ATC MANOPS Includes a “Page Verification Sheet” Which Identifies the Current Status of Each Individual Page

TABLE OF CONTENTS

FOREWORD

DEFINITIONS

ABBREVIATIONS

INDEX

PART 1 — GENERAL

PART 2 — COMMUNICATIONS

PART 3 — AIRPORT AND VFR CONTROL

PART 4 — AREA AND TERMINAL CONTROL

PART 5 — RADAR PROCEDURES

PART 6 — EMERGENCIES

PART 7 — SPECIAL PROCEDURES

PART 8 — ALTITUDE RESERVATIONS AND MILITARY DIRECTIVES

PART 9 — FLIGHT PROGRESS STRIP MARKING

PART 10 — FORMS AND REPORTS

APPENDIX 1 — AERONAUTICAL TERMINOLOGY

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Original ATC TOC-1 AIR TRAFFIC CONTROL MANUAL OF OPERATIONS

FOREWORD

The contents of this Manual supersede the directives contained in the 1993 edition of the Air Traffic Control Manual of Operations.

Although it is not mandatory to retain the “Blue Sheets”, which form an integral part of the ATC Directive (ATCD) amendment process, users of this Manual are strongly encouraged to do so. The information contained in the “Blue Sheets” is considered valuable to users, since it provides the rationale, background and summary of each change made to this publication.

This edition of ATC MANOPS includes a “Page Verification Sheet” which identifies the current status of each individual page.

Suggestions for improvements or comments concerning apparent errors or omissions should be forwarded in writing through normal channels to the undersigned.

R.R. Speiran Manager ATS Standards and Procedures

APRIL 22, 1999

2006-04-13 ATC-I RECORD OF AMENDMENTS

NUMBER DATE DATE ENTERED ENTERED BY P-ATCD 1999-1 and Included in this electronic edition P-ATCD1999-2 ATCD 1999-1 1999-04-22 Included in this electronic edition P-ATCD 1999-3 1999-05-31 Included in this electronic edition P-ATCD 1999-4 1999-06-01 Included in this electronic edition ATCD 1999-2 1999-07-15 Included in this electronic edition ATCD 1999-3 1999-10-07 Included in this electronic edition ATCD 2000-1 2000-01-27 Included in this electronic edition ATCD 2000-2 2000-04-20 Included in this electronic edition ATCD 2000-3 2000-07-13 Included in this electronic edition ATCD 2000-4 2000-10-05 Included in this electronic edition ATCD 2001-1 2001-01-25 Included in this electronic edition ATCD 2001-2 2001-04-19 Included in this electronic edition ATCD 2002-1 2002-01-24 Included in this electronic edition ATCD 2002-2 2002-04-18 Included in this electronic edition ATCD 2002-3 2002-07-11 Included in this electronic edition ATCD 2002-4 2002-10-03 Included in this electronic edition ATCD 2003-1 2003-01-23 Included in this electronic edition ATCD 2003-2 2003-04-17 Included in this electronic edition ATCD 2003-3 2003-07-10 Included in this electronic edition ATCD 2003-4 2003-10-02 Included in this electronic edition ATCD 2004-1 2004-01-22 Included in this electronic edition ATCD 2004-2 2004-04-15 Included in this electronic edition ATCD 2004-3 2004-07-08 Included in this electronic edition ATCD 2004-4 2004-09-30 Included in this electronic edition ATCD 2005-1 2005-01-20 Included in this electronic edition ATCD 2005-2 2005-04-14 Included in this electronic edition

1999-07-15 ATC-II NUMBER DATE DATE ENTERED ENTERED BY ATCD 2005-3 2005-07-07 Included in this electronic edition ATCD 2005-4 2005-09-29 Included in this electronic edition ATCD 2006-1 2006-01-19 Included in this electronic edition ATCD 2006-2 2006-04-13 Included in this electronic edition ATCD 2006-3 2006-07-20 Included in this electronic edition

