RAC - 1.0 GENERAL

  1.1 Air Traffic and Advisory Services

The following is a list of control, advisory and information services that are available to pilots.

1.1.1 Air Traffic Services

The following air traffic control and information services are provided by ACCs and TWRs.

1. Airport control service is provided by airport TWRs to aircraft and vehicles on the manoeuvring area of an airport and to aircraft operating in the vicinity of an airport.
2. Area control service is provided by ACCs to IFR and CVFR flights operating within specified control areas.
3. Terminal control service is provided by ACCs to IFR and CVFR flights operating within specified control areas.
4. Terminal radar service is an additional service provided by IFR units to VFR aircraft operating within Class C airspace.
5. Alerting service notifies appropriate organizations regarding aircraft in need of search and rescue services, or alerts crash equipment, ambulances, doctors and any other safety services.
6. Altitude reservation service includes the service of the altitude reservation East (Gander) and altitude reservation West (Edmonton) in co-ordination with ACCs in providing reserved altitude for specified air operations in controlled airspace, and in providing information concerning these reservations and military activity areas in controlled and uncontrolled airspace.
7. AMIS is provided by ACCs for the collection, processing and dissemination of aircraft movement information for use by air defence units relative to flights operating into or within Canadian ADIZ.
8. ADCUS service is provided, on request, by ATC units for advance notification of customs officials for transborder flights from Canada to the United States. (See RAC 3.6.3 and FAL 2.3.2 for details on ADCUS service).
9. Flight information service is provided by ATC units to assist pilots of aircraft by supplying information concerning known hazardous flight conditions. This information will include data concerning unfavourable flight conditions and other known hazards; which may not have been available to the pilot prior to takeoff or which may have developed along the route of flight.

The ATC service has been established primarily for the prevention of collisions and the expediting of traffic. The provision of such service will take precedence over the provision of flight information service, but every effort will be made to provide flight information and assistance. Flight information will be made available, whenever practicable, to any aircraft in communication with an ATC unit, prior to takeoff or when in flight, except where such service is provided by the aircraft operator. Many factors (such as volume of traffic, controller workload, communications frequency congestion and limitations of radar equipment) may prevent a controller from providing this service.

VFR flights will be provided with information concerning:

1. severe weather conditions along the proposed route of flight;
2. changes in the serviceability of navigation aids;
3. conditions of airports and associated facilities;
4. other items considered pertinent to safety of flight.

IFR flights will be provided with information concerning:

1. severe weather conditions;
2. weather conditions reported or forecast at destination or alternate aerodromes;
3. changes in the serviceability of navigation aids;
4. condition of airports and associated facilities; and
5. other items considered pertinent to the safety of flight.

Flight information messages are intended as information only. If a specific action is suggested, the message will be prefixed by the term “ATC SUGGESTS…” or “SUGGEST YOU…” and the pilot will be informed of the purpose of the suggested action. The pilot is responsible for making the final decision concerning any suggestion.

Surveillance radar equipment is frequently used in the provision of information concerning hazards, such as chaff drops, bird activity and possible traffic conflictions. Due to limitations inherent in all radar systems, aircraft, chaff, etc., cannot be detected in all cases.

Whenever practicable, ATC will provide flights with severe weather information pertinent to the area concerned. Pilots may assist ATC by providing pilot reports of severe weather conditions they encounter. ATC will endeavour to suggest alternate routes available in order to avoid areas experiencing severe weather.

ATC will provide pilots intending to operate through chaff areas with all available information relating to proposed or actual chaff drops:

1. location of chaff drop area;
2. time of drop;
3. estimated speed and direction of drift;
4. altitudes likely to be affected; and
5. relative intensity of chaff.

Information concerning bird activity, obtained through controller’s observations or pilot reports, will be provided to aircraft operating in the area concerned. In addition, pilots may be warned of possible bird hazards if radar observation indicates the possibility of bird activity. Information will be provided concerning:

1. size or species of bird, if known;
2. location;
3. direction of flight; and
4. altitude, if known.

Radar traffic information and radar navigation assistance to VFR flights are contained in RAC 1.5.

1.1.2 Flight Advisory and Information Service

The following flight advisory and information services are provided by FICs and FSSs.

1.1.2.1 A FIC provides:

(a)  Pilot briefing service: the provision of, or consultation on, meteorological and aeronautical information to assist pilots in pre-flight planning for the safe and efficient conduct of flight. The flight service specialist adapts meteorological information, including satellite and radar imagery, to fit the needs of flight crew members and operations personnel, and provides consultation and advice on special weather problems. Flight service specialists accept flight plan information during a briefing (see RAC 3.2 for details).

(b)  FISE: the exchange on the FISE frequency of information pertinent to the en-route phase of flight. Air traffic information is not provided. Upon request from an aircraft, a FIC provides:

1. meteorological information: SIGMET, AIRMET, PIREP, aviation routine weather report (METAR), aviation selected special weather report (SPECI), aerodrome forecast (TAF), altimeter setting, weather radar, lightning information and briefing update;
2. aeronautical information: NOTAM, RSC, CRFI, MANOT and other information of interest for flight safety; and
3. relay of communications with ATC: IFR clearance and SVFR authorization.
   

En-route aircraft may submit to a FIC: PIREPs, IFR and VFR position reports (including arrival and departure times), revised flight plan or flight itinerary information and other reports, such as vital intelligence sightings (CIRVIS), fireball (meteorite) observations or pollution reports (see RAC 1.12 for details on pilot reports). Fuel dumping information may also be submitted for coordination with the appropriate ACC and for aeronautical broadcast needs (see RAC 6.3.4 for details).

(c) Aeronautical broadcast service: the broadcast on the FISE frequency, and on 126.7 MHz, of SIGMET, urgent PIREP and information concerning fuel dumping operations.

(d) VFR flight plan alerting service: the notification of RCCs and provision of communications searches when an aircraft on a VFR flight plan or flight itinerary becomes overdue and needs SAR aid.

(e) Flight regularity message service: the relay by FICs of messages between an aircraft in flight and the aircraft operating agency, and vice versa, when an agency with AFTN access subscribes to the service for an annual cost. Agencies interested in subscribing to this service should contact the NAV CANADA Customer Service Centre.

1.1.2.2 An FSS provides:

(a) AAS: the provision of information pertinent to the arrival and departure phases of flight at uncontrolled aerodromes and for transit through an MF area. AAS is provided on the MF and is normally in conjunction with VCS.

The elements of information listed below are provided, if appropriate, by the flight service specialist during initial aerodrome advisory communications with an aircraft:

1. active or preferred runway (see Glossary of Aeronautical Terms, GEN 5.1);
2. wind direction and speed;
3. air traffic that warrants attention;
4. vehicle traffic;
5. wake turbulence cautionary;
6. aerodrome conditions;
7. weather conditions; and
8. additional information of interest for the safety of flight.

The flight service specialist updates this information, when appropriate, after the initial advisory. Pilots are encouraged to indicate in initial transmissions to the FSS that information has been obtained from the ATIS or from an AWOS (or LWIS) broadcast, or use the phrase “HAVE NUMBERS” if runway, wind and altimeter information from the previous aerodrome advisory have been received, so that the flight service specialist does not repeat the information.

Mandatory reports by aircraft on the MF are critical for the FSS to be able to provide effective air traffic information. At certain FSS locations, air traffic information may also be based on radar display (see RAC 1.5.8 for details on the use of radar by an FSS). A pilot remains responsible for avoidance of traffic in Class E airspace.

Communications regarding TCAS events and displayed information should be limited to that required to inform the flight service specialist that the aircraft is responding to an RA. Discretion should be used in using the TCAS traffic display to ask questions regarding traffic in the vicinity of an aircraft. As would be expected, aircraft shown on a TCAS display may not match the traffic information provided by the flight service specialist.

NOTAM, RSC and CRFI are included in advisories for a period of 12 hr for domestic traffic, and 24 hr for international traffic, after dissemination by means of telecommunication. Aerodrome conditions published prior to these time limits should have been received in the pilot briefing or can be obtained on request.

Aerodrome lighting is operated by the FSS, unless otherwise indicated in the CFS. The flight service specialist relays ATC clearances, SVFR authorizations, and routinely informs the ACC of all IFR arrival times. The specialist also relays a VFR arrival report to a FIC upon request from an aircraft.

Pilots should be aware that a flight service specialist will alert the appropriate agencies for any aircraft that has received a landing advisory for an aerodrome that lies within an MF area and within radio communication range, if it fails to arrive within 5 min of its latest ETA, and communication cannot be re-established with the aircraft.

(b) VCS: the provision, at locations where AAS is provided, of instructions to control the movements of vehicles, equipment and pedestrians on manoeuvring areas of uncontrolled aerodromes. Flight service specialists will normally instruct vehicle traffic to leave the intended runway at least 5 min prior to the estimated time of landing or before a departing aircraft enters the manoeuvring area. The specialist will coordinate with the pilot prior to authorizing traffic to operate on the intended runway within less than 5 min of the estimated time of landing or the time an aircraft is ready for takeoff.

(c)VDF service: the provision of directional assistance to VFR aircraft. This service includes provision of homing, fix, track-out, and time, distance and ground speed estimates, but is not intended as a substitute for normal VFR navigation (see RAC 1.6 for details).

