RAC - 12.0 AIR TRAFFIC CONTROL (ATC) SPECIAL PROCEDURES

• 12.1 Adherence to Mach Number
• 12.2 Parallel Offset Procedures
• 12.3 Structured Airspace
• 12.4 Required navigation Performance Capability (RNPC) Airspace
  • 12.4.1 Definition
  • 12.4.2 Aircraft Navigation Equipment for RNPC
  • 12.4.3 Operator Certification for RNPC
  • 12.4.4 Flight Planning
  • 12.4.5 RNAV/DME Distance
  • 12.4.6 RNAV Equipment Failure Procedures
• 12.5 CMNPS Airspace
  • 12.5.1 Definition
  • 12.5.2 CMNPS Transition Airspace
  • 12.5.3 Aircraft Navigation Equipment for CMNPS
  • 12.5.4 Operator Certificate for CMNPS
  • 12.5.5 Flight Planning
  • 12.5.6 Partial or Complete Loss of Navigation Capability While Operating With in CMNPS Airspace
  • 12.5.7 A/G Communications
• 12.6 Canadian Domestic Routes
  • 12.6.1 General
  • 12.6.2 North American Route Program (NRP)
  • 12.6.3 Preferred IFR Routes
  • 12.6.4 Fixed RNAV Routes
  • 12.6.5 Northern Control Area Random Routes
  • 12.6.6 Arctic Control Area Random Routes
• 12.7 Canadian Track Structures
  • 12.7.1 ACA Track System
  • 12.7.2 Northern Organized Track System
  • 12.7.3 NCA Track System
  • 12.7.4 SCA Track Structure
  • 12.7.5 NAR System
• 12.8 Security Control of Air Traffic
  • 12.8.1 General
  • 12.8.2 Emergency Security Control of Air Traffic Plan (ESCAT)
• 12.9 Air Traffic Flow Management (ATFM)
• 12.10 Flow Control Procedures
• 12.11 Fuel Conservation High Level Airspace
• 12.12 Altimeter Setting Procedures During Abnormally High Pressure Weather Conditions
  • 12.12.1 General
  • 12.12.2 Flight Procedures
• 12.13 Formation Flight Procedures
  • 12.13.1 General
  • 12.13.2 Format on Flight Planning Procedures
  • 12.13.3 IFR and CVFR Format on Flight
• 12.14 Photographic Survey Flights
• 12.15 Traffic Alert and Collision Avoidance Systems and Airborne Collision Avoidance Systems
  • 12.15.1 General
  • 12.15.2 Use of TCAS/ACAS
  • 12.15.3 Transport Canada TCAS/ACAS Policy
  • 12.15.4 Operational Approval
  • 12.15.5 Airworthiness Approval
  • 12.15.6 Pilot Immunity from Enforcement Action for Deviating from Clearances
  • 12.15.7 Mode S Transponder Approval and Unique Codes
  • 12.15.8 Pilot/Controller Actions
  • 12.15.9 Pilot and Controller Interchange
  • 12.15.10 Recommended Use
• 12.16 RVSM
  • 12.16.1 Definitions
  • 12.16.2 RVSM Airspace
  • 12.16.3 ATC Procedures
  • 12.16.4 In-Flight Procedures
  • 12.16.5 Flight Planning Requirements
  • 12.16.6 Operation of Non-RVSM Aircraft in RVSM Airspace
  • 12.16.7 Delivery Flights for Aircraft that are RVSM-Compliant on Delivery
  • 12.16.8 Airworthiness and Operational Approval and Monitoring
  • 12.16.9 Monitoring
  • 12.16.10 NAARMO
  • 12.16.11 ACAS II
  • 12.16.12 Mountain Wave Activity (MWA)
  • 12.16.13 Wake Turbulence
  • 12.16.14 In-Flight Contingencies

  12.1 Adherence to Mach Number

(a) Within CDA, aircraft shall adhere to the Mach number assigned by ATC, to within 0.01 Mach, unless approval is obtained from ATC to make a change or until the pilot receives the initial descent clearance approaching destination. If it is necessary to make an immediate temporary change in the Mach number (e.g. because of turbulence), ATC shall be notified as soon as possible that such a change has been made.

(b) If it is not possible to maintain the last assigned Mach number during en route climbs and descents because of aircraft performance, pilots shall advise ATC at the time of the climb/descent request.

  12.2 Parallel Offset Procedures

(a) ATC may request that an aircraft fly a parallel offset from an assigned route. This manœuvre and subsequent navigation is the responsibility of the pilot. When requested to offset or regain the assigned route, the pilot should change heading by 30˚ to 45˚ and report when the offset or assigned route is attained.

(b) In a radar environment, ATC will provide radar monitoring and the required separation.

(c) In a non-radar environment, ATC will apply parallel offsets to RNPC-certified aircraft operating within high-level RNPC airspace in order to accomplish an altitude change with respect to same direction aircraft.

(d) The following phraseology is normally used for parallel offset procedures:

“(Flight identification) PROCEED OFFSET (number) miles (right/left) OF CENTRELINE (track/route) AT (point/now) UNTIL (point/time).”

  12.3 Structured Airspace

During specific periods, certain portions of domestic high-level airspace may be structured for one-way traffic in which cruising flight levels inappropriate to the direction of the aircraft track may be assigned by ATC. Aircraft operating in a direction contrary to the traffic flow will be assigned those cruising flight levels appropriate to the direction of track except in specific instances, such as turbulence. When the airspace is not structured for one-way traffic, appropriate cruising flight levels will be used. ATC will transition aircraft to the appropriate cruising flight level for the direction of track before aircraft exit the defined areas or before termination of the indicated times.

  12.4 Required Navigation Performance Capability (RNPC) Airspace

12.4.1 Definition

(a) RNPC airspace is that controlled airspace within the CDA as defined in the Designated Airspace Handbook (DAH) (TP 1820E). This airspace is established to accommodate RNAV operations and is contained within the SDA and NCA.

(b) To conduct RNAV operations (fixed or random routes) in the designated airspace, in which reduced ATC separation criteria can be applied, the required aircraft navigation equipment must be certified as being capable of navigating within specified tolerances.

(c) Separation in accordance with RNPC may be applied for flights within those portions of the Gander Oceanic and New York Oceanic FIR that are designated part of the Gander Domestic or Moncton Domestic CTA.

12.4.2 Aircraft Navigation Equipment for RNPC

(a) Only aircraft certified by the State of Registry or the State of the Operator as meeting the RNPC are permitted to conduct RNAV operations.

(b) Long range RNAV systems must be certified and capable of navigation performance that permits position determination within ±4 NM. Such navigation performance capability shall be verified by the State of Registry or the State of the Operator, as appropriate.

(c) Aircraft that have the required navigation equipment for operations in CMNPS and NAT MNPS airspaces satisfy all requirements for RNPC.

(d) The minimum navigation equipment for RNPC operation is one certified long range RNAV system, plus a short range navigation system (VOR/DME or ADF).

12.4.3 Operator Certification for RNPC

(a)  The requirement for operator certification for RNPC does not apply to general aviation. RNPC operator certification applies only to air, private and foreign operators conducting RNPC operations. Certification of operators is dependent upon crew training and navigation equipment that meets the applicable Commercial Air Service Standards or Private Operator Passenger Transportation Standards. Such navigation performance capability shall be verified by the State of Registry or the State of the Operator, as appropriate.

(b)  Canadian operators intending to operate in RNPC airspace using RNAV operations should contact the following for details of the certification requirements:

Equipment and Installation Approval

Transport Canada Safety and Security
Regional Aircraft Certification Engineer
(See GEN 1.0 for the appropriate regional office.)

Operating Standards Approval

Transport Canada Safety and Security
Director, Commercial and Business Aviation (AARX)
Tower C, Place de Ville
Ottawa ON  KIA 0N8
Fax: 613-954-1602

12.4.4 Flight Planning

The navigation equipment suffix “R” shall be used on flight plans to indicate that the aircraft is RNPC‑certified. The use of the equipment suffix “Y” (CMNPS certification) or “X” (NAT MNPS certification) is acceptable in lieu of RNPC certification.

12.4.5 RNAV/DME Distance

ATC requests for distance information from RNAV‑certified aircraft shall be based on RNAV distances. DME based on TACAN or VOR/DME shall be used only if ATC indicates such information in the request.