1999-07-15 ATC-III PAGE VERIFICATION SHEET

ATC-I 2006-04-13 1-21 1999-07-15 PART 3 3-70 2002-01-24 ATC-II 2006-04-13 1-22 1999-07-15 3-71 2004-07-08 ATC-III 1999-07-15 1-23 2005-04-14 3-1 2004-04-15 3-72 2004-07-08 ATC-IV 1999-07-15 1-24 2005-04-14 3-2 2004-04-15 3-73 2004-07-08 ATC-V 2004-09-30 1-25 2006-04-13 3-3 2006-01-19 3-74 2004-07-08 ATC-VI 2004-09-30 1-26 2006-04-13 3-4 2006-01-19 3-75 2006-01-19 ATC-VII 2006-07-20 1-27 2006-01-19 3-5 2002-01-24 3-76 2006-01-19 ATC-VIII 2006-07-20 1-28 2006-01-19 3-6 2002-01-24 3-77 2006-01-19 ATC-IX 2006-07-20 1-29 2006-01-19 3-7 2002-01-24 3-78 2006-01-19 ATC-X 2006-07-20 1-30 2006-01-19 3-8 2002-01-24 3-79 2005-09-29 1-31 2005-07-07 3-9 2005-01-20 3-80 2005-09-29 TOC-1 Original 1-32 2005-07-07 3-10 2005-01-20 3-81 2002-01-24 TOC-2 Original 1-33 2004-07-08 3-11 2005-04-14 3-82 2002-01-24 1-34 2004-07-08 3-12 2005-04-14 DEF-1 2006-01-19 1-35 2001-04-19 3-13 2004-09-30 PART 4 DEF-2 2006-01-19 1-36 2001-04-19 3-14 2004-09-30 DEF-3 2006-04-13 1-37 2004-01-22 3-15 2005-04-14 4-1 2005-01-20 DEF-4 2006-04-13 1-38 2004-01-22 3-16 2005-04-14 4-2 2005-01-20 DEF-5 2006-01-19 1-39 2006-01-19 3-17 2002-01-24 4-3 2005-01-20 DEF-6 2006-01-19 1-40 2006-01-19 3-18 2002-01-24 4-4 2005-01-20 DEF-7 2006-01-19 1-41 2003-07-10 3-19 2004-07-08 4-5 2005-01-20 DEF-8 2006-01-19 1-42 2003-07-10 3-20 2004-07-08 4-6 2005-01-20 DEF-9 2006-01-19 1-43 2004-09-30 3-21 2006-04-13 4-7 2006-07-20 DEF-10 2006-01-19 1-44 2004-09-30 3-22 2006-04-13 4-8 2006-07-20 DEF-11 2006-01-19 1-45 2003-01-23 3-23 2003-04-17 4-9 2006-07-20 DEF-12 2006-01-19 1-46 2003-01-23 3-24 2003-04-17 4-10 2006-07-20 DEF-13 2006-07-20 1-47 2001-01-25 3-25 2003-07-10 4-11 2005-01-20 DEF-14 2006-07-20 1-48 2001-01-25 3-26 2003-07-10 4-12 2005-01-20 DEF-15 2006-07-20 1-49 Original 3-27 2006-07-20 4-13 2005-01-20 DEF-16 2006-07-20 1-50 Original 3-28 2006-07-20 4-14 2005-01-20 DEF-17 2006-07-20 1-51 2006-01-19 3-29 2002-01-24 4-15 2005-07-07 DEF-18 2006-07-20 1-52 2006-01-19 3-30 2002-01-24 4-16 2005-07-07 1-53 Original 3-31 2006-01-19 4-17 2006-01-19 ABB-1 2006-07-20 1-54 Original 3-32 2006-01-19 4-18 2006-01-19 ABB-2 2006-07-20 1-55 2004-04-15 3-33 2002-01-24 4-19 2006-01-19 ABB-3 2006-04-13 1-56 2004-04-15 3-34 2002-01-24 4-20 2006-01-19 ABB-4 2006-04-13 1-57 2004-04-15 3-35 2006-01-19 4-21 2006-01-19 1-58 2004-04-15 3-36 2006-01-19 4-22 2006-01-19 IND-1 2006-07-20 1-59 2004-04-15 3-37 2006-01-19 4-23 2006-07-20 IND-2 2006-07-20 1-60 2004-04-15 3-38 2006-01-19 4-24 2006-07-20 IND-3 2006-07-20 3-39 2006-01-19 4-25 2006-07-20 IND-4 2006-07-20 PART 2 3-40 2006-01-19 4-26 2006-07-20 IND-5 2006-07-20 3-41 2005-01-20 4-27 2005-01-20 IND-6 2006-07-20 2-1 Original 3-42 2005-01-20 4-28 2005-01-20 IND-7 2006-07-20 2-2 Original 3-43 2006-01-19 4-29 2006-07-20 IND-8 2006-07-20 2-3 2006-07-20 3-44 2006-01-19 4-30 2006-07-20 IND-9 2006-07-20 2-4 2006-07-20 3-45 2002-01-24 4-31 2005-01-20 IND-10 2006-07-20 2-5 Original 3-46 2002-01-24 4-32 2005-01-20 2-6 Original 3-47 2002-01-24 4-33 2006-01-19 PART 1 2-7 2006-07-20 3-48 2002-01-24 4-34 2006-01-19 2-8 2006-07-20 3-49 2002-01-24 4-35 2006-01-19 1-1 2006-07-20 2-9 2006-07-20 3-50 2002-01-24 4-36 2006-01-19 1-2 2006-07-20 2-10 2006-07-20 3-51 2006-01-19 4-37 2005-01-20 1-3 2004-07-08 2-11 2006-07-20 3-52 2006-01-19 4-38 2005-01-20 1-4 2004-07-08 2-12 2006-07-20 3-53 2004-07-08 4-39 2005-01-20 1-5 2006-07-20 2-13 2006-07-20 3-54 2004-07-08 4-40 2005-01-20 1-6 2006-07-20 2-14 2006-07-20 3-55 2003-01-23 4-41 2006-01-19 1-7 2006-07-20 2-15 2006-07-20 3-56 2003-01-23 4-42 2006-01-19 1-8 2006-07-20 2-16 2006-07-20 3-57 2005-01-20 4-43 2005-04-14 1-9 2006-07-20 2-17 2006-07-20 3-58 2005-01-20 4-44 2005-04-14 1-10 2006-07-20 2-18 2006-07-20 3-59 2006-01-19 4-45 2006-07-20 1-11 2005-07-07 2-19 2006-07-20 3-60 2006-01-19 4-46 2006-07-20 1-12 2005-07-07 2-20 2006-07-20 3-61 2006-07-20 4-47 2006-01-19 1-13 2006-07-20 2-21 2006-07-20 3-62 2006-07-20 4-48 2006-01-19 1-14 2006-07-20 2-22 2006-07-20 3-63 2005-07-07 4-49 2005-01-20 1-15 2005-01-20 2-23 2006-07-20 3-64 2005-07-07 4-50 2005-01-20 1-16 2005-01-20 2-24 2006-07-20 3-65 2003-07-10 4-51 2005-01-20 1-17 2006-01-19 2-25 2006-07-20 3-66 2003-07-10 4-52 2005-01-20 1-18 2006-01-19 2-26 2006-07-20 3-67 2005-01-20 4-53 2006-01-19 1-19 2004-09-30 3-68 2005-01-20 4-54 2006-01-19 1-20 2004-09-30 3-69 2002-01-24 4-55 2005-01-20

2004-09-30 ATC-IV PAGE VERIFICATION SHEET

4-56 2005-01-20 5-19 2006-04-13 6-22 Original 8-20 Original 4-57 2005-01-20 5-20 2006-04-13 6-23 2006-07-20 8-21 Original 4-58 2005-01-20 5-21 2006-07-20 6-24 2006-07-20 8-22 Original 4-59 2005-01-20 5-22 2006-07-20 6-25 2005-04-14 8-23 2002-01-24 4-60 2005-01-20 5-23 2005-01-20 6-26 2005-04-14 8-24 2002-01-24 4-61 2005-01-20 5-24 2005-01-20 6-27 2005-04-14 8-25 2002-10-03 4-62 2005-01-20 5-25 2005-01-20 6-28 2005-04-14 8-26 2002-10-03 4-63 2005-01-20 5-26 2005-01-20 6-29 Original 8-27 2002-04-18 4-64 2005-01-20 5-27 2002-01-24 6-30 Original 8-28 2002-04-18 4-65 2005-01-20 5-28 2002-01-24 6-31 2003-01-23 8-29 Original 4-66 2005-01-20 5-29 2006-01-19 6-32 2003-01-23 8-30 Original 4-67 2005-01-20 5-30 2006-01-19 6-33 2005-09-29 8-31 2002-01-24 4-68 2005-01-20 5-31 2004-01-22 6-34 2005-09-29 8-32 2002-01-24 4-69 2005-01-20 5-32 2004-01-22 4-70 2005-01-20 5-33 2005-09-29 PART 7 PART 9 4-71 2005-01-20 5-34 2005-09-29 4-72 2005-01-20 5-35 2004-01-22 7-1 2006-07-20 9-1 Original 4-73 2005-01-20 5-36 2004-01-22 7-2 2006-07-20 9-2 Original 4-74 2005-01-20 5-37 2006-07-20 7-3 2006-07-20 9-3 2003-01-23 4-75 2005-01-20 5-38 2006-07-20 7-4 2006-07-20 9-4 2003-01-23 4-76 2005-01-20 5-39 Original 7-5 2006-07-20 9-5 2004-04-15 4-77 2005-01-20 5-40 Original 7-6 2006-07-20 9-6 2004-04-15 4-78 2005-01-20 5-41 2002-10-03 7-7 2004-07-08 9-7 2006-07-20 4-79 2005-01-20 5-42 2002-10-03 7-8 2004-07-08 9-8 2006-07-20 4-80 2005-01-20 5-43 2006-01-19 7-9 2004-09-30 9-9 2006-07-20 4-81 2005-01-20 5-44 2006-01-19 7-10 2004-09-30 9-10 2006-07-20 4-82 2005-01-20 5-45 2000-04-20 7-11 2005-04-14 9-11 Original 4-83 2005-01-20 5-46 2000-04-20 7-12 2005-04-14 9-12 Original 4-84 2005-01-20 5-47 2006-01-19 7-13 2005-04-14 9-13 2004-07-08 4-85 2005-01-20 5-48 2006-01-19 7-14 2005-04-14 9-14 2004-07-08 4-86 2005-01-20 5-49 2002-01-24 7-15 2006-01-19 9-15 1999-10-07 4-87 2006-01-19 5-50 2002-01-24 7-16 2006-01-19 9-16 1999-10-07 4-88 2006-01-19 5-51 2006-01-19 7-17 2005-04-14 9-17 2006-07-20 4-89 2006-01-19 5-52 2006-01-19 7-18 2005-04-14 9-18 2006-07-20 4-90 2006-01-19 5-53 2006-01-19 7-19 2005-04-14 9-19 2002-01-24 4-91 2005-01-20 5-54 2006-01-19 7-20 2005-04-14 9-20 2002-01-24 4-92 2005-01-20 5-55 2002-01-24 7-21 2005-04-14 9-21 1999-10-07 4-93 2006-01-19 5-56 2002-01-24 7-22 2005-04-14 9-22 1999-10-07 4-94 2006-01-19 5-57 2005-01-20 7-23 2005-04-14 9-23 2006-07-20 4-95 2005-01-20 5-58 2005-01-20 7-24 2005-04-14 9-24 2006-07-20 4-96 2005-01-20 5-59 2001-01-25 7-25 2005-04-14 9-25 Original 4-97 2006-07-20 5-60 2001-01-25 7-26 2005-04-14 9-26 Original 4-98 2006-07-20 5-61 2004-07-08 7-27 2006-01-19 9-27 2004-04-15 4-99 2005-01-20 5-62 2004-07-08 7-28 2006-01-19 9-28 2004-04-15 4-100 2005-01-20 5-63 2004-07-08 7-29 2005-04-14 9-29 2003-07-10 4-101 2005-01-20 5-64 2004-07-08 7-30 2005-04-14 9-30 2003-07-10 4-102 2005-01-20 7-31 2006-07-20 9-31 2006-07-20 4-103 2005-01-20 PART 6 7-32 2006-07-20 9-32 2006-07-20 4-104 2005-01-20 9-33 2006-04-13 6-1 2005-09-29 PART 8 9-34 2006-04-13 PART 5 6-2 2005-09-29 9-35 2005-07-07 6-3 2004-09-30 8-1 2002-04-18 9-36 2005-07-07 5-1 2002-01-24 6-4 2004-09-30 8-2 2002-04-18 5-2 2002-01-24 6-5 2006-01-19 8-3 2006-01-19 PART 10 5-3 2004-01-22 6-6 2006-01-19 8-4 2006-01-19 5-4 2004-01-22 6-7 2003-01-23 8-5 2006-01-19 10-1 2002-10-03 5-5 2005-07-07 6-8 2003-01-23 8-6 2006-01-19 10-2 2002-10-03 5-6 2005-07-07 6-9 2005-04-14 8-7 2006-04-13 10-3 2006-07-20 5-7 2005-07-07 6-10 2005-04-14 8-8 2006-04-13 10-4 2006-07-20 5-8 2005-07-07 6-11 1999-10-07 8-9 Original 10-5 1999-10-07 5-9 2006-01-19 6-12 1999-10-07 8-10 Original 10-6 1999-10-07 5-10 2006-01-19 6-13 2006-01-19 8-11 2006-01-19 10-7 2006-07-20 5-11 2005-01-20 6-14 2006-01-19 8-12 2006-01-19 10-8 2006-07-20 5-12 2005-01-20 6-15 2005-01-20 8-13 2006-01-19 10-9 2004-04-15 5-13 2006-07-20 6-16 2005-01-20 8-14 2006-01-19 10-10 2004-04-15 5-14 2006-07-20 6-17 2003-01-23 8-15 Original 10-11 2003-04-17 5-15 2005-01-20 6-18 2003-01-23 8-16 Original 10-12 2003-04-17 5-16 2005-01-20 6-19 2006-01-19 8-17 2005-04-14 10-13 2005-04-14 5-17 2006-01-19 6-20 2006-01-19 8-18 2005-04-14 10-14 2005-04-14 5-18 2006-01-19 6-21 Original 8-19 Original 10-15 2004-01-22

