO VNAV) capability, certified in accordance with FAA AC 20-129 or
equivalent.
Localizer performance with vertical navigation (LPV) approaches may only be flown using WAAS (TSO
C145a/C145b/C145c/C145d or C146a/C146b/C146c/C146d, Class 3 or 4) avionics.
3.0
En Route and Terminal Operations
GNSS equipment (GPS or WAAS) may be used for all en route and terminal operations, provided sufficient
navigation capability is available to continue to the planned destination or another aerodrome in the event of a
loss of GNSS navigation (in accordance with CARs, Part VIGeneral Operating and Flight Rules).
4.0
Approach Operations
4.1
RNAV (GNSS) Approaches
GPS- and WAAS-based approaches are charted as RNAV (GNSS) RWY XX, denoting that GNSS
navigation shall be used for approach guidance. Pilots and controllers shall use the prefix RNAV in radio
communications (e.g. cleared the RNAV RWY 04 approach). These approaches may have up to four
charted minima lines, as follows:
1.
LNAV only;
2.
LNAV/VNAV;
3.
LPV; and
4.
CIRCLING.
Page 2 of 4
02 A P R 15
4.2
GNSS Overlay Approaches
GNSS overlay approaches were introduced as a transition strategy while RNAV (GNSS) approaches were
being developed. As RNAV (GNSS) procedures are published, the corresponding overlay approach
procedure will be revoked.
Overlay approaches are traditional very high frequency omnidirectional range (VOR) or non-directional
beacon (NDB) based approaches that have been approved to be flown using the guidance of an IFR
approach certified GPS or WAAS. They are not localizer (LOC) based approaches. They are identified in the
Canada Air Pilot (CAP) with the letters GNSS in parentheses and in small capitals after the runway
designation [e.g. NDB RWY 04 (GNSS)].
When conducting GNSS overlay approaches:
4.3
the VOR, distance measuring equipment (DME), and/or NDB onboard navigation equipment
does not need to be installed and/or functioning (see Table 1); and
the underlying approach navigation aid(s) (NAVAID[s]) do(es) not need to be functioning
(see Table 1).
Approach Database
Approaches flown using GNSS must be retrieved from a current navigation database. The PIC is responsible
for ensuring that the navigation data matches the current CAP information as amended by NOTAM.
4.4
Alternate Aerodrome Requirements
Pilots can take credit for a GNSS-based approach at an alternate aerodrome when all of the following
conditions are met:
An approach completely independent of GNSS at the planned destination is expected to be

available at the estimated time of arrival (ETA).
The PIC verifies that LNAV approach-level receiver autonomous integrity monitoring (RAIM)
or WAAS integrity is expected to be available at the planned alternate ETA, taking into
account predicted satellite outages.
For TSO C129/C129a compliant GPS avionics and WAAS avionics when not in the
geostationary footprint/WAAS coverage area, the PIC verifies, periodically during the flight
and at least once before the mid-point of the flight, that approach-level RAIM is expected to
be available at the planned alternate ETA.
The published LNAV minima are the lowest landing limits for which credit may be taken when
determining alternate aerodrome weather minima requirements. No credit may be taken for
LNAV/VNAV or LPV minima.
For additional guidance on flight planning of GNSS-based approaches at alternate aerodromes, refer to the
TC AIM, COM 3.14.10GNSS and WAAS Approaches at Alternate Aerodromes.
Page 3 of 4
02 APR 15
5.0
Use of GNSS in Lieu of Ground-Based Aids (GNSS Substitution)
GNSS may be used in lieu of DME during en route/terminal/approach operations; it may be used in lieu of
conventional (VOR and NDB) for en route/terminal operations provided the following conditions are met:
an integrity alert is not displayed;
fixes that are part of a terminal instrument procedure are named, charted and retrieved from
a current navigation database; and
when ATS requests a position based on a distance from a DME facility for separation
purposes, reported GNSS distance from the same DME facility may be used by stating the
distance in miles and the DME facility name (e.g. 30 miles from Sumspot VOR, vice
30 DME from Sumspot VOR).
GNSS may not be used in lieu of ground-based aids for:
6.0
VOR and NDB final approach segment LNAV guidance on VOR- or NDB- instrument
approach procedures unless the instrument approach procedure is part of the GNSS overlay
approach program (see Table 1); or
LOC LNAV guidance (see Table 1 for GNSS substitution examples).
Operator Certification
Holders of air operator certificates (AOCs) issued under CARs, Part VIICommercial Air Services or holders
of private operator certificates issued under CARs, Part VI, Subpart 4Private Operators may require
authorization from Transport Canada Commercial Flight Standards to conduct some of the activities
described in this AIC.
Table 1. GNSS Substitution Examples
Approach Type
Failed Item
GNSS Substitution Allowed
NDB RWY 08R
Aircraft ADF* or
approach NDB
No
NDB/DME RWY 08R
Aircraft DME or
approach DME
Yes
NDB/DME RWY 08R (GNSS)
Aircraft ADF* or
approach NDB
Yes
VOR RWY 09
Aircraft VHF Navigation

or approach VOR
No
VOR/DME RWY 09 (GNSS)
Aircraft VHF Navigation

or approach VOR
Yes
Aircraft ADF*/DME or
missed approach NAVAID
Yes
ILS Y RWY 16
*ADF = automatic direction finder
Martin J. Eley
Director General
Civil Aviation
Page 4 of 4
05 MAR 15