12.4.6 RNAV Equipment Failure Procedures

RNAV operations and the associated ATC separation minima depend upon the accuracy of the RNAV systems. ATC is to be advised immediately at any time that a pilot is uncertain of the aircraft position or of an on-board navigation system failure or degradation.

  12.5 CMNPS Airspace

12.5.1 Definition

(a) CMNPS airspace is that controlled airspace within CDA, between FL 330 and FL 410 inclusive, as defined in the DAH (TP 1820E) and depicted in Figure 12.1. This airspace is contained for the most part in the ACA and NCA, with a small portion in the SCA.

(b) To conduct RNAV operations in CMNPS airspace, in which reduced ATC separation criteria can be applied, aircraft must be certified as being capable of navigating within specified tolerances.

12.5.2 CMNPS Transition Airspace

In order to permit both CMNPS-certified and non-certified aircraft to operate above FL 270, a transition area exists from FL 270 to below FL 330 underlying the lateral limits of CMNPS airspace.

Figure 12.1–CMNPS, RNPC and CMNPS Transition Airspace

12.5.3 Aircraft Navigation Equipment for CMNPS

(a) Only aircraft with navigation equipment certified by the State of Registry or the State of the Operator as meeting the MNPS of either the NAT or Canada are permitted to operate within CMNPS airspace, unless the ATC unit concerned indicates that the non‑certified aircraft may be accommodated without penalizing certified aircraft.

(b) Required long range RNAV systems must be certified and shown capable of navigation performance such that:

(i) the standard deviation of lateral track errors is less than 6.3 NM;

(ii) the proportion of total flight time spent by aircraft 30 NM or more off the cleared track is less than 5.3 x 10‑4 (i.e. less than 1 hr in about 2 000 flight hours); and

(iii) the proportion of total flight time spent by aircraft between 50 and 70 NM off the cleared track is less than 13 x 10‑5 (i.e. less than 1 hr in about
8 000 flight hours).

(c) Such navigation performance capability shall be verified by the State of Registry or the State of the Operator, as appropriate. Aircraft that operate within designated airways and company‑approved routes, that are completely in signal coverage of ground‑based NAVAIDs, satisfy CMNPS requirements when operating within the protected airspace for airways and company‑approved routes.

(d) The following minimum navigation systems may be deemed to satisfy the CMNPS:

(i) with two long range RNAV systems or one navigation system using the inputs from one or more sensor systems, plus one short range navigation system (ADF, VOR/DME).

(ii) Aircraft operating within North America on routes that lie within reception of ground-based NAVAIDs must be equipped with a single long range RNAV system, plus a short range navigation system (ADF, VOR/DME).

(iii) Aircraft operating on high-level airways or company-approved routes must be equipped with dual short range navigation systems (ADF, VOR/DME).

12.5.4 Operator Certificate for CMNPS

(a) CMNPS operator certification applies only to air, private and foreign operators conducting CMNPS operations. Certification of operators is dependent on crew training and navigation equipment that meets the applicable Commercial Air Service Standard or Private Operator Passenger Transportation Standard. Such navigation performance capability shall be verified by the State of Registry or the State of the Operator, as appropriate.

(b) Canadian operators intending to operate in CMNPS airspace should contact the following for details of certification requirements:

Equipment and Installation Approval

Transport Canada Safety and Security
Regional Aircraft Certification Engineer
(See GEN 1.0 for the appropriate regional office.)

Operating Standards Approval

Transport Canada Safety and Security
Director, Commercial and Business Aviation (AARX)
Tower C, Place de Ville
Ottawa ON  KIA 0N8
Fax:      613-954-1602

12.5.5 Flight Planning

The navigation equipment suffix “Y” shall be used on flight plans to indicate that the aircraft is CNMPS-certified. The use of the equipment suffix “X” (NAT MNPS certification) is acceptable in lieu of CMNPS certification.

12.5.6 Partial or Complete Loss of Navigation Capability While Operating Within CMNPS Airspace

(a) CMNPS operations and the associated ATC separation minima depend upon the accuracy of the navigation systems. ATC is to be advised immediately at any time that a pilot is uncertain of the aircraft position, or of an on-board navigation system failure or degradation.

(b) Upon entry into CMNPS airspace, or as soon as practical thereafter, flight crews are to cross-check the accuracy of their long range RNAV system with information obtained from station-referenced aids. Navigation systems shall be updated if the cross-check indicates such action is considered necessary.

12.5.7 A/G Communications

Aircraft operating in CMNPS airspace are to communicate with ATS facilities as published on the HI 1 and HI 2 charts. Communication with the Edmonton ACC is in the following order of priority:

1. Edmonton Centre on an RCO frequency as published on the HI 1 and HI 2 charts;
2. Arctic Radio on an RCO frequency as published on the HI 1 and HI 2 charts;
3. Gander Radio on HF. SATCOM voice may be used as an alternative to HF when communicating with Gander Radio (see COM 6.6.3); and
4. As a last resort because of limited means of forwarding information, Alert, Nun. (CYLT) (military) on 126.7 MHz or HF 5 680 kHz, 6 706 kHz or 11 232 kHz.

During periods of HF unreliability, the use of SATCOM voice for all communications is strongly encouraged. If unable to establish contact via HF or SATCOM voice, aircraft are to make position reports immediately upon coming within range (approximately 200 NM) of any published VHF facility.

  12.6 Canadian Domestic Routes

12.6.1 General

Within North American Airspace, various route and track systems exist in order to provide effective management of airspace and traffic. Under specified conditions, random routes may be included in a flight plan or requested.

12.6.2 North American Route Program (NRP)

12.6.2.1 Introduction

The North American Route Program (NRP) is a joint FAA and NAV CANADA program that allows air operators to select operationally advantageous routings. The objective of the NRP is to harmonize and adopt common procedures, to the extent possible, applicable to random route flight operations at and above FL290 within the conterminous U.S. and Canada.

The NRP will be implemented through various phases with the end goal of allowing all international and domestic flight operations to participate in the NRP throughout the conterminous U.S. and Canada.

12.6.2.2 Eligibility

Flights may participate in the NRP under specific guidelines and filing requirements:

(a) provided the flight originates and terminates within conterminous U.S. and Canada; or

(b) for North Atlantic international flights, provided that they are operating within the North American Route (NAR) System.

12.6.2.3 Procedures

NRP common procedures and specific NAV CANADA requirements are contained in the “Planning” section of the CFS.

12.6.3 Preferred IFR Routes

Preferred IFR routes provide guidance in planning routes, minimize route changes, and allow for an efficient and orderly management of traffic. ATS automated systems and air traffic controllers are increasingly reliant on these routes in planning for a systematic air traffic flow, a process that is critical for reducing delays.

Although flight planning of preferred IFR routes is not mandatory, it is strongly encouraged in the interest of efficient departure, enroute, and arrival ATS. When preferred IFR routes are not utilized, ATC will most often be required to clear flights onto them, resulting in increased communication and processing workload and the potential for readback and FMS input errors.

Procedures for and descriptions of preferred routes are published in the CFS, “Planning” section.

12.6.4 Fixed RNAV Routes

In order to accommodate RNAV operations, all fixed RNAV routes are published in the Canada Flight Supplement (CFS). Fixed RNAV routes are referred to as “T” routes.

12.6.5 Northern Control Area Random Routes

Within the Northern Control Area (NCA), flights operating on random routes shall flight plan and make positions reports as follows:

(a) flights operating on predominately north or south tracks (315˚T clockwise through 045˚T or the reciprocals) shall report over reporting line points formed by the intersection of parallels of latitude spaced at 5˚ intervals expressed in latitude by whole degrees and meridians of longitude expressed in either whole degrees or whole and half degrees;

(b) south of 75˚N latitude, flights operating on predominately east or west tracks (046˚T clockwise through 134˚T or the reciprocals) shall report over reporting line points formed by the intersection of either whole degrees or whole and half degrees of latitude coincident with each 10˚ of longitude. For flights operating north of 75˚N latitude, where 20˚ of longitude is traversed in less than 60 min, reporting line points are to be defined by parallels of latitude expressed in degrees and minutes coincident with meridians of longitude at 20˚ intervals;

(c) as requested by ATS.