2006-07-20 ATC-V PAGE VERIFICATION SHEET

10-16 2004-01-22 10-17 2000-04-20 10-18 2000-04-20 10-19 2004-09-30 10-20 2004-09-30 10-21 2003-10-02 10-22 2003-10-02

APPENDICE 1

APP1-1 2006-01-19 APP1-2 2006-01-19 APP1-3 2004-01-22 APP1-4 2004-01-22 APP1-5 2002-07-11 APP1-6 2002-07-11 APP1-7 2006-07-20 APP1-8 2006-07-20 APP1-9 2002-07-11 APP1-10 2002-07-11 APP1-11 2002-07-11 APP1-12 2002-07-11 APP1-13 2006-07-20 APP1-14 2006-07-20 APP1-15 2002-07-11 APP1-16 2002-07-11 APP1-17 2002-07-11 APP1-18 2002-07-11 APP1-19 2002-07-11 APP1-20 2002-07-11 APP1-21 2002-07-11 APP1-22 2002-07-11 APP1-23 2006-01-19 APP1-24 2006-01-19

INTENTIONALLY LEFT BLANK

2006-07-20 ATC-VI DEFINITIONS

As used in this Manual, the following terms have the meanings defined:

ABEAM — The general position of an aircraft in relation to a fix, point or object that is approximately 90 degrees to the right or left of the aircraft’s track.

ABORT — To terminate a planned aircraft manoeuvre.

ACCIDENT — Any aviation occurrence where, at any time during the period commencing when the first person boards an aircraft for the purpose of flight and ending when the last person disembarks from the aircraft after the flight: A. a person, other than a stowaway, sustains a serious injury or fatal injury, that is not self-inflicted or inflicted by another person or caused by natural causes, as a result of that person: 1. being in the aircraft; 2. coming into direct contact with any part of the aircraft, including any part that may have become detached from the aircraft; or 3. being directly exposed to the jet blast of the aircraft; B. the aircraft sustains damage or structural failure adversely affecting the structural strength, performance or flight characteristics of the aircraft and normally requiring major repair or replacement of any affected component part, other than damage or failure that is limited to: 1. the engine, its cowlings, or its accessories; 2. the propellers, wing tips, antennas, tires, brakes or fairings; or 3. small dents or puncture holes in the aircraft skin; or C. the aircraft is missing or is completely inaccessible.

ACTIVE RUNWAY — Any runway currently being used for takeoff or landing. When multiple runways are being used, they are all considered active runways.

AERODROME — Any area of land, water (including the frozen surface thereof) or other supporting surface used, designed, prepared, equipped or set apart for use, either in whole or in part, for the arrival, departure, movement or servicing of aircraft. This includes any buildings, installations and equipment situated thereon or associated therewith.

AERONAUTICAL GROUND LIGHT — Any light specially provided as an aid to air navigation, other than a light displayed on an aircraft.

AIR TAXI — Movement of a helicopter above the surface of an aerodrome, but normally not above 100 feet AGL. The aircraft may proceed via either hover taxi or flight at speeds more than 20 knots. The pilot is solely responsible for selecting a safe airspeed/altitude for the operation being conducted. (See HOVER TAXI).

AIR TRAFFIC — All aircraft in flight or operating on the manoeuvring area of an aerodrome.

AIR TRAFFIC CONTROL CLEARANCE — An authorization issued by an ATC unit for an aircraft to proceed within controlled airspace in accordance with the conditions specified by that unit.

2006-01-19 ATC DEF-1 AIR TRAFFIC CONTROL INSTRUCTION — A directive issued by an ATC unit for ATC purposes.

AIR TRAFFIC CONTROL OPERATIONS SUPPORT SPECIALIST — An employee assigned to perform non-control functions in an ATC unit.

AIR TRAFFIC CONTROL UNIT — As the circumstances require, this may be: A. an ACC established to provide air traffic control service to IFR aircraft and controlled VFR aircraft; or B. a control tower established at an airport to provide air traffic control service to airport traffic.

AIR TRAFFIC CONTROLLER — A person holding a valid licence to control air traffic.