NOTICE OF PLANNED EXPANSION OF MANDATE FOR DATA LINK
SERVICES IN THE NORTH ATLANTIC REGION
Introduction
The first phase of the mandate for data link services in the North Atlantic (NAT) region commenced
7 February 2013. As of that date, all aircraft operating on or at any point along two specified tracks within
the NAT organized track system (OTS) between flight level (FL) 360 to FL 390 (inclusive) during the OTS
validity period are required to be fitted with, and using, controller-pilot data link communications (CPDLC)
and Automated Dependent SurveillanceContract (ADS-C) equipment (see North Atlantic Operations
Bulletin 2012-031).
As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), Phase 2 of the mandate will begin
on 5 February 2015.
Purpose of Circular
This Aeronautical Information Circular (AIC) outlines the plan for Phase 2 of the NAT Data Link Mandate
(DLM). As detailed below, Phase 2 is planned to be implemented in three steps (2A, 2B and 2C),
commencing on 5 February 2015, 7 December 2017 and 30 January 2020, respectively. This AIC also
provides information on the expanded vertical and horizontal boundaries of NAT DLM airspace, policy for
flight planning into NAT DLM airspace and NAT DLM operating policies.
Background
As concluded at the forty-ninth meeting of the North Atlantic Systems Planning Group (NAT SPG), the
objectives of the NAT DLM are to enhance communication, surveillance and air traffic control (ATC)
intervention capabilities in the NAT region, in order to reduce collision risk and enable the NAT target level of
safety to be met, particularly in the vertical plane. ADS-C provides capabilities for conformance monitoring of
aircraft adherence to cleared route and FL, thereby significantly enhancing safety in the NAT region. ADS-C
also facilitates search and rescue operations and the capability to locate the site of an accident in oceanic
airspace. CPDLC significantly enhances air/ground communication capability and therefore controller
intervention capability.
The NAT SPG goals for the expansion of the NAT DLM to increase the level of aircraft data link system
equipage, are in concert with the International Civil Aviation Organization (ICAO) Global Air Navigation Plan
(GANP) (Doc 9750) Aviation System Block Upgrade (ASBU) Block 0, Module B0-40 (2013-2018). This
module calls for safety and efficiency improvements for enroute operations supported by data link. The NAT
SPG objectives are that by 2018, 90% of aircraft operating in the NAT region airspace at FL 290 and above
will be equipped with Future Air Navigation Systems 1/A (FANS 1/A) (or equivalent) ADS-C and CPDLC
systems and that by 2020, 95% of aircraft operating in that airspace, will be so equipped.
Page 1 of 5
05 MAR 15
Planned Vertical and Horizontal Boundaries for NAT Region DLM Airspace
Phase 2A, commencing 5 February 2015: FL 350 to FL 390 (inclusive) all tracks within the
NAT OTS. This phase applies to all aircraft operating on or at any point along the tracks;
Phase 2B, commencing 7 December 2017: FL 350 to FL 390 (inclusive) throughout the ICAO
NAT region;
Phase 2C, commencing 30 January 2020: FL 290 and above throughout the ICAO NAT
region.
Airspace Not Included in NAT Region DLM Airspace
Airspace north of 80 North (N). (Airspace north of 80N lies outside the reliable service area
of geostationary satellites);
New York Oceanic flight information region (FIR);
Air traffic services (ATS) surveillance airspace (i.e. airspace where surveillance is provided
by radar and/or automatic dependent surveillance-broadcast [ADS-B]), as depicted in State
Aeronautical Information Publications (AIP), provided:
the aircraft is suitably equipped (transponder/ADS-B extended squitter transmitter);

and
the entirety of the flight planned route is contained within ATS surveillance coverage.
For planning purposes, a depiction and description of the estimated extent of ATS surveillance airspace
considered to be exempt from the DLM in the NAT region on from 5 February 2015 is depicted in the chart
provided below.
Page 2 of 5
05 MA R 15
Northern boundary:
64N000W 68N010W 69N020W 68N030W 67N040W 69N050W 70N060W ADSAM.
Southern boundary:
RATSU (61N000W) 61N020W 63N030W 62N040W 61N050W SAVRY.
Page 3 of 5
05 MAR 15
Flights Allowed to Flight Plan into NAT Region DLM Airspace

The following flights will be permitted to flight plan to enter the NAT DLM airspace:
1.
Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C
data link systems. (NAT Regional Supplementary Procedures (ICAO Doc 7030) paragraphs
3.3.2 and 5.4.2 apply for CPDLC and ADS-C respectively); and
2.
Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR, or STATE in Item 18
of the flight plan. (Depending on the tactical situation at the time of flight, however, such
flights may not receive an ATC clearance which fully corresponds to the requested flight
profile).
Operational Policies Applicable To NAT Region DLM Airspace

Any aircraft not equipped with FANS 1/A (or equivalent) systems may request to climb or descend through the
NAT DLM airspace. Such requests, as outlined below, will be considered on a tactical basis.
Altitude reservation (ALTRV) requests will be considered on a case by case basis (as is done
today regarding NAT minimum navigation performance specifications [MNPS] airspace),
irrespective of the equipage status of the participating aircraft.
If a flight experiences an equipment failure AFTER DEPARTURE which renders the aircraft
unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to
operate in the NAT DLM airspace will be considered on a tactical basis. Such flights must
notify ATC of their status PRIOR TO ENTERING the airspace.
If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN NAT
DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared so as to
avoid the airspace, but consideration will be given to allowing the flight to remain in the
airspace, based on tactical considerations.
If a flight experiences an equipment failure PRIOR to departure which renders the aircraft
non-DLM compliant, the flight should re-submit a flight plan so as to remain clear of the
NAT regional DLM airspace.
European/North Atlantic (EUR/NAT) Interface Flight Planning

Where the NAT interfaces with the EUR data link implementation rule airspace, procedures will be
established by the air navigation service providers (ANSP) concerned to facilitate the vertical transition of
traffic to and from the NAT region DLM and the EUR data link implementation rule areas. The transition will
be conducted as soon as is practicable by the initial EUR domestic area along the common FIR / upper flight
information region (UIR) boundary bordering the NAT region DLM. The operator and the ANSP shall ensure
that the vertical transition is complete prior to crossing any subsequent FIR/UIR boundary.
Page 4 of 5
05 MA R 15
Further Information
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
E-mail:
James Ferrier
Page 5 of 5
6 MAR 14

TRIAL OF A FIVE-MINUTE ALONG-TRACK LONGITUDINAL SEPARATION
MINIMUM IN THE GANDER OCEANIC CONTROL AREA
Introduction
Since 28 March 2011, as part of a program to improve service provision in North Atlantic (NAT) airspace,
Gander area control centre (ACC) has conducted a trial of a five-minute longitudinal separation minimum as
applied between eligible aircraft pairs operating within the Gander and Shanwick oceanic control areas
(OCAs).
Application of this separation minimum is predicated on the use of Automatic Dependent
SurveillanceContract (ADS-C) periodic reports, which provide air traffic control (ATC) with increased
confidence in aircraft position reports and estimates, and direct controller-pilot communications (DCPC)
provided via controller-pilot data link communications (CPDLC).
The five-minute longitudinal separation minimum is intended to aid in the provision of optimum vertical
profiles, by means of mid-ocean flight level changes, for those suitably equipped aircraft.
NAT MNPS Longitudinal Separation