12.6.6 Arctic Control Area Random Routes

Within the Arctic Control Area (ACA), flights operating on random routes shall flight plan and make positions reports as follows:

(a) at the reporting lines coincident with 141˚W, 115˚W and 60˚W meridians. If the route of flight is north of 87˚N latitude, the 115˚W report is not required;

(b) westbound flights which do not cross the 60˚W meridian on entry or prior to entry into the ACA shall report at the point of entry into the ACA;

(c) westbound flights which do not cross the 141˚W meridian prior to exiting the ACA shall report at the point of exit from the ACA;

(d) eastbound flights which do not cross the 141˚W meridian on entry into the ACA shall report at the point of entry;

(e) eastbound flights which do not cross the 60˚W meridian on or after exiting the ACA shall report the point of exit;

(f) northbound or southbound flights which do not cross significant reporting lines shall report at the entry and exit points of the ACA; and

(g) as requested by ATS.

  12.7 Canadian Track Structures

12.7.1 ACA Track System

12.7.1.1 General

The ACA Track System consists of published tracks in the ACA serving international flights operating between Europe and Alaska/Orient. The routes are depicted on HI charts.

The ACA Track System is established to enhance the utilization of the airspace, and thus facilitate more efficient use of optimum flight levels and ATC separation minima. The use of named waypoints along the ACA Track System route will assist in the applications of data link technologies through automatic dependent surveillance (ADS) reporting and controller-pilot data link communications (CPDLC).

The ACA tracks are laterally separated throughout the Edmonton FIR and complement the fixed route system in the Anchorage FIR.

12.7.1.2 Flight Planning Procedures

The use of these tracks is not mandatory, but they have been published to facilitate flight planning.

If the flight is planned along the complete length of one of the ACA tracks, or a portion thereof, the track name shall be defined in Item 15 of the ICAO flight plan.

Examples:

1. LT M452 TAYTA
2. JESRU M451 PELRI
3. ADREW DCT TAVRI M452 LT

Flights may leave or join the ACA Track System routes in the Edmonton FIR at the identified waypoints. Random flight planning requirements in the ACA are specified in RAC 12.6.6.

12.7.1.3 Position Reports

Flights operating on ACA Track System routes shall report at designated compulsory reporting points, or as requested by ATS.

Abbreviated position reports are not permitted along the ACA Track System routes in the Edmonton FIR.

12.7.2 Northern Organized Track System

12.7.2.1 General

The Northern Organized Track System (NOR OTS) is a system of westbound tracks published daily to enhance the use of airspace for international flights operating between Europe and western North America. Aircraft operating in this airspace during hours of operation, as specified by NOTAM, should plan on using the NOR OTS. Aircraft not using the track system are expected to remain clear of the area, as specified in the flight planning section below. Priority will be given to aircraft on a track within the NOR OTS over an aircraft that is not.

12.7.2.2 Track Co-ordination and Publication

The NAV CANADA National Operations Centre (NOC) produces the NOR OTS in consultation with operators. The timely receipt of the PRM is essential to this process. Criteria, such as separation standards, optimum flight levels, wind prediction models and minimum flight time calculations, must also be considered in the production of the NOR OTS.

PRMs are accepted by the NOC until 1900 UTC daily (DST 1800 UTC). A proposed set of tracks are created and displayed on the NAV CANADA Web-based Traffic Density Analyser (TDA) at approximately 2030 UTC (DST 1930 UTC). This allows for collaborative decision making and further analysis of the routes, if required. The tracks are published in a track definition message (TDM) and depicted on the TDA at approximately 2230 UTC (DST 2130 UTC).

The TDM is published in a national NOTAM file (CYHQ); it is also sent directly via AFTN to operators who have requested daily receipt of the information.

Stakeholders can request access to the TDA through NAV CANADA Customer Service by e-mail at service@navcanada.ca, or by telephone (toll free) at 1-800-876-4693.

12.7.2.3 Flight Planning Procedures

Aircraft should flight plan along the complete length of one of the NOR tracks; however, aircraft entering the Edmonton FIR north of 76°N or south of 65°N may join the northernmost or southernmost NOR OTS track west of 80°W. Aircraft established on the northernmost or southernmost NOR OTS track may depart the track in a direction away from the NOR OTS.

Item 15 of the ICAO flight plan should include the full route description, as defined in the TDM. Each individual fix and waypoint corresponding to the flight-planned NOR route should be included.

The entry and exit fix to the NOR OTS track, as well as the actual NOR track number (e.g. NOR 1), can also be flight planned as an alternative to the full route description, provided the TMI cited in the current TDM is included in Item 18 of the ICAO flight plan.

Aircraft operating in the vicinity of the NOR OTS during hours of operation, as specified by NOTAM, and at published flight levels should flight plan as follows:

1. at least 60 NM from the outer edge of the NOR OTS while in Canadian minimum navigation performance specifications (CMNPS) airspace, and
2. at least 20 NM from the outer edge of the NOR OTS while in required navigation performance capability (RNPC) airspace.

Aircraft planning to cross the NOR OTS shall plan to do so at FL330 and below, or at FL400 and above. Westbound aircraft exiting the NOR OTS may flight plan direct to any fix associated with the North American Route Program (NRP) that is within one hour flying time from the NOR OTS exit point.

12.7.2.4 Position Reporting and Abbreviated Route Clearances

Flights operating on NOR routes shall report at designated waypoints or named fixes, as specified in the TDM.

ATC may issue an abbreviated route clearance to aircraft operating along a NOR OTS track. The abbreviated clearance will include the track designator rather than the detailed route description. The readback of an abbreviated route clearance must include the TMI number contained in the current TDM.

Example:
AIRLINER 123, EDMONTON CENTRE, CLEARED TO VANCOUVER INTERNATIONAL AIRPORT VIA CANAL NOR1 FORT MCMURRAY, J527 ENDERBY J508. MAINTAIN FLIGHT LEVEL 350, MACH DECIMAL EIGHT TWO.

Readback: (current TMI available):
EDMONTON CENTRE, AIRLINER 123 CLEARED TO VANCOUVER INTERNATIONAL AIRPORT VIA CANAL NOR1 FORT MCMURRAY, J527 ENDERBY J508 MAINTAIN FLIGHT LEVEL 350, MACH DECIMAL EIGHT TWO. TMI326.

If the current TMI is not available, a new clearance will be issued that includes a detailed route description. Flight crew operating on the NOR OTS should have the current NOR OTS TDM available to prevent this situation from occurring.

12.7.3 NCA Track System

12.7.3.1 General

The NCA Track System allows for a reduced lateral separation, and facilitates the application of the Mach number technique. The tracks are contained within the SCA and NCA, and extend upward from FL280. The system is primarily used by international flights operating between North America and Europe (NAT) and between North America and Alaska-Orient (PAC). The tracks are depicted on HI charts. The operating conditions for the two traffic flows are indicated in the following paragraphs.

12.7.3.2 Flight Planning Procedures

For flight planning an NCA or lateral track, the flight plan routing is indicated by using the abbreviation “NCA” or “LAT,” as appropriate, followed by the letter or number of the track.

Example:

• Track BRAVO: NCAB
• Lateral 3: LAT3
• Track 17: NCA17

12.7.3.3 Position Reports

For flights operating within the NCA Track System, position reports are to be indicated by the compulsory reporting point designator. In cases where these points have not been named, pilots should use the published coordinates for that point.

Example 1: For a flight on NCA Track BRAVO where it crosses 80°W: SIX SEVEN THREE ZERO NORTH, ZERO EIGHT ZERO WEST AT (time.)

Example 2: For a flight on NCA Track SIERRA where it crosses 90°W: SIGPI AT (time).

12.7.3.4 NCA Tracks-NAT Traffic

There are no special conditions applicable to eastbound NAT traffic transiting CDA.

Although the use of the westbound NOR OTS is not mandatory, it should be noted that depending on the daily location of the NOR OTS, portions of the fixed route system that are not clear of the outer edge of the NOR OTS will not be available for flight planning purposes at the published flight levels and during the hours of operation, as specified by NOTAM. The affected NCA tracks and their associated laterals are listed in the remarks section of the AFTN TDM, the CYHQ NOTAM and the NAV CANADA TDA application.

