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RAC - 6.0 INSTRUMENT FLIGHT RULES – DEPARTURE PROCEDURES

6.1 ATC Clearance

An ATC clearance shall be obtained before takeoff from any point within controlled airspace or before entering controlled airspace for flight under IFR or during IMC.

A clearance received by a pilot must be read back to the controller (CAR 602.31), except in certain circumstances. When the clearance is received on the ground, before departing a controlled aerodrome, and an SID is included in the clearance, the pilot only needs to acknowledge receipt of the clearance by repeating the aircraft call sign and the transponder Code that was assigned. If there is an amendment to the altitude contained in the SID, that altitude shall also be read back. At any time that the controller requests a full readback, the pilot shall comply. Also, the pilot may, at any time, read back a clearance in full to seek clarification.

Whenever a clearance is received and accepted by the pilot, the pilot shall comply with the clearance. If a clearance is not acceptable, the pilot shall immediately notify ATC of this fact because acknowledgement of the clearance alone will be taken by the controller as acceptance.

Deviations from a clearance shall not be made except in an emergency that necessitates immediate action or in order to respond to an ACAS/TCAS resolution advisory or a warning from a ground proximity warning system (GPWS). In these cases, the pilot shall inform ATC as soon as possible and obtain an amended clearance (CAR 602.31).

6.2 IFR Flights in VMC

A pilot may elect to conduct a flight in accordance with IFR in VMC. Flights operating in accordance with IFR shall continue in accordance with IFR, regardless of weather conditions. An IFR clearance provides separation between IFR aircraft in controlled airspace only. Pilots operating IFR must be aware of the need to provide their own visual separation from VFR aircraft when operating in VMC and from any other aircraft when operating in uncontrolled airspace.

A pilot may cancel IFR, or close the IFR flight plan, provided the aircraft is operating in VMC, is outside Class A or B airspace, and it is expected that the flight will not return to IMC. If the pilot closes the IFR flight plan or cancels IFR, ATC will discontinue the provision of IFR control service.

Refer to RAC 3.12.2 for information on the requirement to submit an arrival report and on the provision of alerting service upon closure or cancellation of IFR. Provided the destination remains the same, a pilot may change an IFR fight plan to a VFR fight plan without having to file a new flight plan. ATS will, however, confirm the aircraft’s destination and ETA and obtain a search and rescue time from the pilot.

6.2.1 IFR Clearance with VFR Restrictions

ATC may issue an IFR clearance for an aircraft to depart, climb or descend VFR until a specified time, altitude, or location provided

(a) the pilot requests it;

(b) the aircraft is outside Class A airspace;

(c) the aircraft is within Class B airspace at or below 12 500 ft ASL or within Class C, D or E airspace; and

(d) the weather conditions permit.

Pilots are reminded that during such a VFR restriction they must provide their own separation, including wake turbulence separation, from other IFR aircraft as well as from the VFR traffic. Controllers normally issue traffic information concerning other IFR aircraft, particularly in marginal weather conditions. If compliance with the restriction is not possible, the pilot should immediately advise ATC and request an amended clearance.

6.2.2 VFR Release of an IFR Aircraft

When a delay is experienced in receiving an IFR departure clearance, a pilot may request approval to depart and maintain VFR until an IFR clearance can be received. The conditions in RAC 6.2.1 also apply in this situation. If the request for a VFR departure is approved, the pilot will be given a time, altitude or location at which to contact ATC for an IFR clearance. Depending upon the reasons for the IFR departure clearance delay, a VFR departure of an IFR flight may not be approved by the IFR unit. In situations such as these, it may be desirable for the pilot to wait for the IFR departure clearance.

 

6.3 Emergencies and Equipment Failures —IFR

6.3.1 Declaration of Emergency

Whenever pilots are faced with an emergency situation, ATC expects the pilot to take whatever action is considered necessary. ATC will assist pilots in any way possible whenever an emergency is declared. Pilots are requested to advise ATC of any deviations from IFR altitudes or routes necessitated by an emergency situation as soon as it is practicable in order that every effort can be made to minimize conflicts with other aircraft.

Pilots of transponder-equipped aircraft, when experiencing an emergency and unable to establish communications immediately with an ATC unit, may indicate “Emergency” to ATC by adjusting the transponder to reply to Mode A/3 Code 7700. Thereafter, radio communications should be established with ATC as soon as possible.

It should be pointed out, however, that when Code 7700 is used, the signal may not be detected because the aircraft may not be within the range of SSR coverage.