The current longitudinal separation minimum applied in NAT minimum navigation performance specifications
(MNPS) between turbojet aircraft pairs on the same track is 15 minutes, which may be reduced to 10 minutes
using the Mach number technique. All aircraft pairs, including those eligible for the five-minute separation, are
required to be separated by one of these minima prior to entry into NAT MNPS airspace.
The five-minute longitudinal separation minimum becomes available once eligible aircraft have entered the
Gander or Shanwick OCA, and ADS-C and CPDLC connections have been established. For this reason, it is
imperative that pilots request mid-ocean flight level changes from ATC, if it is determined that such changes
might result in a more fuel-efficient flight profile.
Operator Participation
Operators do not need to apply to be part of the trial and will be eligible for participation provided they have an
ADS-C and CPDLC log-on with Gander ACC and possess MNPS approval. Application of this specific
procedure by ATC will be transparent to flights that have received an altitude change clearance.
Flight crews must
adhere to the ATC-cleared Mach number; and
report any failure or malfunction of their global positioning system (GPS), ADS-C, or CPDLC
equipment to ATC as soon as it becomes apparent.
There will be no changes to the applicable Strategic Lateral Offset Procedure (SLOP).
Page 1 of 2
6 MAR 14
Trial Period
As noted during the 49th meeting of the NAT System Planning Group (SPG) (June 2013), all NAT Regional
safety assessment work required to support the five-minute longitudinal separation minimum has been
completed. The trial, originally scheduled to run until March 2014, will continue until such time as the
applicable International Civil Aviation Organization (ICAO) documentation has been approved.
Further Information
Doug Dillon, Manager
ACC Operations, Gander Area Control Centre
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
dillond@navcanada.ca
E-mail:
Chuck Montgomery
Director, AIS and Flight Inspection
Page 2 of 2
13 DEC 12

NOTICE OF MANDATE FOR DATA LINK SERVICES
IN THE NORTH ATLANTIC REGION
Introduction
It is widely acknowledged that data link services enhance surveillance and intervention capabilities, and its
availability constitutes a crucial component in providing safe, efficient, and sustainable operations, as well as
facilitating the future evolution of the air traffic management (ATM) system in the North Atlantic (NAT) region.
As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), all aircraft intending to conduct
flights in the portions of the NAT regional airspace defined below shall be fitted with, and shall operate
controller-pilot data link communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C)
equipment.
Purpose of Circular
This aeronautical information circular (AIC) outlines the defined airspace for the data link mandate, methods
of indicating equipage in flight plan, and details the timelines for implementation.
Background
The CPDLC and ADS-C implementation based on RTCA DO-258A/EUROCAE ED-100A (or ED-100) avionics
standards started in the International Civil Aviation Organization (ICAO) NAT region at the end of 1990. Data
link service enhances ATM surveillance and intervention capabilities and is seen as instrumental in reducing
the collision risk, particularly in the vertical plane, and meeting the NAT target level of safety (TLS). The use
of ADS-C vertical and horizontal deviation event contracts to conformance monitor aircraft help towards
quickly resolving this significant safety issue.
The use of ADS-C would also greatly facilitate search and rescue operations and location of an aircraft
following an accident in oceanic airspace.
In order to achieve the foregoing safety objectives, it is important to increase the level of data link equipage in
the NAT. The current level of data link usage in the NAT has reached 45-50% and continues to grow.
Introducing a mandatory data link equipment carriage requirement will increase the NAT data link equipage
level and help in meeting the NAT TLS.
Area of Applicability
The NAT data link mandate will be implemented incrementally, via two phases.
The first phase will commence 7 February 2013, with all aircraft operating on or at any point along two
specified tracks within the NAT organized track system (OTS) from flight level (FL) 360 to FL 390 inclusive
required to be fitted with and using CPDLC and ADS-C equipment. The mandate will be in effect during the
OTS validity period, and is applicable to those flights that will cross 30 W during the published track times.
The specified tracks will be those for which the predicted loading is in the higher percentage of overall
predicted NAT OTS loading on that day and shall be identified in the Remarks section of the NAT OTS
message. Non compliant aircraft will not be permitted to join or cross the specified tracks during the NAT OTS
validity period. However, continuous climb or descent through the specified levels may be available, subject to
traffic.
Page 1 of 2
13 DEC 12
The specified tracks will be published as part of the NAT OTS message in REMARKS 2.
Example:
REMARKS:
1.
TMI IS 108 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS
PART OF THE OCEANIC CLEARANCE READ BACK.
2.
ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS

TRACK B 360 370 380 390
TRACK D 360 370 380 390
END OF ADS-C AND CPDLC MANDATED OTS
The second phase will commence 5 February 2015 in specified portions of NAT minimum navigation
performance specifications (MNPS) airspace. The vertical and lateral dimensions of the airspace will be
defined and advertised at a later date.
Flight Planning
Operators intending to conduct flights in the airspace defined above shall be fitted with and shall operate
CPDLC and ADS-C. The appropriate equipage to be indicated in Item 10 (equipment and capabilities) of the
ICAO flight plan is as follows:
D1 ADS-C with FANS 1/A capabilities and
J2 CPDLC FANS 1/A HFDL and/or
J5 CPDLC FANS 1/A SATCOM (INMARSAT) and/or
J7 CPDLC FANS 1/A SATCOM (Iridium).
Further Information
Doug Dillon, Manager
ACC Operations, Gander Area Control Centre
NAV CANADA
P.O. Box 328
Gander, NL A1V 1W7
dillond@navcanada.ca
E-mail:
Rudy Kellar
Vice President, Operations
Page 2 of 2
13 DEC 12

IMPLEMENTATION OF A 50 NAUTICAL MILE LATERAL
SEPARATION MINIMUM IN THE EDMONTON
FLIGHT INFORMATION REGION/CONTROL AREA
Introduction
Edmonton area control centre (ACC) has completed operational readiness to apply a 50 nautical mile (NM)
lateral separation standard between aircraft authorized as required navigation performance (RNP) 10 or
RNP 4. Use of this standard harmonizes route spacing operations between the Edmonton flight information
region/control area (FIR/CTA) and the Anchorage Arctic FIR. Route filing practices are not affected by the
introduction of this procedure and application by air traffic control (ATC) will be transparent to flights.
This circular is intended to provide operators and State authorities with the applicable operational policies
and procedures.
Description of Airspace
The 50 NM lateral separation may be applied between aircraft authorized as area navigation (RNAV) 10
(required navigation performance (RNP) 10) or RNP 4 operating within the lateral boundaries of the Canadian
minimum navigation performance specification (CMNPS) portion of the Edmonton FIR/CTA and the entire
Anchorage Arctic FIR (see Figure 1 below). Within the Edmonton FIR/CTA, the lateral separation standard
applicable to flights that have not flight planned as authorized RNP 10 or RNP 4 will be 60 NM for flights
indicating CMNPS approval by filing X in field 10 of the International Civil Aviation Organization (ICAO)
flight plan.
Page 1 of 2
13 DEC 12
Figure 1: Depiction of the Arctic RNP 10 Region
ICAO Flight Plan Requirement