AIR TRAFFIC SERVICES — The following services that are provided by ATC units: A. IFR CONTROL SERVICES 1. AREA CONTROL SERVICE — The control service provided by ACCs to IFR and CVFR aircraft operating within specified control areas. 2. TERMINAL CONTROL SERVICE — The control service provided by ACCs to aircraft operating within specified control areas. B. VFR CONTROL SERVICES 1. AIRPORT CONTROL SERVICE — The control service provided by Airport Control Towers to airport traffic. 2. RADAR SERVICE — The control service provided by ATC units to: a. VFR aircraft operating within Class B C and D airspace; and b. aircraft in a Tower Radar Area. C. INFORMATION SERVICES 1. AIRCRAFT MOVEMENT INFORMATION SERVICE (AMIS) — The service provided by ACCs for the collection, processing, and dissemination of aircraft movement information, for use by air defence units. 2. ALERTING SERVICE — The service provided by ATC units to notify appropriate organizations regarding aircraft in need of search and rescue aid, and to assist such organizations, as required. This service also includes the alerting of crash equipment, ambulances, doctors, and any other safety services. 3. FLIGHT INFORMATION SERVICE — The service provided by ATC units for the purpose of giving advice and information, useful for the safe and efficient movement of aircraft. This service includes: a. information on adverse weather conditions as reported, visually observed, or radar observed; b. information on the unserviceability of NAVAIDs and facilities; c. traffic information; d. radar assistance, on request, to all aircraft operating within radar coverage and desiring position information, navigational guidance, or both; and e. VHF/UHF direction-finding assistance to aircraft operating within the range of stations so equipped.

2006-01-19 ATC DEF-2 D. SUPPLEMENTARY SERVICES 1. ALTITUDE RESERVATION SERVICE — The service provided by ARE, ARW and ACCs to provide reserved altitudes for specified air operations in controlled airspace and to provide information concerning these reservations and military activity areas in controlled and uncontrolled airspace. 2. CUSTOMS NOTIFICATION SERVICE (ADCUS) — Expression used by pilots to request that ATC advise U.S. Customs on their behalf of the estimated time of landing at destination.

AIRBORNE COLLISION AVOIDANCE SYSTEM — An aircraft system, based on secondary surveillance radar (SSR) transponder signals, which operates independently of ground-based equipment, to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.

AIRCRAFT MOVEMENT — A takeoff, landing, or simulated approach by an aircraft.

AIRCRAFT MOVEMENT SURFACE CONDITION REPORT — The report that details the surface conditions for all aircraft movement areas including runway, taxiways and aprons.

AIRCRAFT OCCURRENCE — Any deviation from the Canadian Aviation Regulations associated with the operation of an aircraft.

AIRFILE — Flight plan or flight itinerary information filed from an aircraft in flight.

AIRMET — Short-term meteorological information intended primarily for aircraft in flight, to notify pilots of potentially hazardous weather conditions not described in the current area forecast and not requiring a SIGMET. The criteria for issuing an AIRMET are the unforeseen development, dissipation or non-occurrence of forecast A. IFR conditions (broken or overcast cloud condition at less than 1000 ft. AGL and/or visibility less than 3 SM); B. freezing precipitation (not requiring a SIGMET); C. moderate icing; D. moderate turbulence; E. thunderstorms (isolated as opposed to a line); F. an increase in the surface mean wind over a large area to 20 kt. or more, or an increase in gusts to 30 kt. or more, when no winds were originally forecast; or G. a difference between the forecast and observed wind direction greater than 60°.

AIRPORT — An aerodrome in respect of which an airport certificate is in force.

AIRPORT CONTROLLER — Duty controller assigned to the airport control position in an Airport Control Tower.

AIRPORT TRAFFIC — All traffic on the manoeuvring area of an airport and all aircraft flying in the vicinity of an airport.

ALTIMETER SETTING REGION — Designated areas within which aircraft use the altimeter setting of the nearest station along the route of flight.

2006-04-13 ATC DEF-3 ALTITUDE — The vertical distance of a level, a point or an object considered as a point, measured from mean sea level.

ALTITUDE READOUT — SSR Mode C-derived altitude information displayed in a data tag or tabular list.

ALTITUDE RESERVATION — An airspace of defined dimensions within controlled airspace, reserved for the use of a civil or military agency during a specified period. An altitude reservation may be confined to a fixed area (stationary) or moving in relation to the aircraft that operate within it (moving).

ALTITUDE RESERVATION SPECIALIST — An employee in ARE or ARW assigned responsibility for processing requests for altitude reservations.

AMIS SECTION — A section established within an ACC to provide Aircraft Movement Information Service to air defence units.

* APPROACH AREA — (see Final Approach).

APPROACH LIGHTS — Lights indicating a desired line of approach to a landing area.

APRON — That part of an aerodrome, other than the manoeuvring area, intended to accommodate the loading and unloading of passengers and cargo, the refuelling, servicing, maintenance, and parking of aircraft, and any movement of aircraft, vehicles, and pedestrians necessary for such purposes.

ARC — The track over the ground, of an aircraft flying at a constant distance from a NAVAID, by reference to distance measuring equipment (DME).

AREA CONTROLLER — Duty controller assigned to a control position in an ACC.

AREA NAVIGATION (RNAV) — A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced NAVAIDs or within the limits of the capability of self- contained aids, or a combination of these.

AREA OF RESPONSIBILITY — A geographical area within which alerting service is provided by an ATS unit designated as the responsible unit.

ARRIVAL CONTROLLER — Duty controller assigned to an arrival control position.

AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) — The provision, throughout the day or a specified portion of the day, of current, routine information to arriving and departing aircraft by means of continuous and repetitive recorded broadcasts.

BACKTRACK — The taxiing of an aircraft on a runway in use in a direction opposite to the landing or takeoff direction.

BASE LEG — A flight path extending from the end of the downwind leg to the extended centreline of the approach end of the landing runway (or landing path).

2006-04-13 ATC DEF-4 BEACON — An aeronautical light arranged, either through optical design or mechanical motion, to be visible to all azimuths, either continuously or consecutively, to designate a particular point on the surface of the earth.

CANADIAN RUNWAY FRICTION INDEX — The average of the runway friction as measured by a mechanical or electronic decelerometer and reported through the Aircraft Movement Surface Condition Report.

CAUTIONARY (WAKE TURBULENCE) — Information transmitted to an aircraft on one of the following: A. the possible location of wake turbulence. B. the location of a heavy or medium aircraft behind which it will pass or follow.

CAVOK — An abbreviation indicating the simultaneous occurrence of the following meteorological conditions: A. no cloud below 5,000 feet, or below the highest minimum sector altitude, whichever is higher, and no cumulonimbus; B. a visibility of 6 statute miles or more; and C. no precipitation, thunderstorms, shallow fog, or drifting snow.

CEILING — The lesser of: A. the height above ground or water of the base of the lowest layer of cloud covering more than half the sky; or B. the vertical visibility in a surface-based layer which completely obscures the whole sky.

CLEARANCE LIMIT — The point to which an aircraft is granted an ATC clearance.

CLEARED FOR THE OPTION — A. For an arriving aircraft — ATC authorization for an aircraft to make a touch-and-go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. B. For a departing aircraft — ATC authorization for an aircraft to make a simulated rejected takeoff, reduced power takeoff and a simulated engine out failure on departure procedure at the discretion of the pilot.

CLOSED RNAV STAR — A STAR that terminates at the Final Approach Course Fix (FACF). Normally used when the inbound track is within plus or minus 90 degrees, of the final approach course, to the runway.

COAST LIST — A tabular record of flight data on previously correlated targets whose position updates are no longer received by RDPS.

COASTING — A function that displays the predicted position of a target for a flight plan-correlated radar tracks in the event of a missed or ambiguous radar return.