NOTE: The requirement to flight plan and operate using the North American Route (NAR) System, as specified in the CFS, “Planning” section, remain in effect.

12.7.4 SCA Track System

12.7.4.1 General

The SCA Track System is primarily used by international traffic operating between the mid-west and western United States and Europe via the NAT. The tracks are within the SCA and extend upwards from FL180. The tracks are depicted on HI charts.

12.7.4.2 Flight Planning Procedures

The SCA tracks are completely optional for flight planning. Entry or exit from the SCA tracks may be at designated reporting points or at the reporting points coincident with the longitudes 80°W and 90°W. Lateral transitions between tracks may be flight planned or requested between significant reporting points. For flight planning an SCA track, the route is indicated by using the abbreviation “SCA,” followed by the letter of the track.

Example:

• Track HOTEL: SCAH

12.7.4.3 Position Reports

Flights operating within the SCA Track System shall report over reporting lines coincident with the longitudes 80°W and 90°W, designated reporting points, or as requested by ATS.

12.7.5 NAR System

1. The NAR System provides an interface between NAT oceanic and domestic airspaces. Operating conditions and description of the NAR are contained in RAC 11.3 and the CFS, “Planning” section.
2. For a detailed description of the NAR System, refer to the CFS NORTH AMERICAN ROUTES (NARs) for NORTH ATLANTIC TRAFFIC. Section 7(a) outlines the requirements to flight plan and operate using the NAR system.

  12.8 Security Control of Air Traffic

12.8.1 General

(a) Pilots who will enter the ADIZ while in the ACA may forward the required estimated time and place of ADIZ entry as part of their 115˚W longitude position report (CAR 602.145, which appears in RAC 3.9).

(b) Pilots who will enter or operate within the ADIZ while in the NCA, shall be governed by the requirements as set out in CAR 602.145.

  12.9 Air Traffic Flow Management (ATFM)

ATFM programs have been developed to ensure that national ATC systems are used to maximum capacity and that the need for excessive en-route airborne holding, especially at low altitude, is minimized. ATFM also distributes required delays more equitably among users. Initiatives include the publication of SID and STAR, the rerouting of aircraft because of sector overloading and weather avoidance, flow-control metering of arriving aircraft into TCAs, and the implementation of flow-control restrictions whereby aircraft are more economically held on the ground at departure airports to partially absorb calculated arrival delays at a destination airport.

Pilots or operators can obtain ATFM information, which may be pertinent for their particular flight, by referring to ATFM Advisories at <www.fly.faa.gov> or NOTAMs. Additional information, if required, can be obtained by contacting the shift manager or ATFM unit of the applicable ACC:

NAV CANADA
National Operations Centre (Canada) ...............1-866-651-9053
National Operations Centre (U.S.) ....................1-866-651-9056
Gander ACC .................................................... 709-651-5207
Moncton ACC ...................................................506-867-7173
Montréal ACC .......................................514-633-3028 or 3365
Toronto ACC (Canada) ....................................1-800-268-4831
............................................................905-676-3528 or 4509
Toronto ACC (U.S.) ........................................1-800-387-3801
Winnipeg ACC .................................................204-983-8338
Edmonton ACC ................................................780-890-4714
Vancouver ACC ....................................604-775-9673 or 9622

  12.10 Flow Control Procedures

To minimize delays, air traffic management will use the least restrictive methods.

(a) Altitude

(b) Miles-in-trail/Minutes-in-trail

(c) Speed control

(d) Fix balancing

(e) Airborne holding

(f) Sequencing programs

(i) Departure Sequencing Program (DSP) DSP assigns a departure time to achieve a constant flow of traffic over a common point. Runway and departure procedures are considered for accurate projections.

(ii) En route Sequencing Program (ESP) ESP assigns a departure time that will facilitate integration into an en-route stream. Runway configuration and departure procedures will be considered for accurate projections.

(iii) Arrival Sequencing Program (ASP) ASP assigns meter fix times to aircraft destined to the same airport.

(g) Ground delay programs: A ground delay program is an air traffic management process administered by the flow manager whereby aircraft are held on the ground. The purpose of the program is to support the air traffic management mission and limit airborne holding. It is a flexible program and may be implemented in various forms depending on the needs of the air traffic system. Ground delay programs provide for equitable assignment of delays to all system users.

(h) Ground stop: The ground stop is a process whereby an immediate constraint can be placed on system demand. The constraint can be total or partial. The ground stop may be used when an area, centre, sector, or airport experiences a significant reduction in capacity. The reduced capacity may be the result of weather, runway closures, major component failures, or any other event that would render a facility unable to continue providing ATS.

This list is not inclusive and does not preclude the innovation and application of other procedures that result in improved customer service.

  12.11 Fuel Conservation High Level Airspace

The following points are brought to the attention of pilots operating in the High Level Airspace, to ensure that each aircraft is operated as close as possible to its optimum flight level and Mach number.

(a) Pilots should request a change of flight level or Mach number whenever this would improve the operating efficiency of the aircraft. However, in this regard, a request for a flight level not appropriate to the direction of flight will still be subject to the restrictions for use of altitudes inappropriate for direction of flight as detailed in RAC 8.6.2, Note 1.

(b) Where possible pilots should give advance warning of a request (e.g., if a westbound flight wishes to climb at 30˚W, it will assist the controller if the request is made with the position report at 20˚W).

(c) When circumstances render this feasible, controllers will ask other aircraft to accept higher flight levels or changes of Mach number in order to facilitate clearances for aircraft which would otherwise experience a significant penalty. In agreeing to such requests, pilots will contribute to the overall economy in fuel used.

  12.12 Altimeter Setting Procedures During Abnormally High Pressure Weather Conditions

12.12.1 General

Cold dry air masses can produce barometric pressures in excess of 31.00 inches of mercury. Because barometric readings of 31.00 inches of mercury or higher rarely occur, most standard altimeters do not permit the setting of barometric pressures above that level and are not calibrated to indicate accurate aircraft altitude above 31.00 inches of mercury. As a result, most altimeters cannot be set to provide accurate altitude readouts to the pilot in these situations.

ATC will issue actual altimeter settings and will confirm with the pilot that 31.00 inches of mercury is set on the pilot’s altimeters for enroute operations below 18 000 feet ASL in the affected areas.

Aerodromes that are unable to accurately measure barometric pressures above 31.00 inches of mercury will report the barometric pressure as “in excess of 31.00 inches of mercury”. Flight operations to and from those aerodromes are restricted to VFR weather conditions.

12.12.2 Flight Procedures

When the barometric pressure exceeds 31.00 inches of mercury, the following procedures take effect:

(a) Altimeters of all IFR, CVFR and VFR aircraft are to be set to 31.00 inches of mercury for enroute operations below 18 000 feet ASL. All pilots are to maintain this setting until beyond the area affected by the extreme high pressure or until reaching the final approach segment of an instrument approach for IFR aircraft or the final approach for VFR aircraft. At the beginning of the final approach segment, the current altimeter setting will be set by those aircraft capable of such a setting. Aircraft that are unable to set altimeter settings above 31.00 inches of mercury will retain a 31.00 inches of mercury setting throughout the entire approach. Aircraft on departure or missed approach will set 31.00 inches of mercury prior to reaching any mandatory or fix crossing altitude, or 1 500 feet AGL, whichever is lower.

(b) For aircraft operating IFR that are unable to set the current altimeter setting, the following restrictions apply:

(i) To determine the suitability of departure alternate aerodromes, destination aerodromes and destination alternate aerodromes, increase the ceiling requirements by 100 feet and visibility requirements by 1/4 SM for each 1/10 inch of mercury, or any portion thereof, over 31.00 inches of mercury. These adjusted values are then applied in accordance with the requirements of the applicable operating regulations and operations specifications.

Example:

Destination altimeter setting is 31.28 inches, ILS Decision Height (DH) is 250 feet (200-1/2). When flight planning, add 300-3/4 to the weather requirements, which would now become 500-11/4.

(ii) During the instrument approach, 31.00 inches of mercury will remain set. DH or Minimum Descent Altitude (MDA) will be deemed to have been reached when the published altitude is displayed on the altimeter.