1.1.2.3 FICs and FSSs may provide:

(a)  RAAS: the provision, via RCO, of information pertinent to the arrival and departure phases of flight and for transit through an MF area.

RAAS consists in the issuance of the same type of information as in AAS, except that it is provided from a remote location. It is emphasized that the flight service specialist cannot observe the runways, taxiways, airspace or weather conditions in the vicinity of the aerodrome. Wind, altimeter and other weather information is usually extracted from the latest METAR or SPECI, and may not always be as representative of actual conditions as in AAS.

(b) VAS: the provision, via RCO, of information and advisories concerning the movements of vehicles, equipment and pedestrians on manoeuvring areas at designated uncontrolled aerodromes. VAS is provided at locations where RAAS is also provided. The flight service specialist will request vehicle traffic to leave the intended runway at least 5 min prior to the estimated time of landing, but cannot ascertain visually if the traffic has actually vacated the runway.

(c) Alerting service: the notification of appropriate organizations regarding aircraft in need of SAR services or alerts of crash equipment, ambulances, doctors and any other safety services. Alerting of a responsible authority, if experiencing unlawful interference (hijack), bomb threat or inability to communicate in the clear, is also included in this service.

(d) Emergency assistance service: the provision of aid to a pilot when in an emergency, or potential emergency situation, such as being lost, encountering adverse weather conditions or experiencing aircraft-related emergencies or equipment failure. At some locations, emergency navigational assistance is provided to a pilot who is lost or experiencing IMC, through the use of VDF equipment or by transferring the pilot to ATC for radar service (see RAC 1.6 for VDF service).

(e) NOTAM information service: the collection and dissemination of NOTAM, RSC and CRFI information by the flight service specialist. A pilot may report to a FIC or an FSS any hazards to the air navigation system that may need NOTAM distribution. The flight service specialist will distribute the information if it meets the criteria established in the Canadian NOTAM Procedures Manual.

(f)   Weather observation service: the observation, recording and dissemination of surface weather information for aviation purposes.

1.1.2.4 International Flight Service Station (IFSS)

An aeronautical station that provides a communications service for international air operators. Gander is the only IFSS in Canada.

1.1.3 RCOs and DRCOs

(a) RCOs are VHF transmitters/receivers installed at designated aerodromes to permit communications between aircraft and an FSS or FIC for the provision of FISE or RAAS. An RCO may also be installed at an off-aerodrome location to enhance en-route communication coverage for the provision of FISE by FICs.

The RCO system is being redesigned. Currently, in most areas of the country, these services are provided on one frequency, i.e. 126.7 MHz. In the final system configuration, FISE RCOs will use one of the following four frequencies: 123.275, 123.375, 123.475, or 123.55 MHz. At most RCO sites where one of these four FISE frequencies is used, 126.7 MHz will be retained but will not be active or monitored by a FIC. At these sites, as required, the FIC activates and transmits on 126.7 MHz to provide aeronautical broadcast service (broadcast of SIGMET or urgent PIREP) and to conduct communication searches for overdue aircraft. When the FIC transmits on 126.7 MHz, the FISE frequency is also automatically activated so that broadcasts occur simultaneously on the FISE frequency and on 126.7 MHz. RCOs with 126.7 MHz operated in this manner are published as 126.7 (bcst).

At certain isolated RCO sites, 126.7 MHz is the frequency used to provide all the required services (FISE, aeronautical broadcast service and to conduct communication searches for overdue aircraft). In these circumstances, it is continuously monitored by a FIC, and is published in the CFS as 126.7 (FISE) and on charts/maps as 126.7.

(b) A DRCO is a standard RCO that has had a dial-up unit installed to connect the pilot with an ATS unit (e.g. FIC) via a commercial telephone line. In this manner, the line is only “opened” after the communication has been initiated by the pilot or ATS. The radio range of the RCO is unaffected by the conversion.

Activation of the system by the pilot is accomplished via the aircraft radio transmitter, and is effected by keying the microphone button four times with a deliberate and constant action on the published DRCO frequency. The microphone push-to-talk button should be held down for a fraction of a second (¼ of a second, to be technically correct) for each keying action with no more than 1 second between each action. The entire process should take slightly less than 10 seconds.

The remote dial unit is designed to accept this constant and deliberate action so as to reduce the possibility of inadvertent activation from other sources. Consequently, if a microphone is keyed more than four times, or too rapidly (or too slowly), the system will not activate.

Once the communication link has been established, the DRCO equipment will answer the pilot with a pre-recorded voice message: “link established.” The link can only be actively disconnected by the ATS unit.

(i) Activation of the DRCO-Pilot Procedures

(A) Select the published RCO frequency on the aircraft radio transceiver.

(B) Key the radio microphone distinctly four times in a row, with no more than 1 second between each keying. If the keying procedure is successful, the pilot will hear a dial tone, signalling pulses (e.g. touch tones), and finally a ringing signal (see NOTE).
If the keying procedure has been successful, but the line is not available, the equipment will automatically disconnect, and the message, “try again” will be broadcast.

(C) Wait for the DRCO equipment to answer with the pre-recorded voice message, “link established.” This reply confirms that the phone link with ATS has been established. The pilot must now initiate the radio conversation as per standard radiotelephony practices,
e.g. “Quebec Radio, this is CESSNA GOLF ALFA DELTA TANGO, over.” It is important to note that the ATS specialist may be performing other duties (e.g. working on another frequency or taking a weather observation) and may not be able to acknowledge the pilot’s radio call right away.

(D) The RCO line can only be actively disconnected by the ATS unit.

(E) A “call terminated” message indicates that the telephone line has been inadvertently disconnected.

NOTE: If the dial tone, signalling, and ringing are not heard, the pilot can assume that either:

(a) the RCO is not within the radio range of the aircraft’s transceiver; or

(b) the RCO line has already been opened, and there is a pause in the communication between the pilot of another aircraft and the ATS unit.

The pilot may assume that the line is open and attempt to initiate communications with ATS. If no reply is received from ATS within a reasonable time interval, the pilot should reattempt the keying procedure when in closer proximity to the RCO site.

1.1.4 Arctic Radio

Arctic Radio operates from the North Bay FIC (Ontario). It provides FISE and emergency communication to aircraft operating in the Northwest Territories and Nunavut and in the vicinity of the ADIZ. It also provides radar position information (latitude and longitude, bearing and distance, altitude and ground speed) upon pilot request.

1.1.5 Military Flight Advisory Unit

DND operates Military Flight Advisory Unit (MFAU) which provide flight information services that enhance flight safety and efficiency. These services are available by calling the appropriate station followed by “Advisory”, i.e., “Namao Advisory”. MFAU provide en route flight information, airport advisory, ground control, field condition reports, flight planning, alerting service, navigation assistance, NOTAM, PIREPs, and weather reports. An MFAU may be used to accept and relay VFR and IFR position reports and ATC clearances.

  1.2 Services Other Than Air Traffic Services

1.2.1 Universal Communications

Universal Communications (UNICOM) is an air-to-ground communications facility operated by a private agency to provide Private Advisory Station (PAS) service at uncontrolled aerodromes. At these locations the choice of frequencies are 122.7, 122.8, 123.0, 123.3, 123.5, 122.75, 122.95, 123.35, 122.725, 122.775 and 122.825 MHz.

The use of all information received from a UNICOM station is entirely at the discretion of the pilot. The frequencies are published in aeronautical information publications as a service to pilots, but Transport Canada takes no responsibility for the use made of a UNICOM frequency.

An approach UNICOM (AU) is an air-ground communications service that can provide approach and landing information to IFR pilots. The service provider is required to ensure that

(a) meteorological instruments used to provide the approach and landing information meet the requirements stipulated under CAR 804.01(c) or the applicable exemption; and

(b) UNICOM operators meet the training requirements stipulated under CAR 804.01(c) or

(c) the applicable exemption.

Where the above standards are met, the AU operator may provide a station altimeter setting for the conduct of an instrument procedure as well as the wind speed and direction for the conduct of a straight-in landing from an
instrument approach.

Operators providing AU services may also advise pilots of the runway condition and the position of vehicles or aircraft on the manouvring area. Regulations and standards regarding the provision of these services from an AU are under development.

An AU will be indicated as "UNICOM" (AU) in the Canada Air Pilot and the Canada Flight Supplement.

1.2.2 Airport Radio/Community Aerodrome Radio Station

Airport radio (APRT RDO), in most cases, is provided by a community aerodrome radio station (CARS) and has been established to provide aviation weather and communication services to enhance aircraft access to certain aerodromes.

APRT RDO/CARS service is provided by observer-communicators (O/C) who are certified to conduct aviation weather observations and radio communications to facilitate aircraft arrivals and departures.

Hours of operation are listed in the Canada Flight Supplement (CFS) Aerodrome/ Facility Directory under the subheadings COM/APRT RDO.

Services provided by APRT RDO/CARS include the following:

1. Emergency Service: The O/C will respond to all emergency calls (distress, urgency and ELT signals), incidents or accidents by alerting a designated NAV CANADA FIC and appropriate local authorities.
2. Communication Service: The O/C will provide pilots with information in support of aircraft arrivals and departures, including wind, altimeter, runway and aerodrome status (including vehicle intentions and runway condition), current weather conditions, PIREPs and known aircraft traffic.