The letter R shall be inserted in Item 10 (Equipment) of the flight plan to indicate performance-based
navigation (PBN) approved. Additionally and as appropriate, PBN/ followed by A1 to indicate RNAV 10
(RNP 10) capability or L1 to indicate RNP 4 capability shall be inserted in Item 18.
Rudy Kellar
Page 2 of 2
22 SEP 11

VFR NAVIGATION CHARTSCLARIFICATION OF THE
MAXIMUM ELEVATION FIGURE
In future, the Maximum Elevation Figure (MEF) description in the legend will be replaced by the following:
The Maximum Elevation Figure (MEF) is depicted in THOUSANDS and HUNDREDS of feet
above sea level. The MEF represents the highest feature in each quadrangle. Flight at or
below the MEF may be at or below the highest obstruction in that quadrangle. Pilots
need to provide a margin for ground and obstacle clearance and for altimeter error. Please
see AIM 1 RAC 5.4 602.15 2b (NOTE) and AIM AIR 1.5 for detail. The MEF is calculated
based on terrain data and known and unknown obstacles.
Additional information
The MEF is calculated by taking the higher value of:
the top elevation of the highest obstacle plus the vertical accuracy (variable) of the terrain
source data; or
the elevation of the highest terrain plus 328 feet plus vertical accuracy of the terrain source
data.
Equations for clarity

Take the higher value of:
Where
is the top elevation of the highest obstacle in the quadrangle in feet;
is the vertical accuracy (in feet) of the terrain elevation data for the features;
is the elevation of the highest terrain feature in the quadrangle in feet; and
328
is the obstacle height (in feet) at or below which the feature may not appear on
the map.
Rudy Kellar
AIM is the Transport Canada Aeronautical Information Manual (TC AIM) TP 143
Page 1 of 1
27 SEP 07

NORTH AMERICAN FREE TRADE AGREEMENT (NAFTA) ADVISORY
This aeronautical information circular provides information on the North American Free Trade
Agreement (NAFTA) ratified by Canada, the United Mexican States and the United States of America,
which opened-up cross-border trade in Specialty Air Services (SAS).
Background
Ratified by Canada, the United Mexican States and the United States of America, the North American Free
Trade Agreement (NAFTA) came into force on January 1, 1994. Among other things, NAFTA opened up
cross-border trade in Specialty Air Services (SAS), defined in article 1213 of NAFTA as aerial mapping, aerial
surveying, aerial photography, forest fire management, fire fighting, aerial advertising, glider towing,
parachute jumping, aerial construction, heli-logging, aerial sightseeing, flight training, aerial inspection and
surveillance, and aerial spraying services. The effective date of NAFTA coverage for some of these services
was January 1, 1994, while coverage for other services was to be phased in for each signatory country in
accordance with Annex B to NAFTA. All services have been phased in as of January 1, 2001.
Meetings of government officials led to the issuance of a joint statement establishing Working Groups to
discuss standards and regulations pertaining to specialty air services and thus began a process for the
smooth implementation of SAS operations. Representatives from the three Civil Aviation Authorities (CAAs)
formed a Steering Committee to provide leadership during the process, and technical experts from each
country constituted Working Groups covering the areas of airworthiness, flight operations and personnel
licensing. This document identifies the process resulting from the efforts of the Steering Committee and
Working Groups.
Applicability
This advisory material applies to operators in each NAFTA signatory country who wish to conduct a crossborder SAS, as defined in Article 1213 of NAFTA. This information is exclusive to NAFTA SAS operations and
is not to be used for any other purpose.
Glossary
The following CAAs are referenced in this document:
The Direccin General de Aeronutica Civil (DGAC) - Mexico;
The Federal Aviation Administration (FAA) - United States of America; and
Transport Canada, Civil Aviation (TCCA) - Canada.
National CAA: The CAA responsible for the regulatory control of an operator when it applies for operating
authority and/or registration in another NAFTA country. The national CAA will normally be the same as the
state of registry for the aircraft and will be responsible for the regulatory oversight of aircraft on its register,
including but not limited to, maintenance and inspection requirements.
Host CAA: The CAA of a NAFTA country in which cross-border SAS are being conducted.
Operator: The organization engaged in a commercial SAS operation.
Page 1 of 12
27 SEP 07
Essential Qualified Non-Crewmembers: Personnel essential to SAS operations that support that service
and are trained by the operator prior to conducting the work under SAS. (Essential with respect to SAS
operations is defined as: required to properly conduct the SAS operation. The absence of these personnel
would make the actual operation impossible).
Flight Training is a term that applies to the following:
Certified Flight Schools: Those schools that hold an operating permit or certificate issued
by the CAA to conduct approved training for any pilot qualification.
Flight Training Operators: Those operators conducting training for an agricultural rating, a
seaplane rating, a multi-engine rating, a type rating, an instrument rating, an airline transport
pilot licence, or currency requirements.
SAS Operators: Those operators conducting specific operational training for a particular
SAS. Type-rating training may be included if the aircraft is used in that specific operation and
is specified on the air operator certificate or the NAFTA operating authority.
Definitions of SAS
The following is a list of SAS identified by NAFTA and shall include any other special-purpose operations
determined by the three CAAs to have similar characteristics.
NAFTA SAS are specialized commercial aviation operations involving the performance of the following:
Aerial Mapping: The operation of an aircraft for the purpose of mapping by use of a camera, or other
measuring and recording devices.
Aerial Surveying: The operation of an aircraft for the purpose of surveying by use of a camera, or other
measuring and recording devices.
Aerial Photography: The operation of an aircraft for the purpose of taking photographs or recording
information by use of a camera, or other measuring and recording devices.
Forest Fire Management: The operation of an aircraft for the purpose of fire detection and controls, as well
as for the purpose of dispensing any substance intended for forest fire suppression and prevention. This
includes carrying fire fighters, fire bosses and/or managers from the base camp into the fire area or the actual
fire site as well as within the fire zone.
Firefighting: The operation of an aircraft for the purpose of dispensing water, chemicals, and fire retardants
intended for suppressing a fire. This includes the carrying of fire fighters.
Aerial Advertising: The operation of an aircraft for the purpose of skywriting, banner towing, displaying
airborne signs, dispensing leaflets, and making public address announcements.
Glider Towing: The towing of a glider by a powered aircraft equipped with a tow hitch.
Parachute Jumping: The operation of an aircraft for the purpose of allowing a person to descend from that
aircraft in flight using a parachute during all or part of that descent.
Aerial Construction: The operation of a helicopter for the purpose of conducting external-load operations in
support of construction, hoisting of utilities, power line construction and erection of special purpose towers.
Heli-logging: The operation of a helicopter for the purpose of transporting timber suspended from
the fuselage.
Aerial Sightseeing: The operation of an aircraft for the purpose of providing recreation to passengers that
originates and terminates at the same airport or the same aerodrome.
Page 2 of 12
27 SEP 07
Flight Training: Training provided by certified flight schools and flight training operators who follow an
approved ground and flight syllabus, which permits students to meet all certification requirements for
obtaining an airman certificate or rating, and operational training provided by SAS operators.
Aerial Surveillance and Inspection: The operation of an aircraft for the purpose of conducting aerial
observation and patrols for surface events and objects.
Aerial Spraying: The operation of an aircraft for the dispersal of products, for the benefit of agriculture,
horticulture, public health or forestry but not including the dispensing of insects.
Recommended List of Publications
Annex 2 to the International Civil Aviation Organization (ICAO)