NOTE: Although visibility is normally the limiting factor on an approach, pilots should be aware that when reaching DH, the aircraft will be higher than indicated by the altimeter, which in some cases could be as much as 300 feet higher.

(iii) Authorized CAT II and III ILS operations are not affected by the above restrictions.

(c) Night VFR pilots are advised that under conditions of altimeter settings above 31.00 inches of mercury and aircraft altimeters not capable of setting above 31.00 inches of mercury, the aircraft’s true altitude will be higher than the indicated altitude; this must be taken into consideration. If an instrument approach procedures is to be flown, the night VFR pilot should follow the procedures described in RAC 12.12.2(b)(ii).

(d) For aircraft with the capability of setting the current altimeter setting and operating into aerodromes with the capability of measuring the current altimeter setting, no additional restrictions apply.

(e) For aircraft operating VFR, no additional restrictions apply; however, extra diligence in flight planning and in operating in these conditions is essential.

  12.13 Formation Flight Procedures

12.13.1 General

Formation flight is considered to be more than one aircraft which, by prior arrangement between each of the pilots involved within the formation, operates as a single aircraft with regard to navigation and ATC procedures. Separation between aircraft within the formation is the responsibility of the flight leader and the pilots of the other aircraft within the formation. This includes transition periods when aircraft within the formation are man&oelig;uvring to attain separation from each other to effect individual control, and during join-up and breakaway.

12.13.2 Formation Flight Planning Procedures

IFR and VFR flight planning procedures for formation flights are essentially the same as for a single aircraft with the following exceptions:

1. a single flight plan may be filed for all aircraft within the formation;
2. the flight lead will file an arrival report and close the flight plan for the formation;
3. the Canadian flight plan/itinerary form is to be completed as follows:
   1. Item 7, AIRCRAFT IDENTIFICATION: indicate the formation call sign,
   2. Item 9, NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY: indicate the number of aircraft, followed by the type of aircraft designator or, in the case of formation flights comprising more than one type of aircraft, insert ZZZZ,
   3. Item 10, the letter “W” is not to be used for formation flights, regardless of the RVSM status of aircraft within the flight, and
   4. Item 18, OTHER INFORMATION: if ZZZZ is included in Item 9, insert TYP/ followed by the number and type(s) of aircraft in the formation;
4. if the formation is to be non-standard, i.e. not in accordance with the parameters listed in RAC 12.13.3, the formation leader shall insert the words “non standard” and should indicate the parameters to be used in the OTHER INFORMATION section of the Canadian flight plan/itinerary form.

12.13.3 IFR and CVFR Formation Flight

ATC will clear a formation flight as if it is a single aircraft. Additional airspace will not be protected unless the requirement to do so is included on the flight plan and has been previously co-ordinated. It is the formation leader’s responsibility to flight plan for extra airspace and to co-ordinate with ATC if the formation will not operate in accordance with the following IFR and CVFR formation flight criteria:

(a) the formation leader will operate at the assigned altitude, and the other formation aircraft will be within 100 ft vertically of the altitude of the formation leader;

(b) the formation will occupy a maximum frontal width of 1 NM; and

(c) the formation will have a maximum longitudinal spacing of 1 NM between the first and the last aircraft.

The formation leader is responsible for separation between aircraft within the formation and for ensuring that all the formation aircraft remain within these parameters unless additional airspace has been allocated. Although IFR formation flights are expected to take off and land in formation, unforeseen conditions may preclude the formation from completing an IFR approach and landing. If it becomes necessary for a formation to break into individual elements or single aircraft, the formation leader should advise the controlling agency of the destination as soon as possible to allow ATC sufficient time to assign flight levels or altitudes that will provide vertical separation for each element or aircraft. In such instances, the formation leader will retain responsibility for separation between elements or aircraft until all have reached the assigned flight levels or altitudes.

All formation flights will be considered as non-certified RVSM flights, regardless of the RVSM certification status of the individual aircraft within the formation.

  12.14 Photographic Survey Flights

CAR 602.34 – Cruising Altitudes and Cruising Flight Levels, exempts aircraft operated for the purpose of aerial survey or mapping from the cruising altitude for direction of flight requirement if certain conditions are met.

Subject to RAC 12.16.6 (d), photographic survey flights are exempt from the requirement to be RVSM certified to operate in RVSM airspace to conduct aerial survey or mapping operations. This exemption is not applicable for that portion of flight transiting to/from the area of operation.

Pilots intending to conduct aerial survey or mapping operations should refer to CAR 602.34 and obtain the publication, Pilot Procedures Photographic Survey Flights from:

NAV CANADA
Manager, ATS Standards and Procedures
77 Metcalfe Street
Ottawa ON K1P 5L6

Telephone:

613-563-5659

This publication describes flight requirements for pilots and operators conducting survey operations in Canadian airspace. It is published so that the ATC system can better accommodate the special demands and the unique operational requirements of aircraft on photographic survey missions.

  12.15 Traffic Alert and Collision Avoidance Systems and Airborne Collision Avoidance Systems

12.15.1 General

TCAS is the acronym for the Traffic Alert and Collision Avoidance System developed in the United States by the Federal Aviation Administration (FAA), while the Airborne Collision Avoidance System (ACAS) is the name applied by the International Civil Aviation Organization (ICAO) for similar systems.

TCAS/ACAS is designed to operate independently of ATC and, depending on the type of TCAS/ACAS, will display proximate traffic, providing Traffic Alerts (TAs) and Resolution Advisories (RAs). TAs provide information on proximate traffic and are intended to assist the flight crew in visual acquisition of conflicting traffic and to alert pilots to the possibility of an RA. RAs are divided into two categories: preventative advisories, which instruct the pilot to maintain or avoid certain vertical speeds; and corrective advisories, which instruct the pilot to deviate from the current flight path (e.g.,“CLIMB” when the aircraft is in level flight). In an encounter between two TCAS/ ACAS II equipped aircraft, their computers will communicate using the Mode S transponder data link which has the capability to provide complementary RAs (e.g., one climbing and one descending). Aircraft without transponders are invisible to TCAS/ACAS equipped aircraft; thus, TAs or RAs are not provided.

There are three types of TCAS/ACAS:

(a) TCAS/ACAS I is a less sophisticated system which will provide a warning of proximate traffic (TA) without guidance to avoid potential collisions;

(b) TCAS/ACAS II consists of a computer, pilot displays, a Mode S transponder, modified instantaneous vertical speed indicators, controls, wiring and antennas which provide both TAs and vertical plane RAs;

(c) TCAS/ACAS IV is a more advanced system (still under development) which will provide TAs, and both horizontal and vertical plane RAs, i.e., turns, as well as climbs and descents.

12.15.2 Use of TCAS/ACAS

The United States is the only state in the world which mandates the use of TCAS/ACAS. The following TCAS/ACAS requirements must be complied with in order to operate in U.S. airspace:

(a) TCAS/ACAS I: All aircraft with 10 to 30 passenger seats were required to be equipped with TCAS/ACAS I by December 31, 1995.

(b) TCAS/ACAS II: All aircraft with more than 30 passenger seats were required to be equipped with TCAS/ACAS II by December 30, 1993. Since its development, TCAS/ACAS has undergone a number of modifications, particularly the computer logic. The latest logic version, 6.04A, required installation by December 30, 1994.

12.15.3 Transport Canada TCAS/ACAS Policy

While Transport Canada encourages the installation of TCAS/ACAS, the equipment will not be made mandatory in Canadian airspace for the foreseeable future. Notwithstanding, Canadian operators must obtain airworthiness and operational approval from Transport Canada before TCAS/ACAS Is operated in Canadian airspace. Foreign operators must comply with the requirements of FAA Advisory Circulars AC120-55A (as amended); AC20-131A (as amended); and FAA Technical Standard Order (TSO) C119A.

12.15.4 Operational Approval

For Canadian operators, TCAS/ACAS II operational approval is accomplished through Transport Canada approval of pertinent training programs, checklists, operations manuals or training manuals, maintenance programs, minimum equipment lists or other pertinent documents or document revisions applicable to that operator. The appropriate Transport Canada offices review the proposed programs and documents, and respond by letter, manual approval, checklist approval, or other pertinent action, when each necessary issue is suitably addressed.