6.3.2 Two-way Communications Failure

It is impossible to provide regulations and procedures applicable to all possible situations associated with a two-way communications failure. During a communications failure, when confronted by a situation not covered in the regulations, pilots are expected to exercise good judgment in whatever action they elect to take. The following procedures are the standard communications failure procedures; however, they may be superseded by specific procedures that take precedence. For example, some SID procedures may have specific published communications failure procedures.

6.3.2.1 General

Unless otherwise authorized by ATC, the pilot-in-command of an aircraft that experiences a two-way communications failure when operating in or cleared to enter controlled airspace under IFR, or when operating in or cleared to enter Class B or C airspace under VFR, shall:

a. select the transponder to reply to Mode A/3 Code 7600 interrogations, if the aircraft is transponder-equipped;

b. maintain a listening watch on appropriate frequencies for control messages or further clearances; acknowledge receipt of any such messages by any means available, including the use of approved satellite voice equipment or the selective use of the normal/standby functions of transponders;

c. attempt to contact any ATC facility or another aircraft, inform them of the difficulty, and request they relay the information to the ATC facility with whom communications are intended;

d. comply with the procedures specified by the Minister in the CAP and the CFS, except where specific instructions to cover an anticipated communications failure have been received from an ATC unit; and

e. attempt to contact the appropriate NAV CANADA ATS unit by means of a conventional cell or satellite phone, when all of the above attempts have failed (see COM 5.15).

NOTE: Approved SATCOM voice equipment refers to on board embedded equipment. Permanent satellite voice equipment is installed and tested in accordance with appropriate certification and airworthiness standards.

6.3.2.2 IFR Flight Plan

  1. Visual Meteorological Conditions (VMC): If the failure occurs in VMC, or if VMC are encountered after the failure, the pilot-in-command shall continue the flight under VFR and land as soon as practicable.

    NOTE: This procedure applies in any class of airspace. The primary purpose is to preclude extended IFR operation in controlled airspace in VMC. However, it is not intended that the requirement to “land as soon as practicable” be construed to mean “land as soon as possible.” The pilot retains the prerogative of exercising his/her best judgment and is not required to land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of destination.

  2. Instrument Meteorological Conditions (IMC): If the failure occurs in IMC, or if the flight cannot be continued under VMC, the pilot-in-command shall continue the flight according to the following:
    1. Route
      1. by the route assigned in the last ATC clearance received and acknowledged;
      2. if being radar-vectored, by the direct route from the point of communications failure to the fix, route, or airway specified in the vector clearance;
      3. in the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
      4. in the absence of an assigned route or route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan.
    2. Altitude: At the highest of the following altitudes or FLs for the route segment being flown:
      1. the altitude(s) or FLs assigned in the last ATC clearance received and acknowledged;
      2. the minimum IFR altitude (see RAC 8.6.1); or
      3. the altitude or FL ATC has advised may be expected in a further clearance. (The pilot shall commence climb to this altitude/FL at the time or point specified by ATC to expect further clearance/ altitude change.)

        NOTES

        1. The intent of this is that an aircraft that has experienced a communications failure will, during any segment of a flight, be flown at an altitude that provides the required obstacle clearance.
        2. If the failure occurs while being vectored at a radar vectoring altitude that is lower than a published IFR altitude, the pilot shall immediately climb to and maintain the appropriate minimum IFR altitude until arrival at the fix, route or airway specified in the clearance.
    3. Descent for Approach: Maintain en route altitude to the navigation facility or the approach fix to be used for the IAP selected and commence an appropriate descent procedure at whichever of the following times is the most recent:
      1. the ETA [ETA as calculated from take-off time plus the estimated time en route filed or amended (with ATC)];
      2. the ETA last notified to and acknowledged by ATC; or
      3. the EAT last received and acknowledged.

If failure occurs after you have received and acknowledged a holding instruction, hold as directed and commence an instrument approach at the EAT or expected further clearance time, whichever has been issued.

NOTES

  1. If the holding fix is not a fix from which an approach begins, leave the fix at the expected further clearance time if one has been received. If none has been received, proceed to a fix from which an approach begins upon arrival over the clearance limit. Commence descent and/or approach as close as possible to the ETA as calculated from the filed estimated time en route or as amended with ATC.
  2. If cleared for a STAR, maintain the appropriate altitude described in RAC 6.3.2.2(b) and proceed to the final approach fix (FAF):
    1. via the published routing;
    2. via the published routing to the segment where radar vectors are depicted to commence, then direct to the facility or fix serving the runway advised by ATIS or specified in the ATC clearance, for a straight-in approach, if able, or for the full procedure if one is published;
    3. for a CLOSED RNAV STAR, by flying the arrival as published, including any vertical and speed restraints depicted in the procedure, and intercepting the final approach course for a straight-in approach; or
    4. for an OPEN RNAV STAR, by flying the arrival as published, including any vertical and speed restraints depicted in the procedure. The pilot is expected to delete the heading leg at the DTW, to initiate an auto-turn at the DTW and FACF and to intercept the final approach course for a straight-in approach.