CODE (SSR Code) — The number assigned to a particular multiple-pulse reply signal transmitted by a transponder.

2006-01-19 ATC DEF-5 COMMON POINT — A. A single fix, whether a ground based NAVAID, a fix derived from NAVAIDs, or geographical coordinates expressed in degrees of latitude and longitude, over which two or more aircraft will pass, or have passed before proceeding on the same track or diverging tracks. B. For the purpose of longitudinal separation between aircraft using DME and/or GPS, a common point is defined as the same DME NAVAID, the same GPS reference position or a collocated DME NAVAID/GPS reference position.

COMPULSORY REPORTING POINT — A reporting point over which an aircraft must report to ATC.

CONFLICT — Actual or predicted convergence of aircraft that violates one or more separation minima.

CONFLICT RESOLUTION — The resolution of potential conflicts between IFR/VFR and VFR/VFR aircraft that are radar identified and in communication with ATC.

CONTACT APPROACH — An approach wherein an aircraft on an IFR flight plan, having an ATC authorization and operating clear of clouds with at least 1 mile flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface of the earth.

CONTROLLED AIRPORT — An airport at which an airport control service is provided.

CONTROLLED AIRSPACE — An airspace of defined dimensions within which ATC service is provided.

CONTROLLED VFR FLIGHT — A flight conducted under visual flight rules within Class B Airspace and in accordance with an ATC clearance.

CONTROLLER JURISDICTION SYMBOL (CJS) — Symbol that identifies a sector.

COORDINATING CONTROLLER — A duty controller assigned to coordinate flight data between two or more control positions.

CORRELATION — A function that matches a radar track with flight plan data on the basis of an aircraft’s discrete SSR code or a manual input.

CORRELATION LINE — A line, with reference to which aircraft movement information is required.

CROSSING TRACK — A term used in the application of separation, indicating tracks that converge or diverge at an angle of 45 degrees to 135 degrees inclusive.

CROSSWIND — For runway operations a crosswind is considered to exist whenever the surface wind exceeds an angle of 19 to 90 degrees to the runway in use, thus subtracting from the ground speed of an aircraft using that particular runway.

2006-01-19 ATC DEF-6 CROSSWIND COMPONENT — The wind speed measured in knots at angles from 20 to 90 degrees from the runway in use which would equal the effect of a wind applied at 090 degrees to the runway in use. Components are specified in a component table for a specified permissible crosswind.

DAYLIGHT — The period of time during any day that begins with the morning civil twilight and ends with the evening civil twilight.

DEPARTURE CONTROLLER — Duty controller assigned to a departure control position.

DISCRETE EMERGENCY FREQUENCY — A frequency used by ARFF at specified airports for direct ground communications with cockpit crews during an incident.

DISTANCE MEASURING EQUIPMENT (DME) — Airborne and ground equipment used to measure the slant range distance from a DME NAVAID in nautical miles.

DME FIX — A geographical position determined by reference to a NAVAID, which provides distance and azimuth information and is defined by a specified distance in nautical miles and a radial in degrees magnetic or true from the NAVAID.

DOWNWIND LEG — A flight path parallel to the landing runway (or landing path) in the direction opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg.

DOWNWIND TERMINATION WAYPOINT (DTW) — The waypoint located downwind to the landing runway abeam the FACF where an open RNAV STAR terminates.

EMERGENCY CO-ORDINATION CENTRE (ECC) — A facility established at selected airports to provide assistance to aircraft experiencing emergencies such as bomb threats or acts of unlawful interference.

ESTABLISHED HOLDING AREA — A holding area which has been predetermined by the unit responsible for the airspace concerned.

ESTIMATE — The time, in UTC, at which an IFR aircraft is calculated, by either the controller or pilot, to arrive over a significant point.

ESTIMATED — The terminology used within Air Traffic Services when communicating an ATC estimate.

ESTIMATED TIME OF ARRIVAL — The time at which it is estimated that the aircraft will land, provided that no delay is experienced. Calculation of the ETA in the case of an IFR flight, to an aerodrome served by one or more NAVAIDs, is based on the average time required by the aircraft to complete an instrument approach procedure at the aerodrome.

ESTIMATING — The terminology used within Air Traffic Services when communicating a pilot estimate.

2006-01-19 ATC DEF-7 EVENING CIVIL TWILIGHT — Relative to the standard meridians of the time zones, the period of time that begins at sunset and ends at the time specified by the Institute of National Measurement Standards of the National Research Council of Canada. Note: Evening civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below the horizon.

EXPANDED FRONTAL WIDTH — Either the lateral distance between the outermost aircraft in a moving altitude reservation, when such distance has been stated in an APREQ and has been approved, or the approved frontal width for a non-standard formation flight.

EXPECT APPROACH CLEARANCE TIME — The time at which it is expected that an aircraft will be cleared to commence approach for a landing.

EXPECT FURTHER CLEARANCE TIME — The time at which it is expected that further clearance will be issued to an aircraft.

FACT FINDING BOARD — A team convened following an operating irregularity involving air traffic controllers, to investigate the occurrence.

FINAL APPROACH — The segment of an instrument approach between the final approach fix or point and the runway, airport or missed approach point, whichever is encountered last, wherein alignment and descent for landing are accomplished.

FINAL APPROACH COURSE — The localizer, global positioning system (GPS) or area navigation (RNAV) course, LF/MF bearing or VHF/UHF radial that defines the final approach track specified in an instrument approach procedure (IAP) or, in the case of a radar approach, the extended runway centreline.

FINAL APPROACH COURSE FIX — A fix or waypoint aligned on the final approach course of an instrument procedure: A. prior to the point of glide path intercept on a precision approach; B. prior to the final approach fix on a non-precision approach procedure that has a designated final approach fix; C. prior to any step-down fixes on a non-precision approach with designated fixes but no final approach fix; and D. on a non-precision approach procedure with no final approach fix or step-down fixes at a point that would permit a normal landing approach.

FINAL APPROACH FIX — The fix of a non-precision instrument approach procedure where the final approach segment commences.

FINAL APPROACH LEG OR FINAL LEG — A flight path extending from the end of the base leg in the direction of landing, to and along the extended centreline of the runway (or landing path), to the threshold of the landing runway (or landing path).

2006-01-19 ATC DEF-8 FINAL APPROACH SEGMENT — That part of an instrument approach procedure (IAP) from the time that the aircraft: A. completes the last procedure turn or base turn, where one is specified; B. crosses the the final approach fix (FAF), waypoint or point; or C. intercepts the last track specified for the procedure until it reaches the missed approach point (MAP). It is in this part of the procedure that alignment and descent for landing are accomplished.

FIX — A geographical location determined either by visual reference to the ground, or by means of radio aids or other navigational devices.

FIX TOLERANCE AREA — An area determined by considering the position indication errors applicable to a particular type of fix.

FLIGHT INFORMATION REGION (FIR) — An airspace of defined dimensions, extending upwards from the surface of the earth, within which flight information service and alerting service are provided.

FLIGHT LEVEL — An altitude expressed in hundreds of feet, indicated on an altimeter set to 29.92 inches of mercury or 1013.2 MB.

FLIGHT LINE — The actual photographic run of a photo survey aircraft, in which a series of overlapping photographic exposures are being taken and in which the aircraft must necessarily move precisely along a predetermined track or tracks and at a predetermined critical altitude.

FLIGHT MANAGEMENT SYSTEM (FMS) — A computer system that uses a large database to allow routes to be programmed and fed into the system by means of a data loader. The system is constantly updated with respect to position and accuracy by reference to conventional navigational aids.