Canadian operators should make early contact with Transport Canada on specific program proposals to permit a timely response. Usually, such a contact is initiated at the time preparations are being made for TCAS/ACAS selection or purchase, and generally not later than type approval or supplemental type approval application.

In order for Canadian operators to meet the regulatory requirements, they must address the following training, checking, and currency issues for TCAS/ACAS flight crew qualification:

(a) initial ground training;

(b) initial flight training (except for those programs which do not require flight training, as permitted by FAA Advisory Circular AC120-55A, as amended);

(c) initial checking;

(d) recurrent training;

(e) recurrent checking; and

(f) currency.

Canadian operators may address these issues individually or as part of an integrated program. For example, TCAS/ACAS qualification may be keyed to qualification of specific aircraft (e.g., during A320 transition), may be addressed in conjunction with general flight crew qualification (e.g., during initial new hire indoctrination), or may be completed as dedicated TCAS/ACAS training and checking (e.g., by completion of a standardized TCAS/ACAS curriculum in conjunction with a recurrent IFT/PPC event).

Transport Canada requires the same standards as those specified in FAA Advisory Circular AC120-55A, as amended. Therefore, operators should refer to this advisory circular for the details needed to obtain approval of training programs.

12.15.5 Airworthiness Approval

An acceptable means of demonstrating compliance with the appropriate requirements of the Airworthiness Manual, Chapter 525, to obtain airworthiness approval, is to follow the method specified in FAA Advisory Circular AC20-131A – Airworthiness and Operational Approval of Traffic Alert and Collision Avoidance Systems (TCAS II) and Mode S Transponders (as amended).

Canadian operators who require TCAS/ACAS Installation to fly into U.S. airspace should apply for approval, in accordance with FAA AC20-131A (as amended), from their Regional Transport Canada office. Once Transport Canada supplemental type approval is granted, Transport Canada will apply on behalf of the applicant to the FAA for a supplemental type certificate under the bilateral agreement on airworthiness.

NOTE: All installed equipment shall be certified to the FAA Technical Standard Order (TSO) Cl19A.

12.15.6 Pilot Immunity from Enforcement Action for Deviating from Clearances

In accordance with CAR 602.31, pilots are permitted to deviate from a clearance in order to follow a resolution advisory in Canadian airspace. After responding to the resolution advisory, the pilot shall, as soon as possible, advise ATC of the deviation, and return to the altitude in the previous clearance, or obtain another one. The policy outlined below is the same as applies in U.S. airspace.

The Transport Canada policy for Canadian airspace with respect to enforcement investigation into a deviation from an assigned altitude in response to a TCAS/ACAS RA, and the use of TCAS/ACAS recorded data is as follows:

The use of TCAS/ACAS II may result in a flight crew deviating from an assigned altitude for a short period of time. During the investigation of the incident, all factors will be considered, including factors that are TCAS/ACAS related, before a final determination is made. Specifically, enforcement action will not be taken against flight crew who deviate from a clearance issued by ATC when that deviation is in response to a TCAS/ACAS generated RA and the response is in accordance with the operator’s approved flight procedures. Likewise, enforcement action will not be taken if the operator’s procedures allow a crew not to follow a displayed RA because of other information that may be available to the pilot.

12.15.7 Mode S Transponder Approval and Unique Codes

Along with performing all the functions of Mode A and C transponders, Mode S transponders also have a data link capability. Mode S transponders are an integral component of all TCAS/ACAS II installations.

There is no requirement to replace existing Mode A or C transponders with Mode S transponders until it becomes impossible to maintain presently installed Mode A and C transponders.

Airworthiness approval must be obtained by Canadian aircraft operators who install Mode S transponders. FAA Advisory Circular AC20-131A (as amended) should be used for guidance to obtain airworthiness approval. Canadian operators should contact their Regional Transport Canada office for approval details. Each Canadian registered aircraft with a Mode S transponder must receive a unique Code assignment, which must be loaded in the transponder, through their Transport Canada Regional Superintendent of Personnel and Aircraft Licensing.

12.15.8 Pilot/Controller Actions

In order to use TCAS/ACAS In the most effective and safest manner, the following pilot and controller actions are necessary:

(a) Pilots shall not man&oelig;uvre their aircraft in response to TAs only;

(b) Pilots shall notify the appropriate ATC unit, as soon as possible, of the deviation, including its direction, and when the deviation has ended;

(c) In the event of an RA to alter the flight path, the alteration of the flight path should be limited to the minimum extent necessary to comply with the RA;

(d) When a pilot reports a man&oelig;uvre induced by an RA, the controller should not attempt to modify the aircraft flight path until the pilot reports returning to the terms of the existing ATC instruction or clearance, but should provide traffic information as appropriate;

(e) Pilots who deviate from an ATC instruction or clearance in response to an RA shall promptly return to the terms of that instruction or clearance when the conflict is resolved.

12.15.9 Pilot and Controller Interchange

ICAO is currently developing pilot/controller phraseologies. It should be noted that, for the purpose of phonetic clarity, the term TCAS is used.

CIRCUMSTANCES	PHRASEOLOGIES
After modifying vertical speed to comply with a TCAS/ACAS RA	Pilot: (Call Sign) TCAS CLIMB (or DESCENT); Controller: (acknowledgement);
After TCAS/ACAS “Clear of conflict” is annunciated in the cockpit	Pilot: (Call Sign) RETURNING TO (assigned clearance); Controller: (acknowledgement) (or alternate instructions);
After the response to a TCAS/ ACAS RA is completed	Pilot: (Call Sign) TCAS CLIMB (or DESCENT), RETURNING TO (assigned clearance); Controller: (acknowledgement) (or alternate instructions);
After returning to clearance after responding to a TCAS/ACAS RA	Pilot: (Call Sign) TCAS CLIMB (or DESCENT), COMPLETED (assigned clearance) RESUMED; Controller: (acknowledgement) (or alternate instructions);
When unable to comply with a clearance because of a TCAS/ ACAS RA	Pilot: (Call Sign) UNABLE TO COMPLY, TCAS RA; Controller: ROGER.

12.15.10 Recommended Use

The use of equipment such as TCAS/ACAS and transponders complements each other and contributes to the safety of air operations. Therefore, it is recommended that pilots operating aircraft with either or both ensure that the equipment is always turned on and functioning, despite the class of airspace within which they may be operating.

  12.16 RVSM

12.16.1 Definitions

RVSM is the application of 1 000 ft vertical separation between RVSM aircraft in RVSM airspace.

Non-RVSM Aircraft: An aircraft that does not meet RVSM certification and/or operator approval requirements.

RVSM Aircraft: An aircraft that meets RVSM certification and operator approval requirements.

12.16.2 RVSM Airspace

(a) RVSM airspace is all airspace within CDA from FL290 to FL410 inclusive as defined in the DAH (TP 1820) and depicted in Figure 12.2.

Figure 12.2 – RVSM Airspace and RVSM Transition Airspace

12.16.3 ATC Procedures

(a) Within RVSM airspace ATC:

(i) will, within non-radar airspace, endeavour to establish 2 000 ft separation or applicable lateral or longitudinal separation minimum if an aircraft reports greater-than-moderate turbulence, and/or mountain wave activity that is of sufficient magnitude to significantly affect altitude-keeping, and is within 5 min of another aircraft at 1 000 ft separation;

(ii) will, within radar airspace, vector aircraft to establish radar separation or establish 2 000 ft separation if an aircraft reports greater-than-moderate turbulence, or encountering mountain wave activity that is of sufficient magnitude to significantly affect altitude-keeping, if 1 000 ft vertical separation exists between two aircraft, and targets appear likely to merge;

(iii) may structure portions of the airspace for specific periods of time for one-way traffic in which inappropriate flight levels to the direction of flight may be assigned; and

(iv) may, within non-radar airspace, temporarily suspend RVSM within selected areas and/or altitudes due to adverse weather conditions, e.g. pilot reports greater-than-moderate turbulence. When RVSM is suspended, the vertical separation minimum between all aircraft will be 2 000 ft.