Convention on International Civil Aviation
Advisory Circular No. 707-001, TCCA
Aeronautical Information Manual (AIM), Canada
Publicacin de Informacin Aeronutica (PIA), Mexico
Aeronautical Information Manual (AIM)

Aeronautical Information Publication (AIP), United States
NAFTA Cross-Border SAS Operations

General Requirements
Validity
A NAFTA authorization and/or registration, unless amended, suspended or revoked, will

normally be valid for a maximum of one year and can be renewed. The renewal process will
be the same as the original authorization process.
Authorization/Registration Process
The SAS operators applying for Fire Fighting or Forest Management will be issued a letter of
registration for all operations conducted in the United States or all United States operators
applying for SAS operations in any Host country.
The SAS operator must be equipped and able to operate in each of the SAS applied for,
apply for and obtain authorization and/or registration from the national CAA, apply for and
obtain authorization and/or registration from the host CAA(s), and make application in the
official language(s) of the host country.
Special Conditions
Contracts, third party, and Qualified Non-Crewmember personnel essential to SAS:

The applicant shall identify the necessary personnel and their job function to the National
CAA along with an appropriate method of control (Training requirement or process) to
ensure the safe operation under the specialized SAS operation. This in no way allows for
or permits the SAS operator to transport these persons from other than the base camp to
the work zone. All personnel must provide their own means of commercial transportation
or other means of public or private travel to the base camp.
The applicant or current Holder of SAS Authorization and/or Registration would include
in their application the appropriate information to show their ability to use contract
personnel and the control of said personnel.
Page 3 of 12
27 SEP 07
Operational Conditions
Aircraft
The current and valid certificate of airworthiness and certificate of registration are required
from the National CAA. The operator must provide the National CAA with proof of the validity
of the documents.
Aircraft must have an original FAA or TCCA civil type certificate for all SAS operations. Exmilitary aircraft that have restricted-category certification based on military experience only
are not eligible, while those that are operating, as civil types may be eligible, provided that
they meet civil standards and are in a civil type configuration.
Foreign (third party-country) type-certificated aircraft must have both an FAA and a TCCA
type certificate.
Changes in type designs (that is, supplemental type certificates or repair design certificates)
issued by third party-countries on their own designs and manufactured products will be
acceptable, provided that there is a bilateral airworthiness agreement or the equivalent with
either the FAA or TCCA that specifically addresses design standards.
U.S. Registered Primary-category aircraft will not be used for flight training. Standardcategory airworthiness certificates will normally be required, except as otherwise approved by
the host CAA. SAS operators may conduct operational training in aircraft that are approved
for the particular SAS.
SAS operators may use leased aircraft of a foreign registry. The operator must have all pilots
or required flight crewmembers of these aircraft hold at least a commercial licence and rating
appropriate to the country of registry of said aircraft.
SAS Operations
As required by Annex 2 to the ICAO Convention, operators must comply with the general
operating and flight rules of the Host Country. Operators should be aware that there are
significant differences in the visual flight rules for each country.
NAFTA does not confer a right of entry into the host country. Prior to entry the operator is
advised to contact the Immigration Authority at the intended Port of Entry into the host
country, to verify the entry requirement.
Operators must also contact government agencies including customs, trade and commerce,
and environment, and other applicable agencies as necessary.
The SAS operator must contact the host CAA(s) (see Appendix II) prior to commencing initial
SAS operations in each geographic area, upon changing the type of SAS operation being
conducted, or upon subsequently returning to the original geographic area.
Operators based in one Host Country and operating in another Host Country require
authorization and/or registration from each host CAA.
As a minimum, a current and valid commercial pilot licence issued by the National CAA is
required for the specific operation. A licence validation issued by the Host CAA does not
meet this requirement.
Flight instruction towards the issuance of National CAA licences, permits and ratings may be
conducted in any Host Country by a person who holds a valid commercial pilot licence or
flight instructor rating, as applicable for the type of instructional activity, and who satisfies the
requirements of the National CAA (see Appendix III).
Flight instruction towards the issuance of host CAA licences, permits and ratings may be
conducted in any Host Country by a person who holds a valid commercial pilot licence or
flight instructor rating, as applicable for the type of instructional activity, and who satisfies
additional requirements specified by the applicable host CAA (see Appendix III).
Page 4 of 12
27 SEP 07
Flight-training operating authority will be granted to certified flight schools, flight training
operators and SAS operators according to the conditions specified by the host CAA.
Agricultural aircraft may be operated at an increased maximum takeoff weight (MTOW) if an