FLIGHT PLAN — Specified information submitted in accordance with the Canadian Aviation Regulations with regard to the intended flight of an aircraft.

FLIGHT PLAN OFFICE — The office at which flight plans are to be filed. This may be an ATC unit, an FSS, an operations office, or other designated airport office.

FLIGHT VISIBILITY — The average range of visibility at any given time, forward from the cockpit of an aircraft in flight.

FLY-BY WAYPOINT - A waypoint that requires the use of turn anticipation to avoid overshoot of the next flight segment.

FLY-OVER WAYPOINT - A waypoint that precludes any turn until the waypoint is overflown by an intercept manoeuvre of the next flight segment.

2006-01-19 ATC DEF-9 FORMATION FLIGHT — More than one aircraft which, by prior arrangement between the pilots, normally operate as a single aircraft with regard to navigation and position reporting. Formation flights may be identified on individual IFR flight plans or may be contained within an ALTRV. As circumstances require, they may be: A. Standard formation — One in which: 1. the formation leader will operate at the assigned altitude and the other formation aircraft will be within one hundred feet vertically of the altitude of the formation leader; 2. the formation will occupy a maximum frontal width of one NM; and 3. the formation will have a maximum longitudinal spacing of one NM between the first and the last aircraft. B. Non-standard formation — An individual flight plan formation, whereby through prior arrangement with ATC, the flight leader has requested and ATC has approved other than standard formation dimensions.

FREE AREA — An area of defined dimensions, within which the flight of an aircraft, under certain conditions, does not normally require AMIS action.

FUEL REMAINING — A phrase used by both pilots and ATS when referring to the amount of fuel remaining on board until actual fuel exhaustion. When transmitting such information, either in response to an ATS query or a pilot initiated advisory, pilots will state the approximate number of minutes the flight can continue with the fuel remaining. All reserve fuel should be included in the time stated, as should an allowance for established fuel gauge system error.

FUNCTION — A single task performed by the system, either automatically or in response to a manual input.

GO AROUND — An instruction to abandon an approach or landing.

GROUND CONTROLLER — Duty controller assigned to the ground control position in an Airport Control Tower.

GROUND VISIBILITY — The visibility at an airport, as reported by an observer accredited by the Minister for that purpose or the prevailing visibility as observed by an airport controller.

HAND-OFF — The process of transferring radar identification of an aircraft target and radio communications for that aircraft, to another controller, to enable uninterrupted provision of radar service.

HAZARDOUS SITUATION — An occurrence in which flight safety was jeopardized, or was not assured for a period of time.

HEADING — The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from north (true, magnetic, compass, or grid).

HEAVY AIRCRAFT — An aircraft certificated for a maximum take-off weight of 136,000 kilograms (300,000 pounds) or more.

2006-01-19 ATC DEF-10 HOLDING AREA — The airspace to be protected for holding aircraft, in accordance with the ATC Holding Criteria Document.

HOLDING FIX — A fix that is specified as a reference point in establishing and maintaining the position of a holding aircraft.

HOVER TAXI — Movement of a helicopter above the surface of an aerodrome and in ground effect at airspeeds less than approximately 20 knots. The actual height may vary, and some helicopters may require hover taxi above 25 feet AGL, to reduce ground effect turbulence or provide clearance for cargo slingloads. (See AIR TAXI).

IFR AIRCRAFT — An aircraft operating in accordance with the instrument flight rules.

IFR FLIGHT — A flight conducted in accordance with the instrument flight rules.

INITIAL APPROACH FIX (IAF) — A fix at which an aircraft leaves the en route phase of operations in order to commence the approach.

INITIAL APPROACH SEGMENT — That segment of an instrument approach between the initial approach fix or waypoint and the intermediate fix or waypoint, wherein the aircraft departs the en route phase of flight and manoeuvres to enter the intermediate segment.

INSTRUMENT APPROACH PROCEDURE — A series of predetermined manoeuvres for the orderly transfer of an aircraft under instrument flight conditions, from the beginning of the initial approach to a landing or to a point from which a landing may be made visually.

INSTRUMENT FLIGHT RULES (IFR) — A set of rules governing the conduct of flight under instrument meteorological conditions.

INSTRUMENT METEOROLOGICAL CONDITIONS — Meteorological conditions less than the minima specified in CARs 602 for visual meteorological conditions (VMC), expressed in terms of visibility and distance from cloud.

INSTRUMENT RUNWAY — Runway intended for the operation of aircraft making a precision or non- precision instrument approach.

INTERMEDIATE APPROACH SEGMENT — That segment of an instrument approach between the intermediate fix or point and the final approach fix or point, wherein aircraft configuration, speed and positioning adjustments are made in preparation for the final approach.

INTERMEDIATE FIX (IF) — The fix at which the aircraft enters the intermediate approach segment of an instrument approach.

INTERSECTION — As the circumstances require, this may be: A. the point defined by a combination of courses, radials, arcs or bearings of two or more navigational aids; or B. the point where two runways, a runway and a taxiway, or two taxiways cross or meet.

2006-01-19 ATC DEF-11 ITINERANT AIRCRAFT — For the purpose of completing air traffic records, itinerant aircraft are considered as: A. aircraft proceeding to or arriving from another location; or B. aircraft that leave the circuit, but will be returning to land.

KNOWN AIRCRAFT — Aircraft of whose movements ATS has been informed.

LAHSO (Land and Hold Short Operations) — Operations which include simultaneous takeoffs and landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller to hold-short of the intersecting runway/taxiway or designated hold-short point.

LANDING — In relation to an aircraft, means the act of coming into contact with a supporting surface and includes the immediately preceding and following acts and, in relation to an airship or free balloon, means the act of bringing the airship or balloon under restraint and includes the immediately preceding and following acts.

LATERAL SEPARATION — Separation between aircraft at the same altitude expressed in terms of distance or angular displacement between tracks.

LIGHT AIRCRAFT — An aircraft certificated for a maximum take-off weight of 5,700 kilograms (12,500 pounds) or less.

LOCAL AIRCRAFT — For the purpose of completing air traffic records, local aircraft are considered as aircraft which remain in the circuit.

LONGITUDINAL SEPARATION — Separation between aircraft at the same altitude, expressed in units of time or distance along track.

LOSS OF SEPARATION — An occurrence in which less than the authorized minimum existed, or in which the minimum was not assured.

LOW APPROACH — An approach over an airport or runway following an instrument or VFR approach, including the go-around manoeuvre, where the pilot intentionally does not make contact with the runway.

MACH-NUMBER TECHNIQUE — The assignment by ATC of Mach-number values to aircraft that are in level flight, climbing or descending, in order to ensure that longitudinal separation is maintained.

MANAGER — The person responsible for subordinate personnel. Authority may be delegated to a subordinate level unless otherwise indicated.

MANOEUVRING AREA — That part of an aerodrome intended to be used for the takeoff and landing of aircraft, and for the movement of aircraft associated with takeoff and landing, excluding aprons.

MARKERS — Objects of a conventional shape, flags, or painted signs used to indicate specific areas and obstructions.

2006-01-19 ATC DEF-12 MARSA — A term used, whereby the military command/pilots involved, assume responsibility for separation of participating aircraft in a formation flight, or indicating that a military agency originating an ALTRV APREQ will assume responsibility for the separation of: A. all aircraft operating within the same ALTRV; or B. all aircraft operating within ALTRVs that are separated by less than the minima in Section 820.

MEAN WIND — In OIDS, wind direction and speed as determined from a sample reading every second over the last two minutes. The display value is updated every 5 seconds.