   NOTES:
   

   1: O/Cs are authorized to provide an altimeter setting for an instrument approach.

   2: O/Cs provide limited traffic information. APRT RDOs/CARS are located at uncontrolled aerodromes within MF areas. Pilots must communicate on the MF as per uncontrolled aerodrome procedures (see RAC 4.5.1 to 4.5.7, RAC 9.12, 9.13 and 9.14).

   3: O/Cs do not provide ATC services. At aerodromes within controlled airspace served by APRT RDO/CARS, pilots must contact ATS via the RCO, PAL or telephone to obtain special VFR authorization or IFR clearances.

   

3. Weather Observation Service: The O/C will monitor, observe, record and relay surface weather data for aviation purposes (METARs or SPECIs) in accordance with CAR 804 standards. The O/C may request PIREPs from pilots to confirm weather conditions, such as height of cloud bases.
4. Flight Plan/Flight Information Service: If necessary, at most APRT RDOs/CARS, O/Cs will accept flight plans/ itineraries; however, pilots are encouraged to obtain a full pre-flight briefing and then file their flight plan/itinerary with a FIC.

   NOTE: Pilots should be aware that O/Cs are only authorized to provide NOTAMs and weather information (METARs or SPECIs) for their own aerodrome. Information for other areas/aerodromes should be obtained from an FIC.

   At APRT RDO/CARS sites colocated with an RCO, pilots should open and close flight plans/itineraries, pass position reports and obtain FISE directly from the FIC via the RCO. At sites with no RCO, when requested by the pilot, the APRT RDO/CARS O/C will relay messages to open and close flight plans/ itineraries and position reports (IFR, VFR, DVFR) to a FIC.

5. Monitoring of Equipment/NAVAIDs: During the APRT RDO/CARS hours of operation, O/Cs will monitor the status of equipment related to aerodrome lighting, weather, communications, etc. Malfunctions will be reported to the designated NAV CANADA facility, and a NOTAM will be issued as required. For site-specific NAVAID monitoring by APRT RDO/CARS, refer to the CFS and Enroute Low Altitude and Enroute High Altitude charts.

1.2.3 Private Advisory Stations (PAS)-Controlled Airports

Aeronautical operators may establish their own private facilities at controlled airports for use in connection with company business, such as servicing of aircraft, availability of fuel, and lodging. The use of PAS at controlled aerodromes shall not include information relative to ATC, weather reports, condition of landing strips, or any other communication normally provided by ATC units.

1.2.4 Apron Advisory Service

Apron advisory service at most controlled airports is provided by ATS. However, some large airports are providing advisory service on aprons through a separate apron management unit staffed by airport or terminal operator personnel. This service normally includes gate assignment, push-back instructions, and advisories on other aircraft and vehicles on the apron. Aircraft entering the apron will normally be instructed by the ground controller to contact apron prior to or at the designated change-over point. Aircraft leaving the apron shall contact ground on the appropriate frequency to obtain taxi clearance before exiting the apron and before entering the manouvring area.

  1.3 ATIS

ATIS is the continuous broadcasting of recorded information for arriving and departing aircraft on VOT/VOR or a discrete VHF/UHF frequency. Its purpose is to improve controller and flight service specialist effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information.

ATIS messages are recorded in a standard format and contain such information as:

(a) airport name and message code letter;

(b) weather information, including:

(i) time;

(ii) surface wind, including gusts;

(iii) visibility;

(iv) weather and obstructions to vision;

(v) ceiling;

(vi) sky condition;

(vii) temperature;

(viii) dew point;

(ix) altimeter setting;

(x) pertinent SIGMETs, AIRMETs and PIREPs; and

(xi) other pertinent remarks;

(c) type of instrument approach in use, including information on parallel or simultaneous converging operations;

(d) landing runway, both IFR and VFR, including information on hold short operations and the stopping distance available;

(e) departure runway, both IFR and VFR;

(f) a NOTAM or an excerpt from a NOTAM, pertinent information regarding the serviceability of a NAVAID, or field conditions applicable to arriving or departing aircraft. These may be deleted from an ATIS message after a broadcast period of 12 hr at domestic airports or 24 hr at international airports;

(g) instruction that aircraft are to acknowledge receipt of the ATIS broadcast on initial contact with ATC.

Each recording will be identified by a phonetic alphabet code letter, beginning with "ALFA." Succeeding letters will be used for each subsequent message.

Example of ATIS Message:

TORONTO INTERNATIONAL INFORMATION BRAVO. WEATHER AT 1400 ZULU: WIND ZERO FIVE ZERO AT TWO ZERO, VISIBILITY FIVE HAZE, CEILING THREE THOUSAND OVERCAST, TEMPERATURE ONE EIGHT, DEW POINT ONE SIX, ALTIMETER TWO NINER FOUR SIX, PARALLEL ILS APPROACHES ARE IN PROGRESS. IFR LANDING ZERO SIX RIGHT, ZERO SIX LEFT. VFR LANDING ZERO SIX LEFT. DEPARTURE ZERO SIX LEFT. NOTAM: GLIDE PATH ILS RUNWAY ONE FIVE OUT OF SERVICE. INFORM ATC YOU HAVE INFORMATION BRAVO.

NOTE: Current time and RVR measurements will not be included in the ATIS message, but will be issued in accordance with current practices. Temperature and dew point information is derived only from the scheduled hourly weather observations.

Pilots hearing the broadcast should inform the ATC unit on first contact that they have received the information, by repeating the code word which identifies the message, thus obviating the need for the controller to issue information.

Example: .WITH BRAVO.

During periods of rapidly changing conditions that would create difficulties in keeping the ATIS message current, the following message will be recorded and broadcasted:

BECAUSE OF RAPIDLY CHANGING WEATHER/AIRPORT CONDITIONS, CONTACT ATC FOR CURRENT INFORMATION.

The success and effectiveness of ATIS is largely dependent upon the co-operation and participation of airspace users; therefore, pilots are strongly urged to take full advantage of this service.

  1.4 Use of Term "CAVOK"

The term "CAVOK" (KAV-OH-KAY) may be used in air-to-ground communications when transmitting meteorological information to arriving aircraft.

CAVOK refers to the simultaneous occurrence of the following meteorological conditions at an airport:

(a) no cloud below 5 000 feet, or below the highest minimum sector altitude, whichever is higher, and
no cumulonimbus;

(b) a visibility of 6 SM or more;

(c) no precipitation, thunderstorms, shallow fog, or low drifting snow.

This term, coupled with other elements of meteorological information, such as wind direction and speed, altimeter setting and pertinent remarks, will be used in transmissions directed to arriving aircraft and, where applicable, in the composition of ATlS messages. A pilot, on receipt of CAVOK, may request that detailed information be provided.

CAVOK does not apply to the provision of meteorological information to en route aircraft and, therefore, will not be used when such information is transmitted to aircraft engaged in that particular phase of flight.

  1.5 Radar Service

1.5.1 General

The use of radar increases airspace utilization by allowing ATC to reduce the separation interval between aircraft. In addition, radar permits an expansion of flight information services, such as traffic information, radar navigation assistance and information on chaff drops and bird activity. Due to limitations inherent in all radar systems, it may not always be possible to detect aircraft, weather disturbances, etc. Where radar information is derived from secondary surveillance radar (SSR) only (i.e., without associated primary radar coverage), it is not possible to provide traffic information on aircraft that are not transponder-equipped or to provide some of the other flight information. Radar systems are described in COM 3.14.

1.5.2 Procedures

Before providing radar service, ATC will establish identification of the aircraft concerned either through the use of position reports, identifying turns, or transponders. Pilots will be notified whenever radar identification is established or lost.

Examples:

RADAR-IDENTIFIED; or RADAR IDENTIFICATION LOST.

Pilots are cautioned that radar identification of their flight does not relieve them of the responsibility for collision avoidance or terrain (obstacle) clearance. ATC will normally provide radar-identified IFR and CVFR flights with information on observed radar targets. At locations where an SSR is used without collocated primary radar equipment, ATC cannot provide traffic information on aircraft without a functioning transponder.

ATC assumes responsibility for terrain (obstacle) clearance when vectoring en route IFR and CVFR flights and for IFR aircraft being vectored for arrival until the aircraft resumes normal navigation.

Vectors are used when necessary for separation purposes, when required by noise abatement procedures, when requested by the pilot, or whenever vectors will offer operational advantages to the pilot or the controller. When vectors are initiated, the pilot will be informed of the location to which the aircraft is being vectored.

Example:

TURN LEFT HEADING 050 FOR VECTORS TO VICTOR 300. FLY HEADING 020 FOR VECTORS TO THE VANCOUVER VOR 053 RADIAL. DEPART KLEINBURG BEACON ON HEADING 240 FOR VECTORS TO FINAL APPROACH COURSE.

Pilots will be informed when vectors are terminated, except when an arriving aircraft is vectored to the final approach course or to the traffic circuit.

Example: RESUME NORMAL NAVIGATION.

When an aircraft is vectored to final approach or to the traffic circuit, the issuance of approach clearance indicates that normal navigation should be resumed.