increased MTOW has been authorized by the National CAA and the increase does not
exceed 1.25 times the MTOW.
Maintenance shall be performed in accordance with the requirements of the National CAA
and state of registry.
Sightseeing operations shall be conducted by operators certificated by their National CAA for
commercial passenger-carrying operations.
The movement of essential qualified non-crewmember personnel from base camp to a fire
zone is not deemed to be air transportation, nor is the movement of qualified noncrewmember personnel from one base camp to another to continue the same work. These
are operational necessities included under SAS.
Specific Requirements
For Operations in Canada
Operators must provide TCCA with the name of the appropriately approved maintenance
organization that is providing the operators maintenance.
Proof of insurance must be carried on board the aircraft (see Appendix V).
Operators must comply with the Flight Time Limitations and Flight Duty Limitations and Rest
Periods regulations and standards requirements applicable to the operations to be conducted
(see CAR 700.15 and CAR Std 720.15, and CAR 700.16 and CAR Std 720.16).
Operators must comply with the survival-equipment requirements applicable to the operations
to be conducted (see Appendix IV).
Mexican flight schools must designate a qualified flight instructor responsible for operational
control. Operators must identify to TCCA the type of inspection or maintenance program
being used for each aircraft type (i.e. progressive, annual/at 100-hour intervals, or according
to the manufacturers recommended program or an approved program).
For Operations in Mexico
Operators must provide the DGAC with the name of the appropriately approved maintenance
The Publication de Informacin Aeronutica (PIA) is no longer required to be carried onboard the aircraft for SAS operations by foreign operators.
Proof of insurance must be provided with the application before a permit can be issued and
must be carried on board the aircraft (see Appendix V).
Operations will be conducted from approved runways or sites, unless otherwise authorized.
A special permit must be obtained for handling fuel other than at approved fuelling facilities.
Operators must participate in alcohol and drug-testing programs when conducting SAS
operations.
Operators must comply with the survival-equipment requirements applicable to the operations
conducted (see Appendix IV).
All night flights under visual flight rules (VFR) must have a special authorization.
Page 5 of 12
27 SEP 07
Flight training schools must obtain a public education certificate or a letter of authorization
from the Secretara de Educacin Pblica to teach ground school.
In addition to the DGAC authorization, operators of SAS (aerial photography, aerial

surveying, and aerial mapping) must obtain permission from the INEGI (Instituto Nacional de
Estadistica, Geografia e Informatica).
For Operations in the United States
Operators must provide the FAA with the name of the appropriately approved maintenance
Operators must participate in alcohol and drug-testing programs when conducting

sightseeing operations from a base in the United States (see Appendix II).
The maintenance and alteration of emergency parachutes must be certified by a

person authorized by the FAA.
Department of Transportation Order 97-7-03 (Specialty Air Service Operators of Canada and
Mexico) must be carried on board the aircraft. (See
<http://ostpxweb.dot.gov/aviation/IntAv/airnafta.pdf>)
Don Sherritt
Director, Standards
Civil Aviation
Page 6 of 12
27 SEP 07
APPENDIX I
Sample Documents
This appendix contains sample documents that may be used by operators when applying for SAS authority in
each NAFTA signatory country.
Operators Applying to their National CAA
Note: Applicants can obtain forms through contact information in Appendix II.
In Canada
Application for (FTA) Specialty Air Service Operations Canadian Air Operator
(TC Form 26-0592) <http://www.tc.gc.ca/air/menu.htm>
Note: select Forms catalogue from Resource Centre, select Click here to search, then
enter 26-0592 in Form Number:
In Mexico
Letter of Application for Operations under NAFTA
In the United States
Application for SAS operations except Fire Fighting and Forest Fire Management requires a
Certificate of Waiver or Authorization (FAA Form 7711-2) <http://www.faa.gov/>
Application for Fire Fighting/Forest Fire Management requires a written request for a Letter of
Registration.
Operators Applying to a Host CAA

In Canada
Application for Specialty Air Service Operations Free Trade Agreement (FTA)
(TC Form 26-0509) <http://www.tc.gc.ca/air/menu.htm>
Note: select Forms catalogue from Resource Centre, select Click here to search, then
enter 26-0509 in Form Number:
Authorization from National CAA
Proof of insurance
In Mexico
Letter of Request for Operations Under NAFTA
Proof of insurance
In the United States
Application for Certificate of Waiver or Authorization (FAA Form 7711-2)

<http://www.faa.gov/> or attachment to Letter of Registration
Proof of insurance
1.
National CAA authorization is required as part of the Host Application Process.
2.
The Host CAA will provide an information package outlining the application requirements.
Notes:
Page 7 of 12
27 SEP 07
APPENDIX II
Contact Information
Country
CAA Contact Office
Phone / Fax Numbers / Web sites
Canada
NAFTA Authorizations
Chief, Foreign Inspection

Division (AARJF)
Place de Ville
Tower C, 4th Floor
330 Sparks Street
Ottawa, ON KIA 0N8
Phone: 613-998-9074
Fax:
613-991-5188
http://www.tc.gc.ca/civilaviation/international
/foreign/menu.htm
Canada
NAFTA Policy and
Procedures
Program Manager,
Air Operator Certification
Certification and Operational
Standards Division (AARTF)
Place de Ville
Tower C, 4th Floor
330 Sparks Street
Ottawa, ON KIA 0N8
Phone: 613-998-8168
Fax:
613-991-5188
http://www.tc.gc.ca/civilaviation/
Mexico
Direccin de Transporte y Control

Aeronautico
Direccin General de Aeronutica
Civil
Providencia 807-4 Piso
Col. del Valle
C.P. 03100, Mxico, D.F.
Phone: 5255-5687-7620
Fax:
5255-5523-3419
http://www.sct.gob.mx/
United States
NAFTA Authorizations
Federal Aviation Administration,

Southwest Region
Dallas / Fort Worth International
Field Office, 14800 Trinity Blvd.,
Suite 300
Fort Worth, Texas 76155
Phone: 817-684-6700
817-684-6776
Fax:
817-954-1602
FAA: http://www.faa.gov/
U.S. Department of Transportation (DOT):
http://ostpxweb.dot.gov/aviation/IntAv/airnaft
a.pdf
United States
NAFTA Policy and
Procedures
Federal Aviation Administration

General Aviation and Commercial
Division AFS-800
800 Independence Avenue
Southwest
Washington, DC 20591
Phone: 202-267-8212
Fax:
202-267-5094
United States
Drug & Alcohol
Program Office
Implementation and Special