MEDEVAC — A term used to request Air Traffic Service priority handling for a medical evacuation flight, based on a medical emergency in the transport of patients, organ donors, organs or other urgently needed life-saving medical material. The term is to be used on flight plans and if a pilot determines that a priority is required in radiotelephony communications.

MEDIUM AIRCRAFT — An aircraft certificated for a maximum take-off weight of more than 5,700 kilograms (12,500 pounds), but less than 136,000 kilograms (300,000 pounds).

MINIMUM FUEL — An aircraft declaration that its fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur.

MINIMUM IFR ALTITUDE — The lowest IFR altitude established for use in a specific airspace. Depending on the airspace concerned, the minimum IFR altitude may be a MOCA, MEA, AMA, minimum sector altitude, minimum vectoring altitude, safe altitude 100 nautical miles, transition altitude or missed approach altitude. The minimum IFR altitude provides obstruction clearance, but may or may not be within controlled airspace.

MINIMUM VECTORING ALTITUDE — The lowest altitude for vectoring aircraft by ATC that meets obstruction clearance and radio coverage requirements in the airspace specified.

MISSED APPROACH POINT (MAP) — That point on the final approach track which signifies the termination of the final approach and the commencement of the missed approach. It may be: A. the intersection of an electronic glide path with a Decision Height; B. a navigational facility located on the aerodrome; C. a suitable fix (eg. DME); D. specified distance past the NAVAID or final approach fix, not to exceed the distance from that NAVAID or fix to the nearest boundary of the aerodrome.

MISSED APPROACH PROCEDURE — The procedure to be followed if, after an instrument approach, a landing is not effected. This action may be either: A. PUBLISHED MISSED APPROACH PROCEDURES — Instructions published on the Canada Air Pilot approach chart or approved restricted instrument procedure chart; or B. ALTERNATE MISSED APPROACH INSTRUCTIONS — ATC-originated instructions which take precedence over published missed approach procedures.

2006-07-20 ATC DEF-13 MISSED APPROACH SEGMENT — That part of an instrument approach procedure (IAP) between the missed approach point (MAP), the missed approach waypoint (MAWP), or the point of arrival at decision height (DH), and the specified missed approach NAVAID, intersection, fix or waypoint, as appropriate, at the minimum IFR altitude. It is in this part of the approach procedure that the aircraft climbs and returns to the en route structure or is positioned for holding or a subsequent approach. The route of flight and altitudes are depicted on instrument approach charts.

MISSING AIRCRAFT NOTICE (MANOT) — A message issued by an RCC to FSS and ATC units, giving details of a missing aircraft.

MODE (SSR) — The conventional identifier related to specific functions of the interrogation signals transmitted by a SSR interrogator.

MORNING CIVIL TWILIGHT — Relative to the standard meridians of the time zones, the period of time that begins at the time specified by the Institute for National Measurement Standards of the National Research Council of Canada and ends at sunrise. Note: Morning civil twilight begins in the morning when the centre of the sun's disc is 6 degrees below the horizon. MOVEMENT AREA — That part of an aerodrome intended to be used for the surface movement of aircraft and that includes the manoeuvring area and aprons.

NAVAID — Any visual or electronic device, airborne or on the surface of the earth, that provides point- to-point guidance information or position data to aircraft in flight.

NAVIGATION CHANGEOVER POINT — The geographical point, between two specified NAVAIDs or between a geographical location and a NAVAID, at which a change is made from one navigation reference to another.

NIGHT — The period of time during any day that starts at the end of evening civil twilight and ends at the start of morning civil twilight.

NO TRANSGRESSION ZONE — A corridor of airspace of defined dimensions, located centrally between the two extended runway centrelines, where controller intervention is required to manoeuvre the non-blundering aircraft, when the airspace is penetrated by an aircraft conducting a simultaneous approach to the adjacent parallel or near-parallel instrument runway.

NON-RADAR ROUTE — A route on which an aircraft is able to determine its position, track, and, consequently, the minimum IFR altitude, without the benefit of radar information.

NON-RVSM AIRCRAFT — An aircraft that does not meet aircraft RVSM certification/operator approval requirements.

NON-RADAR RULES AND PROCEDURES — The rules and procedures contained in Part 4.

NON-RADAR SEPARATION MINIMA — The separation minima contained in Part 4.

2006-07-20 ATC DEF-14 NORMAL OPERATING ZONE — An airspace of defined dimensions, extending to either side of an ILS localizer centreline. Only the inner half of the normal operating zone is taken into account in independent approaches.

NOTAM — A notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.

NOW WIND — In OIDS, wind direction and speed as determined from a sample reading every second and averaged over the last five seconds. The display value is updated every second.

OMNI FACILITY — A VOR, TVOR, VORTAC, or TACAN, which provides azimuth information through 360 degrees, expressed as radials in degrees from the NAVAID.

OPEN RNAV STAR — A STAR that terminates at a Downwind Termination Waypoint (DTW). Normally used for aircraft approaching the airport via the downwind leg to the DTW.

OPERATING IRREGULARITY — A situation which occurs when ATS are being provided and when a preliminary investigation indicates that safety may have been jeopardized, less than minimum separation may have existed, or both.

OPERATING POSITION — A position within a sector from which ATS are provided. There may be one or more operating positions within a sector.

OVERLAY APPROACH — GPS Overlays are selected NDB, VOR or VOR/DME non-precision approaches that can be flown by GPS equipped aircraft, suffix “G”.

PAR CONTROLLER — Duty controller assigned to a precision radar approach control position.

PHOTO BLOCK — An area of Canadian Domestic Airspace, approximately 30 by 40 miles in lateral dimensions, which is charted to facilitate flight planning by photo survey operators and which is delineated by quadrangles based on a modified National Topographic System for mapping.

PIREP — A pilot weather report pertaining to current weather conditions encountered in flight.

POINT OF ACTIVATION — A position, expressed in either 4-letter, 4-digit geographical reference (GEOREF) or 4-digit latitude and longitude, from which an aircraft departs or is estimated to be along its intended track.

POINT-OUT — An action taken by a controller to coordinate the radar identification of an aircraft target with another controller, when radio communication will not be transferred.

PRECISION RADAR APPROACH — An instrument approach in which the final approach is conducted in accordance with directions issued by a controller, referring to a precision approach radar display.

PROCEDURE — A recommended or optional directive or a mode of operation.

2006-07-20 ATC DEF-15 PROCEDURE TURN — A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction, both turns being executed so as to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Procedure turns are designated “left” or “right” according to the direction of the initial turn. However, if possible, the procedure turn is designated “left.”

RADAR — A radio detection device which provides information on range, azimuth and/or elevation of objects. A. PRIMARY RADAR — A radar system which uses reflected radio signals. B. SECONDARY RADAR — A radar system wherein a radio signal transmitted from a radar station initiates the transmission of a radio signal from another station.

RADAR APPROACH — Approach executed by an aircraft under the direction of a radar controller.

RADAR CONTROLLED AIRSPACE — Controlled airspace within which radar control service is provided.

RADAR IDENTIFICATION — The process of ascertaining that a particular target is the radar return from a specific aircraft.

RADAR POSITION SYMBOL — The visual indication, in symbolic form, on a radar display, of the position of an aircraft obtained after automatic processing of positional data derived from primary and/ or secondary surveillance radar.