Normally radar service will be continued until an aircraft leaves the area of radar coverage, enters uncontrolled airspace, or is transferred to an ATC unit not equipped with radar. When radar service is terminated the pilot will be informed accordingly.

Example: RADAR SERVICE TERMINATED.

1.5.3 Radar Traffic Information

Traffic (or workload) permitting, ATC will provide IFR and CVFR flights with information on observed radar targets whenever the traffic is likely to be of concern to the pilot, unless the pilot states that the information is not wanted. This information may be provided to VFR aircraft when requested by the pilot.

If requested by the pilot, ATC will attempt to provide radar separation between identified IFR aircraft and the unknown observed aircraft.

When issuing radar information, ATS units will frequently define the relative location of the traffic, weather areas, etc., by referring to the clock position. In this system, the 12 o'clock position is based on the observed radar track rather than the actual nose of the aircraft. In conditions of strong crosswind, this can lead to a discrepancy between the position as reported by the controller and the position as observed by the pilot.

The following diagram illustrates the clock positions.

Traffic information when passed to radar-identified aircraft will be issued as follows:

1. Position of the traffic in relation to the aircraft's observed track.
2. Direction in which the traffic is proceeding.
3. Type of aircraft and altitude, if known, or the relative speed of the traffic.

Example:

TRAFFIC, 2 O'CLOCK 3 1/2 MILES, WESTBOUND, (type of aircraft and altitude, or relative speed).

An aircraft not radar-identified would be issued traffic information in the following manner:

1. Position of the traffic in relation to a fix.
2. Direction in which the traffic is proceeding.
3. Type of aircraft and altitude, if known, or relative speed.

Example:

TRAFFIC, 7 MILES SOUTH OF QUÉBEC NDB, NORTHBOUND, (type of aircraft and altitude, or relative speed).

1.5.4 Radar Navigation Assistance to VFR Flights

When requested by pilots, radar-equipped ATC units will provide assistance to navigation in the form of position information, vectors or track, and ground speed checks. Flights requesting this assistance must be operating within areas of radar and communication coverage, and be radar‑identified.

VFR flights may be provided with this service:

(a) at the request of a pilot, when traffic conditions permit;

(b) when the controller suggests and the pilot agrees; or

(c) in the interest of flight safety.

The pilot is responsible for avoiding other traffic and avoiding weather below VFR minima while on a VFR flight on radar vectors.

If a radar vector will lead a VFR flight into IFR weather conditions, the pilot must inform the controller and take the following action:

(a) if practicable, obtain a vector which will allow the flight to remain in VFR weather conditions; or

(b) if an alternative vector is not practicable, revert to navigation without radar assistance; or

(c) if the pilot has an IFR rating and the aircraft is equipped for IFR flight, the pilot may file an IFR flight plan, and request an IFR clearance.

Emergency radar assistance will be given to VFR flights which are able to maintain two-way radio communication with the unit, are within radar coverage, and can be radar identified.

Pilots requiring radar assistance during emergency conditions should contact the nearest ATC unit and provide the following information:

1. Declaration of emergency (state nature of difficulty and type of assistance required).
2. Position of aircraft and weather conditions within which the flight is operating.
3. Type of aircraft, altitude, and whether equipped for IFR flight.
4. Whether pilot has an IFR Rating.

Pilots unable to contact radar but in need of emergency assistance may alert radar by flying a triangular pattern (see SAR 4.5).

1.5.5 Obstacle Clearance During Radar Vectors

(a) IFR Flights

The pilot of an IFR flight is responsible for ensuring that the aircraft is operated with adequate clearance from obstacles and terrain; however, when the flight is being radar-vectored, ATC will ensure that the appropriate obstacle clearance is provided.

Minimum radar vectoring altitudes (lowest altitude at which an aircraft may be vectored and still meet obstruction clearance criteria), which may be lower than minimum altitudes shown on navigation and approach charts, have been established at a number of locations to facilitate transitions to instrument approach aids. When an IFR flight is cleared to descend to the lower altitude, ATC will provide terrain and obstacle clearance until the aircraft is in a position from which an approved instrument approach or a visual approach can be commenced.

If a communication failure occurs while a flight is being vectored at an altitude below the minimum IFR altitudes shown in the instrument approach chart, the pilot should climb immediately to the appropriate published minimum altitude, unless the flight is able to continue in Visual Meteorological Conditions (VMC).

On occasion, particularly during radar-vectored departures in mountainous regions, an aircraft's performance may be such that a climb to comply with a minimum vectoring altitude is not possible without manouvring the aircraft away from the desired track. Conversely, on descent, issuance of a descent clearance may be delayed because a particular minimum vectoring altitude precludes a controller from issuing a lower altitude until such time as the aircraft enters the sector for which the lower minimum vectoring altitude applies. When the aircraft is operated in VMC, an operational advantage may be gained for all concerned by having the pilot request and ATC authorize a visual climb or a visual descent, as applicable, with respect to obstacles and terrain while on radar vectors. ATC authorization of a visual climb or descent under these circumstances constitutes acceptance by the pilot of the responsibility for terrain and obstacle avoidance. IFR separation normally provided between aircraft for the applicable classification of airspace will be maintained during the visual climb or visual descent phase of flight. Once the aircraft reaches (or passes) a minimum IFR altitude or an appropriate minimum vectoring altitude, responsibility for terrain and obstacle clearance reverts to ATC for as long as the flight is being radar-vectored.

Visual climbs or descents should only be requested when the pilot is assured of continuous visual reference with the terrain and obstacles throughout that phase of flight. To aid in the flow of air traffic, a controller may suggest a visual climb/descent to the pilot. In this case, the pilot has the option of accepting or not accepting the suggestion.

Example:

ARE YOU ABLE TO MAKE A CLIMB/DESCENT TO (altitude) WHILE MAINTAINING TERRAIN CLEARANCE VISUALLY

- followed by -

CLIMB/DESCEND VISUALLY FROM (altitude) TO (altitude).

- and, if necessary -

IF NOT POSSIBLE, (alternative instructions) AND ADVISE.

(b) VFR Flights

The pilot of a VFR aircraft remains responsible for maintaining adequate clearance from obstacles and terrain when the flight is being radar-vectored by ATC.

If adequate obstacle or terrain clearance cannot be maintained on a vector, the pilot must inform the controller and take the following action:

(i) if practicable, obtain a heading that will enable adequate clearance to be maintained, or climb to a suitable altitude, or

(ii) revert to navigation without radar assistance.

1.5.6 Misuse of Radar Vectors

Pilots have, on occasion, for practice purposes, followed radar instructions issued to other pilots without realizing the potential hazard that accompanies such action.

ATC may require aircraft to make turns for radar identification; however, when more than one aircraft target is observed making a turn, identification becomes difficult or impossible. Should misidentification be the result of more than one aircraft following the instructions issued by ATC, it could be hazardous to the aircraft involved.

Any pilot wishing to obtain radar practice, however, needs only to contact the appropriate ACC or TCU and request practice radar vectors. Practice vectors will be issued to the extent that air traffic conditions permit.

1.5.7 Canadian Forces Radar Assistance

The Canadian Forces can provide assistance in an emergency to civil aircraft operating within the ADIZ.

No responsibility for the direct control of aircraft is accepted and radar assistance does not absolve the captain of the responsibility of complying with ATC clearances or other required procedures. Assistance consists of:

(a) track and ground speed checks-speeds in KT;

(b) position of the aircraft in geographic reference, or by bearing and distance from the station-distances are in NM and bearings in degrees True; and

(c) position of heavy cloud in relation to the aircraft.

To obtain assistance in the NWS area, call "Radar Assistance" on 126.7 MHz; or when circumstances require a MAYDAY call, use 121.5 MHz, giving all the necessary details. When assistance is required in ADIZ areas contact will have to be made on the 121.5 MHz frequency or on the UHF frequencies 243.0 or 364.2 MHz. Initial contact should be made at the highest practicable altitude. If air defence commitments preclude the granting of radar assistance, the ground station will transmit the word "UNABLE" and no further explanation will be given.

1.5.8 The Use of Radar in the Provision of AAS by FSSs

Certain FSSs are equipped with radar displays to aid in the provision of AAS to aircraft operating within, and in the vicinity of a MF area. Radar improves the situational awareness of the flight service specialist in an AAS environment and enhances the accuracy of aircraft traffic information.

Although radar is used at these FSSs, it must be emphasized that flight service specialists do not provide control services such as vectors or conflict resolution. Accordingly, pilots are responsible to watch for and provide their own separation from other aircraft, terrain and obstacles.

At FSSs equipped with radar, the flight service specialist may:

(a) Provide traffic information on observed radar targets. When issuing radar traffic information to radar-identified aircraft, the position of the traffic will be given with reference to the "12 hr-clock position."

(b) Issue traffic information on aircraft that are not radar identified by using references to geographical locations.

(c) Ask a transponder-equipped aircraft to "SQUAWK IDENT," if necessary. The flight service specialist will acknowledge the squawk. The phrase "This is an airport advisory service" may be stated if it is apparent that aircraft are not aware that there is no control service available. The phrase is a reminder to pilots that it is not a 'radar control service,' and that pilots remain responsible for collision avoidance and terrain (obstacle) clearance.

  1.6 VDF SERVICE

VDF equipment is available at selected airports across Canada
(see COM 3.10).