Projects Branch, AAM-810
800 Independence Avenue
Southwest
Washington, DC 20591
Phone: 202-267-8976
Fax:
202-267-5200
Page 8 of 12
27 SEP 07
APPENDIX III
Flight TrainingGeneral
Certified Flight Schools
Flight Training Operators
SAS Operators
Specialized training facilities

(for example, Flight Safety
International)
Training of pilots included,

regardless of whether they are
employed by that operator
All training authorized under a

certificate; see
Canadian Aviation Regulation
(CAR) 406.02; Federal Aviation
Regulation 141.11 (141.57); and
the Ley de Aviacin Civil, art. 39,
and Reglamento de la Ley de
Aviacin Civil.
Agricultural licence (DGAC)
Type rating
Recreational*
Seaplane rating
Currency requirements
Privateaeroplane and
helicopter*
Multi-engine rating
Commercialaeroplane and
helicopter*
Type rating
Flight instructor ratingaeroplane

and helicopter*
Instrument rating
Night flying privilegesaeroplane

and helicopter*
Airline transport pilot licence

Currency requirements
Notes:
1.
The flight training listed in the first column includes specific training activities, identified by an
asterisk that must be conducted under the authority of a certified flight school.
2.
The flight training listed in the second column may be conducted by certified flight schools or
by instructors operating under the authority of a flight training operator.
3.
The flight training listed in the third column may be conducted by an instructor operating
under the authority of an SAS under NAFTA for that type of SAS operation.
Page 9 of 12
27 SEP 07
Additional Pilot-Instructor Qualifications
Night Training in Mexico
A Canadian instructor must hold an instrument rating.
A United States instructor must hold a certified flight instructor - instrument (CFII) rating.
Seaplane Training
Canada requires instructors from Mexico and the United States to have 50 hours flight time
on seaplanes.
VFR Over-the-Top Training in Canada
A United States instructor must hold a CFII rating.
A Mexican instructor must hold an instrument rating.
Aerobatics Training in Canada
Instructors certified in Mexico and the United States who wish to teach aerobatics must hold
a Canadian authorization.
Aerobatics Training in Mexico
Canadian instructors wishing to teach aerobatics must hold a special permit and/or
authorization.
Training for a Flight Instructor RatingAerobatics in Canada
Instructors certified in Mexico and the United States who wish to conduct training for a flight
instructor rating-aeroplane-aerobatics must hold a Canadian authorization.
Flight Training for an Instructor RatingAeroplane or Helicopter
In Canada, TCCA requires instructors from Mexico and the United States to have 750 hours
flight instruction in the category (600 hours dual flight instruction for a civil pilot licence) and
have recommended 10 applicants for the private, commercial or recreational pilot permit
(RPP) flight test (maximum 3 for the RPP). Instructors from the United States must take an
evaluation flight.
In Mexico, the DGAC requires American instructors to have 3 years experience as a flight
instructor, 350 hours flight time in the category and class (150 hours in the aircraft), 30 hours
as pilot-in-command in the preceding two months, a written examination and a flight test.
Page 10 of 12
27 SEP 07
APPENDIX IV
Survival Equipment
Operations in Canada
Survival equipment must be carried to satisfy Canadian Aviation Regulations (CAR) 602.61.
This equipment includes provisions for shelter, water, fire and signaling. This section does
not apply where the aircraft is being operated in an area and at a time of year such that
survivability is not jeopardized. Specific information on the geographic location requirements
is included in A.I.M. Canada. A.I.M. information can be obtained by calling the Civil Aviation
Communication Centre 1-800-305-2059 or visiting
<http://www.tc.gc.ca/CivilAviation/Publications/menu.htm>
Operations in Mexico
Survival equipment must be carried to satisfy Normas NOM-012-SCT3-2001. This equipment

includes provisions for a first-aid kit, shelter, flotation devices (for over-water operations), a
fire extinguisher, an emergency locator transmitter, emergency rations and clothing, and
signaling. Emergency rations and clothing are required for remote locations only, appropriate
to the area being over flown. This information can be obtained by contacting the DGAC by
phone at (5255) 5687-7941 or by fax at (5255) 5523-6275. The information will be sent by
fax.
Page 11 of 12
27 SEP 07
APPENDIX V
Insurance Requirements
Canada
SAS operators must meet the insurance requirements contained in Canadian Aviation
Regulations (CAR) 606.02 and have passenger and third-party liability coverage to the limits
specified.
SAS operators must meet the insurance requirements contained in article 64 of the Ley de
Aviacin Civil and have passenger and third-party liability coverage to the limits specified.
Mexico
United States
Page 12 of 12
Sightseeing operators must meet the insurance requirements contained in Part 402 of the
Department of Transportation Regulations and have passenger and third-party liability
coverage to the limits specified.
28 SEP 06

EXEMPTION FROM SUBSECTION 602.34(2)
OF THE CANADIAN AVIATION REGULATIONS
Pursuant to subsection 5.9(2) of the Aeronautics Act, and taking into account that the exemption is both in the
public interest and not likely to affect aviation safety, I hereby exempt persons conducting IFR flight, in
Reduced Vertical Separation Minimum (RVSM) airspace while operating an RVSM certified aircraft,
from the requirement to operate at a cruising flight level appropriate to the track, as set out in the Table
referenced in subsection 602.34(2) of the Canadian Aviation Regulations (CARs), subject to the following
conditions.
Subsection 602.34(2) states: Subject to subsection (3), the pilot-in-command of an aircraft shall ensure that
the aircraft is operated at a cruising altitude or cruising flight level appropriate to the track, as set out in the
table to this section, unless the pilot-in-command is assigned another altitude or flight level by an air traffic
control unit and the aircraft is operated in level cruising flight
a)
at more than 3,000 feet AGL, in VFR flight; or
b)
in IFR flight.
Note:
Subsection 602.34(2) Table currently requires 2000 feet vertical separation