For flights to the United States, communications failure procedures are essentially the same, but it is the pilot’s responsibility to consult the appropriate American publications.

Some instrument procedures do not include a procedure turn but include the statement “RADAR OR RNAV REQUIRED” as part of the procedure. The initial approach segment of these instrument procedures is being provided by ATC radar vectors. Without ATC radar vectoring, the instrument procedure may not have a published initial approach segment.

Should an aircraft communications failure occur while the aircraft is being vectored on one of these approaches, separately or as part of a STAR, the pilot is expected to comply with the communications failure procedure by selecting the transponder to Mode A/3 Code 7600 immediately. Pilots should always be aware of the traffic situation. For example, ATC may have indicated that your aircraft was second for an approach to Runway 06L; under these circumstances, the flight should be continued along the route that normally would have been expected under radar vectoring. In some cases of communications failure, pilots may need to dead reckon, or DR, a route to the final approach course. It is important to other aircraft and ATC for the aircraft experiencing a communications failure to continue the flight along a route that would permit the aircraft to conduct a straight-in approach and landing without unexpected manoeuvring. Pilots are expected to exercise good judgment in these cases. Unexpected manoeuvres, such as turns away from the final approach course, may cause traffic disruptions and conflicts.

If the communications failure occurs while being vectored at a radar vectoring altitude that is lower than a published IFR altitude (e.g., minimum sector altitude 25 NM), the pilot shall immediately climb to and maintain the appropriate minimum IFR altitude until arrival at a fix associated with the instrument procedure.

Modern technology has introduced new on-board communications capabilities, such as airborne telephone communications. Pilots who are confronted with an aircraft communications failure may, if circumstances permit, use this new on-board technology to establish communications with the appropriate ATC units. NAV CANADA publishes the phone numbers of ACCs, control towers, FICs and FSSs in the CFS.

6.3.3 Reporting Malfunctions of Navigation and Communications Equipment

The pilot-in-command of an aircraft in IFR flight within controlled airspace should report immediately to the appropriate ATC unit any malfunction of navigation or air-to-ground communications equipment.

Examples:

  1. Loss of VOR, ADF or low frequency
    navigation capability.
  2. Complete or partial loss of ILS capability.
  3. Impairment of air-to-ground communications capability.
  4. Impairment of transponder serviceability.

Having received this information, ATC will take into account any limitations in navigation or air-to-ground communications equipment in further clearances to the aircraft.

6.3.4 Fuel Dumping

Whenever it is necessary to jettison fuel, the pilot should immediately notify ATC and provide information such as the course to be flown, the period of time and weather conditions. To allow for adequate vaporization, fuel dumping should be carried out at least 2 000 feet above the highest obstacle within 5 NM of the track to be flown. ATC may suggest an alternate area where fuel should be dumped; aircraft will be encouraged to dump fuel on a constant heading over unpopulated areas and clear of heavy traffic. When necessary information has been obtained, ATC will broadcast on appropriate frequencies a “fuel dumping” advisory. Pilots should advise ATC immediately when fuel dumping has been completed.

 

6.4 IFR Separation

6.4.1 General

The following information is intended to acquaint pilots with some of the basic non-radar separation standards applied by ATC and so facilitate flight planning and understanding of ATC techniques.

6.4.2 Vertical Separation - General

The standard vertical separation minima is as follows:

FL290 and below – 1 000 feet;
above FL290 – 2 000 feet.

6.4.3 Vertical Separation Between Flight Levels and Altitudes ASL

When the altimeter setting is less than 29.92” Hg, there will be less than 1 000 feet vertical separation between an aircraft flying at 17 000 feet ASL with that altimeter setting and an aircraft flying at FL180, (with altimeter set at 29.92” Hg); therefore, the lowest usable flight level will be assigned or approved in accordance with the following table:

Altimeter
Setting

Lowest Usable
Flight Level

29.92” or higher
29.91” to 28.92”
28.91” to 27.92”

FL180
FL190
FL200

6.4.4 Longitudinal Separation-Distance-based

Longitudinal separation of IFR flights based on distance is established by ATC on the basis of position reports, expressed in units of distance, from the concerned aircraft determined in relation to a common point. To account for the effect of slant range, controllers must know when distance reports are derived from DME when establishing longitudinal separation between a mix of RNAV/GPS- and DME-equipped aircraft.