1.6.1 Purpose

The purpose of the VDF installation is to provide directional assistance to VFR aircraft. This equipment is not intended as a substitute for normal VFR navigation, but rather as an aid in times of difficulty.

A VFR aircraft encountering IMC is not normally given VDF headings, rather, on request, it is provided with position information relevant to the VDF site or some other location. However, should a VFR aircraft encountering IMC declare an emergency, directional assistance to the VDF site will be provided, if appropriate.

1.6.2 Equipment Operation

VDF information is electronically derived from radio signals transmitted from the aircraft. Since VHF transmissions are restricted to line-of-sight, altitude and location of the aircraft may limit the provision of the service. As in radio communication, the power of the transmitted signal will affect reception distance. Information may be obtained from either a modulated signal (speech transmission) or an un-modulated signal (mike button pressed-no speech). The length of the transmission is not critical since information can be obtained from a very short transmission (2 seconds).

1.6.3 Provision of Service

VDF service is provided when requested by the pilot or when suggested by the VDF operator (either an airport controller or a flight service specialist) and accepted by the pilot.

VDF service can be provided as follows:

• directional guidance to the VDF site;
• a bearing from the VDF site;
• track out assistance from the VDF site;
• estimated times or distances from the VDF site; or
• position fixes when used in conjunction with another VDF site, a VOR radial or a bearing from an NDB.

“No compass homing” and emergency descent through cloud (cloud breaking) services are provided when no other course of action is available, provided the pilot declares an emergency, or accepts the service suggested by the airport controller or flight service specialist. Note that cloud breaking can only be provided where procedures exist.

The VDF operator will provide the pilot with heading or bearing information relevant to the VDF site. Pilots planning to use the direction indicator as a heading reference during a VDF service should reset the direction indicator to the magnetic compass before requesting VDF service. Thereafter, the direction indicator should not be reset without advising the VDF operator.

1.6.4 Procedures

Pilots requesting VDF service will be asked to provide the VDF operator with the following information:

1. the position of aircraft, if known;
2. the present heading;
3. the altitude; and
4. the type of service requested.

In order to derive VDF information from the radio signals transmitted from the aircraft, when asked to “transmit for bearing” pilots should transmit the aircraft call-sign, hold the mike button for a few seconds and repeat their call-sign.

Pilots receiving VDF service retain their responsibility to see and avoid other traffic, to maintain appropriate terrain and obstacle clearance, and to remain in VFR weather conditions.

Example:

Pilot: KINGSTON RADIO. THIS IS PIPER GOLF HOTEL GOLF BRAVO. REQUEST VDF HOMING. APPROXIMATELY TWENTY MILES NORTHEAST OF KINGSTON, HEADING ONE-SEVEN-ZERO AT FIVE THOUSAND.

The VDF operator will provide the pilot with the headings required for homing to the VDF site.

VDF Operator: GOLF HOTEL GOLF BRAVO, KINGSTON RADIO, TRANSMIT FOR HOMING.

VDF Operator: GOLF HOTEL GOLF BRAVO, TURN LEFT, FLY HEADING TWO-TWO ZERO.

  1.7 ATC Clearances, Instructions and Information

Whenever an ATC clearance is received and accepted by the pilot, compliance shall be made with the clearance. If a clearance is not acceptable, the pilot should immediately inform ATC of this fact since acknowledgement of the clearance alone will be taken by a controller as indicating acceptance. For example, upon receiving a clearance for takeoff, the pilot should acknowledge the clearance and take off without undue delay or, if not ready to take off at that particular time, inform ATC of his or her intentions, in which case the clearance may be changed or cancelled.

A pilot shall comply with an ATC instruction that is directed to and received by the pilot, provided the safety of the aircraft is not jeopardized.

A clearance will be identified by the use of some form of the word "clear" in its contents. An instruction will always be worded in such a manner as to be readily identified, although the word "instruct" will seldom be included. Pilots shall comply with and acknowledge receipt of all ATC instructions directed to and received by them (CAR 602.31).

CAR 602.31 permits pilots to deviate from an ATC instruction or clearance in order to follow TCAS/ACAS resolution advisories. Pilots responding to a resolution advisory shall advise the appropriate ATC unit of the deviation as soon as practicable and shall expeditiously return to the last ATC clearance received and accepted, or the last ATC instruction received and acknowledged prior to the resolution advisory manouvre. Aircraft manouvres conducted during a resolution advisory should be kept to the minimum necessary to satisfy the resolution advisory. For more information on TCAS/ ACAS, see RAC 12.15.2.

ATC is not responsible for the provision of IFR separation to an IFR aircraft which carries out a TCAS or an ACAS resolution advisory manouvre until one of the following conditions exist:

(a) the aircraft has returned to the last ATC clearance received and accepted, or last ATC instruction received and acknowledged prior to the resolution advisory; or

(b) an alternate ATC clearance or instruction has been issued.

TCAS or ACAS does not alter or diminish the pilot-in-command's responsibility to ensure safe flight. Since TCAS/ACAS does not respond to aircraft which are not transponder-equipped or aircraft with a transponder failure, TCAS/ACAS alone does not ensure safe operation in every case. The services provided by ATC units are not predicated upon the availability of TCAS or ACAS equipment in an aircraft.

It should be remembered that control is predicated on known air traffic only and, when complying with clearances or instructions, pilots are not relieved of the responsibility for practising good airmanship.

A clearance or instruction is only valid WHILE IN CONTROLLED AIRSPACE. Pilots crossing between controlled and uncontrolled airspace should pay close attention to the terrain and obstacle clearance requirements.

ATS personnel routinely inform pilots of conditions, observed by others or by themselves, which may affect flight safety and are beyond their control. Examples of such conditions are observed airframe icing and bird activity. These are meant solely as assistance or reminders to pilots and are not intended in any way to absolve the pilot of the responsibility for the safety of the flight.

  1.8 Flight Priority

1.8.1

Normally, ATC provides control service on a first-come, first-served basis. However, controllers may adjust the arrival or departure sequence in order to facilitate the maximum number of aircraft movements with the least average delay. Altitude assignment may also be adjusted in order to accommodate the maximum number of aircraft at their preferred altitudes, or to comply with ATFM requirements.

Flight priority is provided to:

(a) an aircraft that is known or believed to be in a state of emergency;

NOTE: This category includes aircraft subjected to unlawful interference, or other distress or urgency conditions that may compel the aircraft to land or require flight priority.

(b) a MEDEVAC flight;

(c) military or civilian aircraft participating in SAR missions and identified by the radiotelephony call sign “RESCUE” and the designator “RSCU,” followed by an appropriate flight number;

(d) military aircraft that are departing on:

(i) operational air defence flights,

(ii) planned and co-ordinated air defence training exercises, and

(iii) exercises to an altitude reservation; or

(e) an aircraft carrying Her Majesty the Queen, the Governor General, the Prime Minister, heads of state, or foreign heads of government.

1.8.2 Minimum Fuel Advisory

Pilots may experience situations where delays caused by traffic, weather or any other reason, result in the pilot being concerned about the aircraft's fuel state upon reaching destination. In such cases, the pilot may declare to ATC that a MINIMUM FUEL condition exists. A MINIMUM FUEL declaration requires that the pilot:

(a) advise ATC as soon as possible that a MINIMUM FUEL condition exists;

(b) following an ATC communications transfer, advise the new sector or unit that a MINIMUM FUEL condition exists;

(c) be aware that this is not an emergency situation, but merely an advisory that indicates an emergency is possible should any undue delay occur;

(d) be aware that a minimum fuel advisory does not imply an ATC traffic priority although ATC special flight handling will be implemented; and

(e) declare an EMERGENCY if the pilot determines that the remaining usable fuel supply suggests the need for ATC traffic priority to ensure a safe landing. In this case, the pilot should indicate low fuel as the reason for the emergency and report to ATC the fuel remaining in minutes of flight.

ATC will take the following special flight handling action when advised that a MINIMUM FUEL condition exists:

(a) Be alert for any occurrence or situation that might delay the concerned aircraft and attempt to resolve any conflicts;

(b) Inform the aircraft of any anticipated delay as soon as becoming aware of such a delay;

(c) Inform the next sector or unit of the minimum fuel condition of the aircraft;

(d) Record the information in the unit log; and

(e) Be aware that an emergency situation may develop following a MINIMUM FUEL declaration.

In an effort to avoid confusion and to ensure that the appropriate ATC responses are provided, any non-standard phraseology used by the pilot referring to fuel or fuel shortage will cause ATC to immediately inquire if the pilot is declaring an emergency. Traffic priority will be given to a pilot who declares an emergency for fuel.

  1.9 Transponder Operation

1.9.1 General

Transponders substantially increase the capability of radar to detect aircraft, and the use of automatic pressure altitude reporting equipment (Mode C) enables controllers to quickly determine where potential conflicts could occur. Proper transponder operating procedures and techniques will provide both VFR and IFR aircraft with a higher degree of safety. In addition, proper usage of transponders with Mode C capability will result in reduced communications and more efficient service.

When pilots receive ATC instructions concerning transponder operation, they shall operate transponders as directed until receiving further instructions or until the aircraft has landed, except in an emergency, communication failure or hijack.