between FL290 to FL410 inclusive.
Purpose
This exemption will permit persons conducting IFR flight, in Reduced Vertical Separation Minimum
(RVSM) airspace while operating an RVSM certified aircraft, to operate at altitudes appropriate to track
between FL290 to FL410 inclusive, in accordance with the 1000 feet RVSM vertical separation. RVSM
procedures will permit certified RVSM aircraft to be operated with 1000 feet vertical separation in lieu of the
current 2000 feet separation. The implementation of RVSM in a designated portion of Northern Canadian
Airspace occurred on April 18, 2002, and in Southern Domestic Airspace on January 20, 2005.
Application
The exemption applies only to persons conducting IFR flight, within Reduced Vertical Separation Minimum
(RVSM) airspace while operating a RVSM certified aircraft.
Conditions
This exemption is subject to the following conditions:
1.
A person operating a RVSM certified aircraft in RVSM airspace shall conduct IFR flight, in
accordance with subsection 602.34(2) of the CARs, with reference to the following Table; and
2.
Persons conducting IFR flight, in Reduced Vertical Separation Minimum (RVSM) airspace
shall operate RVSM certified aircraft.
Page 1 of 3
28 SEP 06
Table
Cruising Altitudes and Cruising Flight Levels Appropriate to Aircraft Track
TRACK
000 - 179
TRACK
180 - 359
Column I
Column II
Column III
Column IV
IFR
VFR
IFR
VFR
1,000
3,000
5,000
7,000
9,000
11,000
13,000
15,000
17,000
3,500
5,500
7,500
9,500
11,500
13,500
15,500
17,500
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
4,500
6,500
8,500
10,500
12,500
14,500
16,500
Cruising Altitudes
or Cruising Flight
Levels 18,000
feet and below
IFR & CVFR
IFR & CVFR
190
210
230
250
270
290
310
330
350
370
390
410
450
490
530
570
180
200
220
240
260
280
300
320
340
360
380
400
430
470
510
550
Cruising Flight
Levels
180 to 590
RVSM
1,000 feet
separation
FL290-FL410
Validity
This exemption is in effect until the earliest of the following:
a)
The date on which an amendment to subsection 602.34(2) Table of the CARs comes into
effect;
b)
The date on which any condition set out in this exemption is breached; or
c)
The date on which this exemption is cancelled, in writing, by the Minister, where he is of the
opinion that it is no longer in the public interest, or that it is likely to affect aviation safety.
Cancellation
The exemption from subsection 602.34(2) of the Canadian Aviation Regulations issued on April 28, 2005, in
Ottawa, Ontario, Canada, by the Director General Civil Aviation, on behalf of the Minister of Transport, to
persons conducting IFR flight, in Reduced Vertical Separation Minimum (RVSM) airspace and
operating an RVSM certified aircraft, is hereby cancelled because it is the opinion of the Minister that it is
no longer in the public interest or is likely to affect aviation safety.
Page 2 of 3
28 SEP 06
Dated at Ottawa, Ontario, Canada, this 28th day of July, 2006, on behalf of the Minister of Transport,
Infrastructure and Communities.
Merlin Preuss
Director General
Civil Aviation
Page 3 of 3

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AIP Canada (ICAO)

to 0901Z 03 March 2016

Published by NAV CANADA in accordance with ICAO

AERONAUTICAL INFORMATION CIRCULAR

Exemption from Subsection 602.34(2) of the Canadian Aviation Regulations

North American Free Trade Agreement (NAFTA) Advisory

VFR Navigation ChartsClarification of the Maximum Elevation Figure

Implementation of a 50 Nautical Mile Lateral Separation Minimum in the Edmonton Flight

Trial of a Five-Minute Along-Track Longitudinal Separation Minimum in the Gander

Revoke VOR/DME RWY 14 Instrument Approach ProcedureOttawa/Macdonald-Cartier

Inability of Air Traffic Controllers to Issue Clearances (Replaces AIC 26/13)

Instrument Landing System (ILS) Replacement Program (Replaces AIC 5/14)

Assignment of ICAO Navigation Specifications to Canadian RNAV STAR Procedures

Depiction of Five-Nautical-Mile Buffers Around Special Use Airspace Contained Within

Enabling of Automatic Dependent Surveillance Contract in the Edmonton Flight Information

New Area Navigation Arrivals into Vancouver International Airport

Decommissioning of the VOR/DMEMedicine Hat, Alberta

Revoke the Oakbank VFR RouteWinnipeg, Manitoba

Taking Credit for LNAV/VNAV Minima at Alternate Aerodromes

Closed RNAV STAR Procedures

The following Aeronautical Information Circular has been cancelled:

AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1/16

AERONAUTICAL INFORMATION CIRCULAR 4/16

AERONAUTICAL INFORMATION CIRCULAR 3/16

wide area augmentation system (WAAS) inputs, or

barometric inputs (BARO VNAV).

Publication of the changes

AERONAUTICAL INFORMATION CIRCULAR 2/16

At uncontrolled airports, aircraft maneuvering on the ground may enter ILS

Sections 3.12.1 to 3.12.3 of the Canadian AIM should be reviewed to ensure an

AERONAUTICAL INFORMATION CIRCULAR 2/16

AERONAUTICAL INFORMATION CIRCULAR 1/16

operate an aircraft at an indicated airspeed of more than 250 knots if the

operate an aircraft at an indicated airspeed of more than 200 knots if the

Purpose of the Circular

limit the likelihood of bird strikes resulting in severe aircraft damage;

reduce the likelihood of flight delays and cancellations;

reduce aircraft down time caused by bird strike-related maintenance;

AERONAUTICAL INFORMATION CIRCULAR 1/16

Notifying Air Traffic Control

for operational considerations regarding other traffic, particularly in potential overtake

AERONAUTICAL INFORMATION CIRCULAR 1/16

AERONAUTICAL INFORMATION CIRCULAR 31/15

AERONAUTICAL INFORMATION CIRCULAR 30/15

North Atlantic Region Controller and Radio Operator Voice Communication

Aeronautical Radio Operator: Delayed CPDLC Messages

Flight Crew Procedures Voice Communication Procedures

Not include a position report;

AERONAUTICAL INFORMATION CIRCULAR 31/15

AERONAUTICAL INFORMATION CIRCULAR 31/15

AERONAUTICAL INFORMATION CIRCULAR 28/15

AIP Canada (ICAO)

Canada Flight Supplement (CFS)

Canada Water Aerodrome Supplement (CWAS)

Canada Air Pilot (CAP)

Enroute Low Altitude (LO) Charts

Enroute High Altitude (HI) Charts

Terminal Area Charts (TAC)

ICAO Type A Aerodrome Obstacle Charts

The Designated Airspace Handbook (DAH)

Transport Canada Aeronautical Information Manual

Relocation of Aeronautical Information

AERONAUTICAL INFORMATION CIRCULAR 28/15