(b) Pilots may be requested by ATC to confirm that they are approved for RVSM operations. Pilots/operators unable to provide such confirmation will be issued a clearance to operate outside RVSM airspace:

Phraseology: “Affirm RVSM” or “Negative RVSM (supplementary information, e.g. monitoring flight).” See phraseology depicted in Figure 12.3

12.16.4 In-Flight Procedures

1. Before entering RVSM airspace, the status of required equipment should be reviewed. The following equipment should be operating normally:
   1. two independent altitude measurement systems;
   2. one automatic altitude control system; and
   3. one altitude alert system.
2. The pilot must notify ATC whenever the aircraft:
   1. is no longer RVSM-compliant due to equipment failure;
   2. experiences loss of redundancy of altimetry systems; or
   3. encounters turbulence or mountain wave activity that affects the capability to maintain the cleared flight level.
3. In the event that any of the required equipment fails prior to entering RVSM airspace, a new clearance should be requested in order to avoid RVSM airspace.
4. In level cruise, it is essential that the aircraft maintains the cleared flight level. Except in contingency situations, aircraft should not deviate from the cleared flight level without an ATC clearance. If the pilot is notified by ATC of an assigned altitude deviation (AAD) error of 300 ft or greater, the pilot should return to the cleared flight level as soon as possible.
5. TRANSITION BETWEEN FLs: During cleared transition between flight levels, the aircraft should not overshoot or undershoot the assigned level by more than 150 ft.

12.16.5 Flight Planning Requirements

1. Unless an aircraft can be accommodated in RVSM airspace as detailed in paragraph 12.16.6, RVSM approval is required for the aircraft to operate within RVSM airspace. The operator must determine that the aircraft has been approved by the appropriate State authority and will meet the RVSM requirements for the filed route of flight and any planned alternate routes. The letter “W” shall be inserted in Item 10 (Equipment) of the flight plan to indicate that the aircraft is RVSM-compliant and the operator is RVSM-approved. The “W” designator is not to be used unless both conditions are met. If the aircraft registration is not used in Item 7, the registration is to be entered in Item 18 (RAC 3.16.8 “REG/”).
2. ATC will use the equipment block information to either issue or deny clearance into RVSM airspace and to apply either 1 000 ft or 2 000 ft vertical separation minimum.
3. Non-RVSM aircraft requesting permission to operate in RVSM airspace shall include “STS/NONRVSM” in item 18 of the flight plan to indicate the reason for special handling by ATS.

12.16.6 Operation of Non-RVSM Aircraft in RVSM Airspace

(a) FLIGHT PRIORITY: RVSM aircraft will be given priority for level allocation over non-RVSM aircraft. Non-RVSM aircraft may be accommodated on a traffic- and workload-permitting basis.

(b) VERTICAL SEPARATION: The vertical separation minimum between non-RVSM aircraft operating in RVSM airspace and all other aircraft is 2 000 ft.

(c) CONTINUOUS CLIMB OR DESCENT THROUGH RVSM AIRSPACE: Non-RVSM aircraft may be cleared to climb to and operate above FL 410 or descend to and operate below FL 290, provided the aircraft is capable of:

(i) a continuous climb or descent and does not need to level off at an intermediate altitude for any operational considerations; and

(ii) climb or descent at the normal rate for the aircraft.

(d) STATE AIRCRAFT:

For the purposes of RVSM operations, State aircraft are those aircraft used in military, customs and police services.

State aircraft are exempt from the requirement to be RVSM-approved to operate in RVSM airspace.

(e) NON-RVSM AIRCRAFT IN RVSM AIRSPACE:

Non-RVSM aircraft may flight plan to operate within RVSM airspace, provided the aircraft:

(i) is being delivered to the State of Registry or Operator;

(ii) was formerly RVSM-approved, but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval;

(iii) is being utilized for mercy or humanitarian purposes;

(iv) is a photographic survey flight (CDA only). This approval is not applicable for that portion of flight transiting to and from the area(s) of surveying or mapping operations;

(v) is conducting flight checks of a NAVAID. This approval is not applicable for that portion of flight transiting to and from the area(s) of flight check operations; or

(vi) is conducting a monitoring, certification or developmental flight.

(f) PHRASEOLOGY:

Pilots of non-RVSM flights should include the phraseology “negative RVSM” in all initial calls on ATC frequencies, requests for flight level changes, readbacks of flight level clearances within RVSM airspace and readbacks of climb or descent clearances through RVSM airspace. See Figure 12.3.

12.16.7 Delivery Flights for Aircraft that are RVSM-Compliant on Delivery

(a) An aircraft that is RVSM-compliant on delivery may operate in Canadian Domestic RVSM airspace provided that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State issues the operator a letter of authorization approving the operation.

(b) State notification to the NAARMO (see RAC 12.16.10) should be in the form of a letter, e-mail or fax documenting the one-time flight indicating:

(i) planned date of the flight;

(ii) flight identification;

(iii) registration number; and

(iv) aircraft type/series.

12.16.8 Airworthiness and Operational Approval and Monitoring

(a) Operators must obtain airworthiness and operational approval from the State of Registry or State of the Operator, as appropriate, to conduct RVSM operations. For the purposes of RVSM, the following terminology has been adopted:

(i) RVSM Airworthiness Approval: The approval that is issued by the appropriate State authority to indicate that an aircraft has been modified in accordance with the relevant approval documentation, e.g. service bulletin, supplemental type certificate, and is therefore eligible for monitoring. The date of issue of such an approval should coincide with the date when the modification was certified by the operator as being complete.

(ii) RVSM (Operational) Approval: The approval that is issued by the appropriate State authority once an operator has achieved the following:

(A) RVSM airworthiness approval; and

(B) State approval of Operations Manual (where applicable) and on-going maintenance procedures.

(b) Operators of Canadian-registered aircraft intending to operate in RVSM airspace will be required to show that they meet all the applicable standards in accordance with CARs Parts VI and VII. Information on RVSM approval may be obtained from:

Airworthiness Approvals:

Transport Canada
Safety and Security Director,
Aircraft Certification (AARD)
Ottawa ON K1A 0N8

Fax: 613-996-9178

Operating Standards Commercial Air Carriers and Private Operators:

Transport Canada
Safety and Security Director,
Commercial and Business Aviation (AARX)
Ottawa ON K1A 0N8

Fax: 613-954-1602

RVSM Maintenance Programs:

Transport Canada
Safety and Security Director,
Aircraft Maintenance and Manufacturing (AARP)
Ottawa ON K1A 0N8

Fax: 613-996-9178

12.16.9 Monitoring

(a) All operators that operate or intend to operate in airspace where RVSM is applied are required to participate in the RVSM monitoring program. Monitoring prior to the issuance of RVSM operational approval is not a requirement. However, operators should submit monitoring plans to the responsible civil aviation authority to show that they intend to meet the North American RVSM Minimum Monitoring Requirements.

(b) Ground-based and GPS-based monitoring systems are available to support RVSM operations. Monitoring is a quality control program that enables Transport Canada and other civil aviation authorities to assess the in-service altitude-keeping performance of aircraft and operators.

(c) Ground-based height monitoring systems are located in the vicinity of Ottawa, Ont., and Lethbridge, Alta. Over-flight of ground-based height monitoring systems is transparent to the pilot. Aircraft height-keeping performance monitoring flights using ground-based monitoring systems should be flight planned to route within a 30 NM radius of the Ottawa VORTAC, or a 30 NM radius of the Lethbridge VOR/DME.

(d) GPS monitoring unit (GMU) services to conduct a height-keeping performance monitoring flight may be obtained from the following agencies:

CSSI, Inc.
Washington, DC
Tel: 202-863-2175
E-mail: monitor@cssiinc.com 
Web site: <www.rvsm-monitoring.com>

ARINC
Annapolis, MD
RVSM Operations Coordinator
Tel: 410-266-4707
E-mail: rvsmops@arinc.com
Web site: <www.arinc.com/products/rvsm/>

12.16.10 NAARMO

(a) The Regional Monitoring Agency for CDA is the NAARMO, located in Atlantic City, NJ, and may be contacted as follows:

William J. Hughes Technical Center
NAS & International Airspace Analysis Branch
(ACT-520)
Atlantic City International Airport
Atlantic City, NJ 08405 USA

Fax: 609-485-5117
AFTN: N/A

(b) Information on the responsibilities and procedures applicable to the NAARMO may be found on the Web site:

<www.tc.faa.gov/act-500/niaab/rvsm/naarmo_intro.asp>.