ATC radar units are equipped with alarm systems that respond when the aircraft is within radar coverage and the pilot selects the emergency, communication failure or hijack transponder code. It is possible to unintentionally select these codes momentarily when changing the transponder from one code to another. To prevent unnecessary activation of the alarm, pilots should avoid inadvertent selection of 7500, 7600 or 7700 when changing the code, if either of the first two digits to be selected is a seven; e.g., if it is necessary to change from Code 1700 to Code 7100, first change to Code 1100, then Code 7100, NOT Code 7700 and then Code 7100. Do not select "STANDBY" while changing codes as this will cause the target to be lost on the ATC radar screen.

Pilots should adjust transponders to "STANDBY" while taxiing for takeoff, to "ON" (or "NORMAL") as late as practicable before takeoff, and to "STANDBY" or "OFF" as soon as practicable after landing. In practice, transponders should be turned on only upon entering the active runway for departure and turned off as soon as the aircraft exits the runway after landing.

When the transponder or the automatic pressure altitude reporting equipment (Mode C) fails during flight where its use is mandatory, an aircraft may be operated to the next airport of intended landing and, thereafter, to complete an itinerary or to a repair base, if authorized by ATC.

ATC may, upon receiving a request, authorize an aircraft not equipped with a functioning transponder or Mode C to operate in airspace where its use is mandatory. The purpose of this advanced written request is to enable ATC to determine if the operation of the aircraft can be handled in the airspace at the time requested without compromising the safety of air traffic. Approval may be subject to such conditions and limitations deemed necessary to preserve safety. Pilots must obtain approval before entering airspace within which it is mandatory to be equipped with a functioning transponder and automatic pressure altitude reporting equipment. (This includes aircraft proposing to take off from an airport located within that airspace.)

1.9.2 Transponder Requirements

CAR 605.35 outlines the transponder operating rule, as well as the circumstance in which operation with an unserviceable transponder is permitted. It also outlines the procedures to follow in order to operate an aircraft within transponder airspace without being equipped with a transponder and automatic pressure-altitude reporting equipment. CAR 601.03 states that transponder airspace consists of:

1. all Class A, B and C airspace as specified in the Designated Airspace Handbook; and
2. any Class D or E airspace specified as transponder airspace in the Designated Airspace Handbook.

This includes all Class E airspace extending upwards from 10 000 ft ASL up to and including 12 500 ft ASL within radar coverage, as shown in Figure 1.1.

Pilots of IFR aircraft operating within controlled or uncontrolled high-level airspace shall adjust their transponder to reply on Mode A, Code 2000 and on Mode C, unless otherwise instructed by ATC.

NOTE: Pilots instructed to squawk a discrete code should not adjust their assigned transponder code when informed that radar or surveillance service is terminated, except as specified in RAC 11.14. The termination of radar or surveillance service does not necessarily constitute direction to change to Code 2000.

Figure 1.1 - Transponder Airspace

1.9.3 IFR Operations in Other Low Level Airspace

During IFR flight in controlled low level airspace other than that described in RAC 1.9.2, adjust your transponder to reply on Mode A, Code 1000, and on Mode C (if available), unless otherwise instructed by ATC. If an IFR flight plan is cancelled or changed to a VFR flight plan, the transponder should be adjusted to reply on the appropriate VFR code, as specified in the following paragraphs, unless otherwise instructed by ATC.

To enhance the safety of IFR flight in uncontrolled low level airspace, pilots are encouraged to adjust their transponders to reply on Mode A, Code 1000, plus Mode C (if available), unless otherwise instructed by ATC.

1.9.4 VFR Operations

During VFR flight in low-level airspace, adjust your transponder to reply on the following unless otherwise assigned by an ATS unit:

(a) Mode A, Code 1200, for operation at or below 12 500 ft ASL; or

(b) Mode A, Code 1400, for operation above 12 500 ft ASL.

Upon leaving the confines of an airspace for which a special Code assignment has been received, the pilot is responsible for changing to the Code shown in (a)or (b), unless assigned a new Code by an ATS unit.

NOTE: When climbing above 12 500 ft ASL, pilot should select Code 1200 until he/ she leaves 12 500 ft ASL, then select Code 1400. When descending from above 12 500 ft ASL, a VFR pilot should select Code 1200 upon reaching 12 500 ft ASL. Aircraft equipped with a transponder capable of Mode C automatic altitude reporting should adjust their transponder to reply on Mode C when operating in Canadian airspace unless otherwise assigned by an ATS unit.

1.9.5 Phraseology

ATS personnel will use the following phraseology when referring to transponder operation.

SQUAWK (code) – Operate transponder on designated Code in Mode A.

SQUAWK IDENT – Engage the “IDENT” feature of the transponder.

NOTE: A pilot shall operate the identification (“IDENT”) feature only when requested by an ATS unit.

SQUAWK ALTITUDE – Activate Mode C with automatic altitude reporting.

STOP SQUAWK MODE CHARLIE – Turn off automatic altitude reporting function.

RESET TRANSPONDER – Reset your transponder, and transmit the SQUAWK (code) currently assigned. This phraseology may be used if the target or identity tag data is not being displayed as expected.

VERIFY YOUR ALTITUDE – This phraseology may be used when it is necessary to validate altitude readouts by comparing the readouts value with an altitude reported by the aircraft. An altitude readout is considered valid if the readout value does not differ from the aircraft-reported altitude by more than 200 ft, and invalid if the difference is 300 ft or more.

NOTE: Readout values are displayed in 100-ft increments.

1.9.6 Emergencies

In the event of an emergency and if unable to establish communication immediately with an ATC unit, a pilot wishing to alert ATC to the emergency situation should adjust the transponder to reply on Code 7700. Thereafter, communication should be established with ATC as soon as possible, and the transponder should be operated as directed by ATC.

1.9.7 Communication Failure

In the event of a communication failure, the pilot should adjust the transponder to reply on Code 7600 to alert ATC to the situation. This does not relieve the pilot of the requirement to comply with the appropriate communications failure procedures for IFR flight.

1.9.8 Unlawful Interference (Hijack)

Canada, along with other nations, has adopted a special SSR transponder code (7500) for use by pilots whose aircraft are hijacked. ATC does not assign this code unless the pilot informs ATC of a hijack in progress.

Selection of the code activates an alarm system and points out the aircraft on radar displays. If the controller doubts that an aircraft is being hijacked (as could occur when a code change was requested and the hijack code appeared, rather than the assigned code), the controller will say, CONFIRM SQUAWK SEVEN FIVE ZERO ZERO. If the pilot answers yes, the controller will alert the ATC system. If the pilot replies no, the controller will re-assign the proper code. If the pilot does not reply, the controller will take this as confirmation that the use of code 7500 is intentional. If, after using code 7500, an aircraft changes to code 7700, or transmits a message including the phrase TRANSPONDER SEVEN SEVEN ZERO ZERO, it indicates that the aircraft is threatened by grave and imminent danger and requires immediate assistance.

  1.10 Collision Avoidance-Right of Way (CARs)

Reckless or Negligent Operation of Aircraft

602.01

No person shall operate an aircraft in such a reckless or negligent manner as to endanger or be likely to endanger the life or property of any person.

Right-of-Way - General

602.19

(1) Notwithstanding any other provision of this section,

(a) the pilot-in-command of an aircraft that has the right-of-way shall, if there is any risk of collision, take such action as is necessary to avoid collision; and

(b) where the pilot-in-command of an aircraft is aware that another aircraft is in an emergency situation, the pilot-in-command shall give way to that other aircraft.

(2) When two aircraft are converging at approximately the same altitude, the pilot-in-command of the aircraft that has the other on its right shall give way, except as follows:

(a) a power-driven, heavier-than-air aircraft shall give way to airships, gliders and balloons;

(b) an airship shall give way to gliders and balloons;

(c) a glider shall give way to balloons; and

(d) a power-driven aircraft shall give way to aircraft that are seen to be towing gliders or other objects or carrying a slung load.

(3) When two balloons operating at different altitudes are converging, the pilot-in-command of the balloon at the higher altitude shall give way to the balloon at the lower altitude.

(4) Where an aircraft is required to give way to another aircraft, the pilot-in-command of the first-mentioned aircraft shall not pass over or under, or cross ahead of, the other aircraft unless passing or crossing at such a distance as will not create any risk of collision.

(5) Where two aircraft are approaching head-on or approximately so and there is a risk of collision, the pilot-in-command of each aircraft shall alter its heading to the right.

(6) An aircraft that is being overtaken has the right-of-way and the pilot-in-command of the overtaking aircraft, whether climbing, descending or in level flight, shall give way to the other aircraft by altering the heading of the overtaking aircraft to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the pilot-in-command of the overtaking aircraft from this obligation until that aircraft has entirely passed and is clear of the other aircraft.

(7) Where an aircraft is in flight or manouvring on the surface, the pilot-in-command of the aircraft shall give way to an aircraft that is landing or about to land.

(8) The pilot-in-command of an aircraft that is approaching an aerodrome for the purpose of landing shall give way to any aircraft at a lower altitude that is also approaching the aerodrome for the purpose of landing.

(9) The pilot-in-command of an aircraft at a lower altitude, as described in subsection (8), shall not overtake or cut in front of an aircraft at a higher altitude that is in the final stages of an approach to land.