To this end, pilots should report distances based on RNAV and GPS in miles, e.g. 30 mi. from “Someplace.” When distance reports are based on DME, pilots should state DME, e.g. 30 DME from “Someplace.”

NOTE: RNAV position reports derived from DME-DME computations are not affected by slant range.

6.4.5 Lateral Separation — General

Lateral separation of IFR flights is provided by ATC in the form of “airspace to be protected” in relation to a holding procedure, instrument approach procedure or the approved track. The dimensions of protected airspace for a particular track take into account the accuracy of navigation that can be reasonably expected. For track segments within signal coverage of NDB, VOR or TACAN stations and along bearings/courses/radials of such facilities, protected airspace takes into account the accuracy of available track guidance, accuracy of airborne receiver and indicator equipment, and a small pilotage tolerance. Separation is considered to exist provided the airspaces protected for each aircraft do not overlap. It is essential, therefore, that accuracy capability of navigation equipment be maintained.

Pilots of IFR or controlled VFR flights must adhere as closely as practicable to the centre line of their approved airway or track. If the aircraft inadvertently deviates from the approved track, immediate action must be taken to regain the centre line as soon as practicable. Pilots realizing that they are outside the airspace protected for their approved track must notify the appropriate ATC unit immediately.

6.4.6 Lateral Separation - Airways and Tracks

In the low level airspace, the airspace to be protected is the full width of the airway as illustrated in RAC 2.7.1.

In the high level airspace, all airspace is controlled within the Southern, Northern, and Arctic Control Areas. As a result, a high level airway is “a prescribed track between specified radio aids to navigation” and, thus, has no defined lateral dimensions. Therefore, the airspace to be protected for airways and/or tracks in the high level airspace is the same as that for low level airways.

Along off-airway tracks the “airspace to be protected” is 45 NM each side of that portion of the track which is beyond navigational and signal coverage range.

Figure 6.1 - Airspace to be Protected Along Off-Airway Tracks

Airspace to be Protected Along Off-Airway Tracks

Additional airspace will be protected at and above FL180 on the manœuvring side of tracks that change direction by more than 15° overhead navigation aids or intersections. It is expected that pilots of aircraft operating below FL180 will make turns so as to remain within the normal width of airways or airspace protected for off-airway tracks.

Figure 6.2 – Additional Airspace to be Protected for Turns

Additional Airspace to be Protected for Turns

Normally, the airspace to be protected for an approved track will be based on the premise that the changeover from one navigation reference to another will take place approximately midway between facilities. Where this is not possible due to a difference in the signal coverage provided by two adjacent navigation aids, the equal signal point on an airway segment will be shown.

To remain clear of restricted areas, active danger or alert areas, or active areas such as the Churchill Rocket Range, pilots should file a flight plan so that the airspace-to-be-protected for the intended track do not overlap the area of concern.

6.4.7 Lateral Separation - Instrument Approach Procedure

Air traffic controllers have been authorized to consider the basic horizontal dimensions of intermediate approach areas, final approach areas and missed approach areas, for obstacle clearance purposes, as the airspace-to-be-protected for aircraft conducting standard instrument approach procedures. Adequate horizontal separation is then deemed to exist when the airspace-to-be-protected for such aircraft do not overlap the airspace-to-be-protected for aircraft enroute, holding or conducting simultaneous adjacent instrument approaches.

As with other separation standards based on the airspace-to-be-protected concept, it will be the pilot’s responsibility to remain within the limits of airspace-to-be-protected. This can be accomplished by following the procedures published in CAP or approved for company use. If a pilot who is operating in controlled airspace anticipates being unable to conduct the approach as published, the pilot should inform ATC so that separation from other aircraft concerned can be increased as necessary.

6.5 Development of Instrument Procedures

Instrument procedure development worldwide follows one of two existing standards: ICAO Procedures for Air Navigation Services—Aircraft Operations, Volume II—Construction of Visual and Instrument Flight Procedures (Doc 8168); or the United States Standard for Terminal Instrument Procedures (TERPS). Instrument procedures in CDA are developed in accordance with a document entitled Criteria for the Development of Instrument Procedures (TP 308). This document is a joint TC/DND publication and prescribes standardized methods for use in designing both civil and military instrument flight procedures.

In order to achieve ICAO regional commonality, the instrument procedure design standards and criteria contained in TP 308 are modeled after the standards and criteria contained in the TERPS.

Strict adherence by pilots to the published instrument procedures will ensure an acceptable level of safety in flight operations.

Date modified:
2011-04-01