12.16.11 ACAS II

It is recommended that those aircraft equipped with ACAS and operated in RVSM airspace be equipped with ACAS II (TCAS II systems with Version 7.0 incorporated meets the ICAO ACAS II standards).

12.16.12 Mountain Wave Activity (MWA)

(a) Significant MWA occurs both below and above FL290, which is the floor of RVSM airspace. It often occurs in western Canada and western USA in the vicinity of mountain ranges. It may occur when strong winds blow perpendicular to mountain ranges, resulting in up and down or wave motions in the atmosphere. Wave action can produce altitude excursions and airspeed fluctuations accompanied by only light turbulence. With sufficient amplitude, however, wave action can induce altitude and airspeed fluctuations accompanied by severe turbulence. MWA is difficult to forecast and can be highly localized and short-lived.

(b) Wave activity is not necessarily limited to the vicinity of mountain ranges. Pilots experiencing wave activity anywhere that significantly affects altitude-keeping can follow the guidance provided below.

(c) In-flight indications that the aircraft is being subjected to MWA are:

(i) altitude excursions and airspeed fluctuations with or without associated turbulence;

(ii) pitch and trim changes required to maintain altitude with accompanying airspeed fluctuations; and

(iii) light to severe turbulence depending on the magnitude of the MWA

(d) TCAS Sensitivity-For both MWA and greater-than-moderate turbulence encounters in RVSM airspace, an additional concern is the sensitivity of collision avoidance systems when one or both aircraft operating in close proximity receive TCAS advisories in response to disruptions in altitude hold capability.

(e) Pre-flight tools-Sources of observed and forecast information that can help the pilot ascertain the possibility of MWA or severe turbulence are: Forecast Winds and Temperatures Aloft (FD), Area Forecast (FA), SIGMETS and PIREPS.

12.16.13 Wake Turbulence

(a) Pilots should be aware of the potential for wake turbulence encounters following Southern Domestic RVSM (SDRVSM) implementation. Experience gained since 1997, however, has shown that such encounters in RVSM airspace are generally moderate or less in magnitude.

(b) It is anticipated that, in SDRVSM airspace, wake turbulence experience will mirror European RVSM experience gained since January 2002. European authorities have found that reports of wake turbulence encounters had not increased significantly since RVSM implementation (eight versus seven reports in a ten-month period). In addition, they found that reported wake turbulence was generally similar to moderate clear air turbulence.

(c) Pilots should be alert for wake turbulence when operating:

(i) in the vicinity of aircraft climbing or descending through their altitude;

(ii) approximately 12–15 mi. after passing 1 000 ft below opposite direction traffic; and

(iii) approximately 12–15 mi. behind and 1 000 ft below same direction traffic.

Figure 12.3 – Pilot/Controller Phraseology-RVSM Operations Standard Phraseology for RVSM Operations

Message	Phraseology
For a controller to ascertain the RVSM approval status of an aircraft	(call sign) confirm RVSM approved
Pilot indication that flight is RVSM-approved	Affirm RVSM
Pilot will report lack of RVSM approval (Non-RVSM status): a. On the initial call on any frequency in the RVSM airspace; and b. In all requests for flight level changes pertaining to flight levels within the RVSM airspace; and c. In all read-backs to flight level clear-ances pertaining to flight levels within the RVSM airspace; and d. In read-back of flight level clearances involving climb and descent through RVSM airspace (FL290-410)	Negative RVSM (supplementary information, e.g. “monitoring flight”)
Pilot report of one of the following after entry into RVSM airspace: all primary altimeters, automatic altitude control systems or altitude alerters have failed (This phrase is to be used to convey both the initial indication of RVSM aircraft sys-tem failure and on initial contact on all frequencies in RVSM airspace until the problem ceases to exist or the aircraft has exited RVSM airspace)	Unable RVSM Due Equipment
ATC denial of clearance into RVSM airspace	Unable issue clearance into RVSM airspace, maintain FL__.
Pilot reporting inability to maintain cleared flight level due to weather encounters. See RAC 12.16.12(c)	Unable RVSM due (state reason) (e.g. turbulence, mountain wave)
ATC requesting pilot to confirm that an aircraft has regained RVSM-approved status or a pilot is ready to resume RVSM	Confirm able to resume RVSM
Pilot ready to resume RVSM after aircraft system or weather contingency	Ready to resume RVSM

12.16.14 In-Flight Contingencies

(a) The following general procedures are intended as guidance only. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to:

(i) weather;

(ii) aircraft performance; and

(iii) pressurization failure.

The pilot’s judgment shall determine the sequence of actions to be taken, taking into account specific circumstances, and ATC shall render all possible assistance.

(b) If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency signal if appropriate. If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. The pilot should take the following actions until a revised ATC clearance is received:

(i) establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight level, aircraft position, (including the ATS route designator or the track code) and intentions on the frequency in use, as well as on frequency 121.5 MHz (or, as a back-up, the inter-pilot air-to-air frequency 123.45 MHz);

(ii) initiate such action as necessary to ensure safety. If the pilot determines that there is another aircraft at or near the same flight level, which might conflict, the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

Figure 12.4 provides pilot guidance on actions to take under certain conditions of aircraft system failure and weather encounters. It also describes the ATC controller actions in these situations. It is recognized that the pilot and controller will use judgement to determine the action most appropriate to any given situation.

Figure 12.4 Contingency Actions: Weather Encounters and Aircraft System Failures

Initial Pilot Actions in Contingency Situations

Initial pilot actions when unable to maintain flight level or unsure of aircraft altitude–keeping capability Notify ATC and request assistance as detailed below; Maintain cleared flight level, if possible, while evaluating the situation; Watch for conflicting traffic, both visually and with reference to ACAS/TCAS, if equipped; and Alert nearby aircraft by illuminating exterior lights, broadcasting position, flight level and intentions on 121.5 MHz (or as back-up, the inter-pilot air-to-air frequency, 123.45 MHz).

Inability to Maintain Cleared Flight Level Due to Weather Encounter

Pilot should:	ATC may be expected to:
Contact ATC and advise Unable RVSM Due (state reason)” (e.g. turbulence, mountain wave)	In radar airspace, where 1 000 ft vertical separation exists between two aircraft, and targets appear likely to merge, vector one or both aircraft to establish radar separation until the pilot reports clear of the turbulence
If not initiated by the controller, and if in radar airspace, request vector clear of traffic at adjacent flight levels	Provide lateral or longitudinal separation from traffic at adjacent flight levels, traffic-permitting
Advise pilot of conflicting traffic
Issue flight level change or re-route, traffic-permitting

Pilot Report of Mountain Wave Activity (MWA)

Pilot should:	ATC may be expected to:
Contact ATC and report experiencing MWA	Advise pilot of conflicting traffic
If advised of conflicting traffic at adjacent flight levels and the aircraft is experiencing MWA that significantly affects altitude-keeping, request vector to acquire horizontal separation If so desired, request a flight level change or re-route	If pilot requests, vector aircraft to achieve horizontal separation, traffic-permitting In radar airspace, where 1 000 ft vertical separation exists between two aircraft, and targets appear likely to merge, vector one or both aircraft to establish radar separation until the pilot reports clear of MWA Issue flight level change or re-route, traffic-permitting
Report location and magnitude of MWA to ATC	Issue PIREP to other aircraft concerned

Wake Turbulence Encounters

Pilot should:	ATC may be expected to:
Contact ATC and request vector lateral offset or flight level change	Issue vector, lateral offset or flight level change, traffic-permitting

Failure of Automatic Altitude Control System, Altitude Alerter or All Primary Altimeters

Pilot will	ATC will
Contact ATC and advise “ Unable RVSM Due Equipment” Request Clearance out of RVSM unless operational situation dictates otherwise	Provide 2 000 ft vertical separation or appropriate horizontal separation Clear aircraft out of RVSM airspace airspace,

One Primary Altimeter Remains Operational

Pilot will:	ATC will:
Cross-check stand-by altimeter Notify ATC of loss of redundancy, operation with single primary altimeter If unable to confirm primary altimeter accuracy, follow action for failure of all primary altimeters	Acknowledge operation with single primary altimeter and monitor progress