(10) No person shall conduct or attempt to conduct a takeoff or landing in an aircraft until there is no apparent risk of collision with any aircraft, person, vessel, vehicle or structure in the takeoff or landing path.

Right-of-Way - Aircraft Manouvring on Water

602.20

(1) Where an aircraft on the water has another aircraft or a vessel on its right, the pilot-in-command of the first-mentioned aircraft shall give way.

(2) Where an aircraft on the water is approaching another aircraft or a vessel head-on, or approximately so, the pilot-in-command of the first-mentioned aircraft shall alter its heading to the right.

(3) The pilot-in-command of an aircraft that is overtaking another aircraft or a vessel on the water shall alter its heading to keep well clear of the other aircraft or the vessel.

Avoidance of Collision

602.21

No person shall operate an aircraft in such proximity to another aircraft as to create a risk of collision.

Formation Flight

602.24

No person shall operate an aircraft in formation with other aircraft except by pre-arrangement between.

(a) the pilots-in-command of the aircraft; or

(b) where the flight is conducted within a control zone, the pilots-in-command and the appropriate air traffic control unit.

  1.11 Aerobatic Flight (CARs 602.27 and 602.28)

Aerobatic Manouvres - Prohibited Areas and Flight conditions

602.27

No person operating an aircraft shall conduct aerobatic manouvres

(a) over a built-up area or an open-air assembly of persons;

(b) in controlled airspace, except in accordance with a special flight operations certificate issued pursuant to Section 603.67;

(c) when flight visibility is less than three miles; or

(d) below 2 000 feet AGL, except in accordance with a special flight operations certificate issued pursuant to Section 603.02 or 603.67.

Aerobatic Manouvres with Passengers

602.28

No person operating an aircraft with a passenger on board shall conduct aerobatic manouvres unless the pilot-in-command of the aircraft has engaged in

(a) at least 10 hours dual flight instruction in the conducting of aerobatic manouvres or 20 hours conducting aerobatic manouvres; and

(b) at least one hour of conducting aerobatic manouvres in the preceding six months.

  1.12 Pilot Reports

1.12.1 General

Pilots are requested to make the following reports in the interests of national security, meteorite research and forest fire and pollution control.

1.12.2 CIRVIS Reports - Vital Intelligence Sightings

CIRVIS reports should be made immediately upon a vital intelligence sighting of any airborne and ground objects or activities which appear to be hostile, suspicious, unidentified or engaged in possible illegal smuggling activity.

Examples of events requiring CIRVIS reports are: unidentified flying objects, submarines, or surface warships identified as being non-Canadian or non-American; violent explosions; unexplained or unusual activity, including the presence of unidentified or suspicious ground parties in Polar regions, at abandoned airstrips or other remote, sparsely populated areas.

These reports shall be made to the nearest Canadian or U.S. government FIC or ATC unit.

A report via air/ground communications should include the words “CIRVIS CIRVIS CIRVIS”, followed by:

1. the identification of the reporting aircraft;
2. a brief description of the sighting (number, size, shape, etc.);
3. the position of the sighted object or activity;
4. the date and time of sighting in UTC;
5. the altitude of the object;
6. the direction of movement of the object;
7. the speed of the object; and
8. any identification.

1.12.3 Meteorite Reports

Reports of spectacular meteors (fireballs) that may be bright enough to cast shadows, that may be accompanied by a “sonic boom”, that may trail glowing particles, and that may explode with a burst of light and a loud sound several times in flight, should be reported by radio to the nearest ATS unit or to:

Transport Canada (AARQC)
Civil Aviation Contingency Operations
Ottawa ON K1A 0N8

Telephone:	1-613-947-5140
(Monday to Friday – 07:00 to 16:00 EST)
Fax:	1-866-993-7768 (24 hours)
E-mail:	avops@tc.gc.ca

1.12.4 Fire Detection - Northern Areas

The Department of Indian and Northern Affairs have requested the co-operation of all persons connected with aviation, in the prevention, detection and suppression of fires in the northern areas of Canada.

If smoke or other indications of fire are seen in any area, the local Forestry Warden, Game Management Officer, or member of the RCMP should be notified at once. If they are not available, the fire should be reported by collect telephone call to:

1. Superintendent of Forestry, Fort Smith, Northwest Territories, for fires in the Northwest Territories and Wood Buffalo National Park. [Tel. no. (867) 872‑7700].
2. Superintendent of Forestry, Whitehorse, Yukon Territory, for fires in the Yukon Territory. [Tel. no. 1-888-798-FIRE(3473)].

Reports should give the size and location of the fire, and the name and address of the person making the report. This information will assist fire crews in getting to fires with minimum delay and with the right type of equipment.

1.12.5 Pollution Reports

Any aircraft in the airspace above Canadian waters, Fishing Zones or Arctic Shipping Control Zones should inform the nearest Canadian FIC upon sighting any vessel discharging pollutants (oil) in Canadian waters, Fishing Zones or Arctic Shipping Control Zones.

On the east and west coasts, the waters extend to approximately 200 NM from the coast line. In the north, the area includes virtually all of the waters in the Canadian Arctic.

The FIC will relay any reported pollution incidents to the appropriate Coast Guard Centres.

  1.13 ATS Reports-Possible Contravention of the Canadian Aviation Regulations (CARs)

Under current regulation, ATS units are required to report to the Minister of Transport any aviation occurrence that may contravene the CARs.

Any investigation of the circumstances or subsequent decision on whether a breach has taken place is the responsibility of TC. Any necessary follow-up action will be conducted by TC Civil Aviation regulatory authorities.

  1.14 Conservation

1.14.1 Fur and Poultry Farms

Experience has shown that aviation noise caused by rotary wing and fixed wing aircraft flying at low altitudes can cause serious economic losses to the farming industry. The classes of livestock particularly sensitive are poultry (including ostriches and emus), because of the crowding syndrome and stampeding behaviour they exhibit when irritated and frightened, and foxes who, when excited, will eat or abandon their young. Avoid overflying these farms below 2 000 feet AGL.

Fur farms may be marked with chrome yellow and black strips painted on pylons or roofs. In addition, a red flag may be flown during whelping season (February - May).

Pilots are, therefore, warned that any locations so marked should be avoided and that during the months of February, March, April and May, special vigilance should be maintained.

1.14.2 Protection of Wildlife

It is desired to impress on all pilots the importance of wildlife conservation; to urge them to become familiar with the game laws in force in the various provinces; and to co-operate with all game officers to see that violations of game laws do not occur.

The following is a list of addresses where Provincial and Territorial Game Officers may be contacted in Canada. To obtain information with regard to the preservation of wildlife within the various provinces, please contact a game officer at one of the locations shown below. Information pertaining to the migratory bird regulations may be obtained directly from the Director General, Canadian Wildlife Service, Environment Canada, Ottawa ON KlA 0H3.

Natural Resources Services
Wildlife Management Division
Department of Environmental Protection
Petroleum Plaza, North Tower
9945 108 Street
Edmonton AB T5K 2G6

Tel.: 780-427-6733
Fax: 780-422-9557

Fish and Wildlife Branch
Dept. of Natural Resources and Energy
Province of New Brunswick
P.O. Box 6000
Fredericton NB E3B 5Hl

Tel.: 506-453-2440
Fax: 506-453-6699

Wildlife Management Division
Department of Renewable Resources
Gov. of the Northwest Territories
600-5102 50th Avenue
Yellowknife NT X1A 3S8

Tel.: 867-873-7411
Fax: 867-873-0293

Wildlife Branch
Min. of Environment, Lands and Parks
Province of British Columbia
Parliament Buildings
Victoria BC V8V 1X4

Tel.: 250-387-9717
Fax: 250-356-9154

Wildlife Branch
Department of Natural Resources
Province of Manitoba
P.O. Box 24
1495 St. James Street, Room 100
Winnipeg MB R3H 0W9

Tel.: 204-945-6799
Fax: 204-945-3077

Wildlife Division
Department of Natural Resources
Province of Newfoundland and Labrador
P.O. Box 8700
St. John's NL A1B 4J6

Tel.: 709-729-2630
Fax: 709-729-6629

Wildlife Division
Department of Natural Resources
Province of Nova Scotia
136 Exhibition Street
Kentville NS B4N 4E5

Tel.: 902-679-6091
Fax: 902-679-6176

Terrestrial Ecosystems Branch
Ministry of Natural Resources
Province of Ontario
90 Sheppards Avenue East, 6th Floor
North York ON M2N 3A1

Tel.: 416-314-1069
Fax: 416-314-1049

Fish and Wildlife Division
Dept. of Environmental Resources
Province of Prince Edward Island
P.O. Box 2000
11 Kent Street, 4th Floor
Charlottetown PE C1A 7N8

Tel: 902-368-4684
Fax: 902-368-5830

Société de la faune et des parcs du Québec
Centre d'information
Édifice Marie-Guyart, r.-d.-c.
675, boulevard René-Lévesque Est
Québec (Québec) G1R 5V7

Tel.: 418-521-3830
Fax: 418-646-5974

Wildlife Branch
Environment and Resource Mgmt.
Province of Saskatchewan
3211 Albert Street
Regina SK S4S 5W6

Tel.: 306-787-2314
Fax: 306-787-9544

Fish and Wildlife Branch
Department of Environment
Government of Yukon
P.O. Box 2703, 10 Burns Road
Whitehorse YT Y1A 2C6

Tel.: 877-667-5715
Toll free (in Yukon): 1-800-661-0408 ext. 5715
Fax: 867-393-6405

Department of Sustainable Development
Wildlife and Environmental Protection
Government of Nunavut
Iqaluit NU

Tel.: 867-975-5902
Fax: 867-975-5980

1.14.3 Reindeer, Caribou, Moose and Muskoxen Conservation

Pilots should be aware that flying low over herds of reindeer, caribou, moose or muskoxen may result in reducing the animal population. Accidents resulting in broken bones may increase. Exhausted and disorganized animals are more susceptible to be attacked by wolves; feeding is interrupted; and normal herd movement and reproductive functions may be seriously disrupted.

It is important that all pilots flying aircraft in the north country realize the value of these animals to native welfare. The co-operation of all is requested in eliminating any action which might lead to unnecessary losses of these valuable animals.

Pilots should not fly at an altitude less than 2 000 feet AGL when in the vicinity of herds of reindeer or caribou.

1.14.4 Migratory Bird Protection

The migratory bird regulations prohibit the killing of game birds through the use of an aeroplane.

Pilots should be aware that serious damage can be done to migratory bird harvest areas due to low flying aircraft. Geese particularly are in great fear of aircraft; and their movements may be seriously disorganized by such interference. These geese are a valuable asset to Canada. As several species are nearing extinction, it is felt that every effort should be made to preserve them.

1.14.5 National, Provincial and Municipal Parks, Reserves and Refuges

To preserve the natural environment of parks, reserves and refuges and to minimize the disturbance to the natural habitat, overflights should not be conducted below 2 000 feet AGL.

The landing or takeoff of aircraft in the national parks and national park reserves may take place at prescribed locations.

To assist pilots in observing this, boundaries are depicted on the affected charts. The following is taken from the National Parks Aircraft Access Regulations (98-01-29):

(1) Subject to subsection (2) and Section 5 no person shall take off or land an aircraft in a park except in a park set out in column I of an item of the schedule, at a take-off and landing location set out in column II of that item.

(2) No person shall take off or land an aircraft in a park set out in column I of any of items 1 to 6 of the schedule unless that person holds a permit.

Schedule (Sections 2 and 5)

Item	Column I Park	Column II Take-off and Landing Location
1.	Auyuittuq Reserve	Any location
2.	Ellesmere Island Reserve	Any location
3.	Northern Yukon National	(a) Margaret Lake at latitude 68˚50'00"N, longitude 140˚08'48"W (b) Nunaluk Spit at latitude 69˚34'17"N, longitude 139˚32'48"W (c) Sheep Creek at latitude 69˚10'07"N, longitude 140˚08'48"W (d) Stokes Point at latitude 69˚19'49"N, longitude 138˚44'13"W
4.	Kluane Reserve	(a) Big Horn Lake at latitude 61˚08'30"N, longitude 139˚22'40"W (b) Quinteno Sella Glacier at latitude 60˚36'20"N, longitude 140˚48'30"W (c) Hubbard Glacier at latitude 60˚34'00"N, longitude 140˚07'30"W (d) Cathedral Glacier at latitude 60˚14'15"N, longitude 138˚58'00"W (e) South Arm Kaskawulsh Glacier at latitude 60˚30'30"N, longitude 138˚53'00"W
5.	Kluane National Park	(a) Lowell Lake and Lowell Lake Bar at latitude 60˚17'10"N, longitude 137˚57'00"W (b)Onion Lake at latitude 60˚05'40"N, longitude 138˚25'00"W
6.	Nahanni Reserve	(a) Rabbit kettle Lake at latitude 61˚57'00"N, longitude 127˚18'00"W (b) Virginia Falls at latitude 61˚38'00"N, longitude 125˚38'00"W
7.	Wood Buffalo National Park	Garden Creek Airstrip at latitude 58˚42'30"N, longitude 113˚53'30"W

  1.15 Wildlife Hazards

1.15.1 Intoduction

Trends indicate that there is a growing risk of collisions between wildlife and aircraft. This risk is due largely to corresponding increases in the populations of some hazardous species-such as deer, geese and gulls-and the numbers of aircraft operations across Canada.

All aviation stakeholders have a role to play in reducing the risks of wildlife strikes. Pilots can take three simple steps to help improve safety:

1. Increase awareness of wildlife and the hazards they pose to aviation.
2. Learn what risk-reduction and communication measures are in place at frequented airports.
3. Become familiar with the bird/wildlife strike report form, and be sure to file a report in the event of any wildlife encounter.

This section provides information to help pilots gain a better appreciation of:

• measures airports must take to identify and control wildlife hazards, and to communicate with pilots about these hazards;
• bird/wildlife-strike reporting procedures; and
• migratory bird activity.

1.15.2 Airport Wildlife Management

In force since May 16, 2006, a new CAR recognizes that lands on and around airports often provide food and shelter for wildlife species that can be hazardous to air travel. Division III of CAR 302-Airport Wildlife Planning and Management, requires most Canadian certified airports to minimize risks, primarily by identifying and countering potentially hazardous species. Airports that are subject to the regulation must develop, implement and maintain plans for the management of these species.

The process of identifying wildlife hazards and measuring the risks they pose is called risk analysis. Under CAR 302, an airport operator must conduct a risk analysis as one of the first steps in creating an airport wildlife management plan. Pilots should be aware that these analyses must include consultations with representative samples of airport users, such as flight schools, airlines and pilots.

1.15.3 Communication of Wildlife Hazards

Provisions of CAR 302 also require airport operators to put in place effective communication and alerting procedures to quickly notify pilots of wildlife hazards.

• Pilots should monitor ATIS and air-ground communications for information concerning wildlife hazards, particularly during spring and autumn migration periods when bird activity is at its peak. In unusual circumstances, a NOTAM may be used to identify these hazards.
• Pilots who encounter wildlife on an airport are asked to immediately:
  • notify ATS, and
  • take appropriate steps to minimize the risk associated with their flight.
• Pilots who frequent Canadian certified airports are encouraged to ask about measures in place to ensure effective communication and to counter wildlife hazards.

1.15.4 Bird/Wildlife-Strike Reporting Procedures

To comply with CAR 302, airport wildlife management plans must be based on current wildlife-strike data, which is compiled by, and made available through, Transport Canada. Airports must report all bird/wildlife strikes to Transport Canada and keep records of these events; however, bird/wildlife strike reports can be filed by anyone, including airline personnel, ground crews and pilots.

Strike reporting is one of the most valuable contributions members of the aviation community can make in an effort to reduce wildlife risks. The data is vital to national and international airport wildlife management efforts, and one of the most important tools in tracking wildlife trends and determining hazards at locations across Canada.

Pilots are asked to report any knowledge of bird/wildlife strikes, no matter how inconsequential the event may seem. Even information about a near miss can help authorities learn more about the presence of potentially-hazardous species, and the nuances of encounters between aircraft and wildlife.

In cases of bird strikes, reports should include the species whenever possible. Species identification provides airport operators with important data that enables them to effectively focus risk mitigation efforts. If the species is unknown, but bird remains are available from the incident, pilots may consult with airport wildlife management personnel for help identifying the species. Airport personnel may also decide to submit the remains to the Smithsonian Institution, Division of Birds. Transport Canada maintains a formalized agreement with this organization for the purpose of species identification.

An important regulatory trigger

CAR 302 requires an airport operator to amend its wildlife management plan, and submit it to Transport Canada for review within 30 days of the amendment, if a turbine-powered aircraft:

• suffers damage as a result of a collision with wildlife other than a bird;
• collides with more than one bird; or
• ingests a bird through an engine.

This process of review and amendment helps ensure wildlife management plans are as current as possible, addressing continual fluctuations in the wildlife hazards at airports.

The review-and-amendment process is also set in motion when a variation in the presence of wildlife hazards is observed in an airport’s flight pattern or movement area. Pilots can help mitigate risk by reporting to Transport Canada any significant changes in the numbers or behaviour of hazardous wildlife at airports that are visited regularly.

Bird/wildlife strike report form

Hard copy forms (form number 51-0272) are available in bulk from the Transport Canada Order Desk:

Web site: www.tc.gc.ca/transact
Toll-free (North America only): 1-888-830-4911
Local: 613-991-4071
Fax: 613-991-2081
E-mail: mps@tc.gc.ca

To complete and submit a bird/wildlife strike report online:

www.tc.gc.ca/aviation/applications/birds/en/default.asp

Reports can also be made through a toll-free hotline:

1-888-282-BIRD (282-2473)

Figure 1.2 - Bird/Wildlife Strike Report

 

Figure 1.3(a) -Spring Migration Routes - Cranes, Ducks and Canada Geese

Figure 1.3(b) -Spring Migration Routes - Other Geese

Figure 1.3(c) -Spring Migration Routes - Swans (Flight Altitudes to 12 000 feet)

Figure 1.4(a)-Autumn Migration Routes - Cranes, Ducks and Canada Geese)

Figure 1.4(b)-Autumn Migration Routes - Other Geese

Figure 1.4(c)-Autumn Migration Routes - Swans