RADAR SERVICE — The term used to indicate a service provided directly by means of radar. A. RADAR ADVISORY — The provision of advice and information based on radar observations. B. RADAR CONTROL SERVICE — The control of aircraft through the provision of radar vectors in order to establish required separation and/or desired spacing between aircraft and between aircraft and obstructions. C. RADAR MONITORING — The use of radar for the purpose of providing aircraft with information and advice relative to significant deviations from their normal flight path. D. RADAR NAVIGATIONAL ASSISTANCE — The provision of position information, vectors, or track and ground speed checks. E. RADAR SEPARATION — Radar spacing of aircraft in accordance with established minima, with information derived from radar sources.

RADIAL — A bearing from an OMNI facility, usually designated in degrees magnetic.

RECIPROCAL TRACK — A term used in the application of separation, indicating tracks that converge or diverge at an angle of 136 degrees to 180 degrees inclusive.

REDUCED VERTICAL SEPARATION MINIMUM — The application of 1,000 feet vertical separation between RVSM aircraft in RVSM airspace.

REPORTING POINT — A specific fix in relation to which the position of an aircraft can be reported.

RESPONSIBLE UNIT — The unit assigned an area of responsibility in the VFR flight planning and alerting service.

2006-07-20 ATC DEF-16 RESTRICTED INSTRUMENT PROCEDURE — an approach, departure or transition procedure, approved by Transport Canada for use by an operator or number of operators, that is not published in the Canada Air Pilot.

RNAV APPROACH — A published IFR approach coded and included in an aircraft’s navigation database and published in graphic and textual form to be used by aircraft appropriately equipped to conduct this approach.

RNAV SID — A published IFR standard instrument departure procedure coded and included in an aircraft’s navigation database, published in graphic and textual form to be used by aircraft appropriately equipped and authorized to conduct this procedure.

RNAV STAR — A published IFR air traffic control arrival procedure coded and included in an aircraft’s navigational database, published in graphic and textual form to be used by aircraft appropriately equipped and authorized to conduct this procedure.

ROLLING TAKEOFF — One in which an aircraft taxies onto the runway and departs in one continuous motion.

ROTATION POINT — The location, along a runway, where an aircraft is brought to the flying attitude as take-off speed is reached.

RULE — A mandatory directive or a condition relating to the application of a separation minimum.

RUNWAY HEADING — The magnetic or true, as applicable, direction that corresponds with the runway centreline; not the painted runway number.

RUNWAY LIGHTS — Lights that are arranged along a runway to indicate the area available for landing and taking off.

RVSM AIRCRAFT — An aircraft that meets aircraft RVSM certification/operator approval requirements.

SAFETY ALERT — Notification by an air traffic controller to an aircraft that it is at an altitude which, in the controller's judgment, places it in unsafe proximity to terrain, obstructions or other aircraft.

SAME TRACK — A term used in the application of separation, indicating identical tracks or tracks that converge or diverge at an angle of 1 degree to 44 degrees inclusive.

SECTOR — A part of an air traffic control unit that has a designated area of responsibility, in which air traffic services are provided.

SEPARATION — The spacing between aircraft, altitudes, or tracks.

SEPARATION MINIMUM — A statement of the least allowable amount of lateral, longitudinal, or vertical separation to be applied.

2006-07-20 ATC DEF-17 SIGMET — A weather advisory issued concerning weather significant to the safety of aircraft. SIGMET advisories include: A. active thunderstorm areas or lines of thunderstorms; B. hurricanes, tropical storms; C. moderate hail; D. severe turbulence; E. severe icing; F. marked mountain waves; G. widespread sand or dust storms; H. volcanic ash; I. severe squall lines; J. low-level wind shear; and K. tornadoes or waterspouts.

SIGNIFICANT POINT — An expression used to describe a NAVAID, a fix derived from a NAVAID, or a geographical location as expressed in latitude and longitude.

SIMULATED APPROACH — An instrument approach, conducted in VFR weather conditions by an aircraft not on an IFR clearance.

SPECIAL AVIATION EVENT — An air show, low-level air race, aerobatic competition, fly-in or balloon festival.

SPECIAL USE AIRSPACE — Includes airspace classified as: A. Class F advisory (CYA) or Class F restricted (CYR), which can be controlled airspace, uncontrolled airspace or a combination of both; B. Military Operations Area (MOA), (below FL180 in the U.S.A.); C. ATC-Assigned Airspace (Military Area) (ATCAA) (FL180 and above in the U.S.A.); D. Airspace restricted by NOTAM for forest fire aircraft operating restrictions; and E. Other airspace restricted by NOTAM to cover specific situations such as well fires, disaster areas, airshows, etc.

SPECIAL VFR FLIGHT (SVFR) — Visual flight authorized by an ATC unit to operate within a control zone under meteorological conditions that are below VFR weather conditions.

STACK — Aircraft holding at a common fix with vertical separation.

STANDARD INSTRUMENT DEPARTURE (SID) — An IFR air traffic control departure procedure, published in the CAP for pilot and controller use. SIDs may be either: A. Pilot Navigation (Pilot Nav.) SIDs — SIDs where the pilot is required to use the applicable SID chart as reference for navigation to the en route phase; or B. Vector SIDs — SIDs established where ATC will provide radar navigational guidance to a filed or assigned route, or to a fix depicted on the applicable SID chart. Pilots are expected to use the SID chart as reference for navigation, until radar vectoring is commenced.

STANDARD PRESSURE REGION — The area within Canada outside the altimeter setting region.

2006-07-20 ATC DEF-18 STANDARD TERMINAL ARRIVAL (STAR) — An IFR ATC arrival procedure published in the CAP for pilot and controller use.

STATION — One or more transmitters or receivers, or a combination of transmitters and receivers, including the accessory equipment, necessary at one location for carrying on a radiocommunication service.

STOP-AND-GO — A procedure in which an aircraft lands, makes a complete stop on the runway, and then commences a takeoff from that point.

STRAIGHT-IN APPROACH (IFR) — An instrument approach in which final approach is begun without first having executed a procedure turn.

STRAIGHT-IN APPROACH (VFR) — An approach in which the traffic circuit is entered on the final leg, without having executed any other part of the circuit.

SURVEILLANCE APPROACH — An emergency radar approach intended to assist an aircraft in executing an approach and landing.

TAILWIND — For runway operations a tailwind is considered to exist whenever the surface wind exceeds an angle of 90 degrees to the runway in use, thus adding to the ground speed of an aircraft using that particular runway.

TAILWIND COMPONENT — The wind speed measured in knots at angles from 91 to 179 degrees from the runway in use which would equal the effect of a wind applied at 180 degrees to the runway in use. Components are specified in a component table for a specified permissible tailwind.

TAKEOFF — In relation to an aircraft, means the act of abandoning a supporting surface and includes the immediately preceding and following acts and, in relation to an airship or balloon, means the act of freeing the airship or balloon from restraint and includes the immediately preceding and following acts.

TARGET — The indication on a radar display of a primary radar return or a transponder reply.

TARGET/RESOLUTION — In the application of radar separation, an action to ensure that radar targets do not touch.

TAXIWAY LIGHTS — Lights marking a taxiway.

TERMINAL AREA ENTRY FIX (BEDPOST) — A significant point located along the established en route structure over which an aircraft, cleared for a conventional or RNAV STAR, is required to pass prior to entering the terminal airspace.

TERMINAL CONTROL SERVICE — Control service provided to aircraft operating in the vicinity of a selected airport by: A. a dedicated Terminal Control function (specialty/sub-unit) within an ACC; B. an en route sector of an ACC adjacent to a terminal control/specialty/sub-unit to permit the transition from 3 miles radar separation to 5 miles radar separation.

ATC DEF-19 TERMINAL CONTROLLER — Duty controller assigned to the terminal control position.

THRESHOLD LIGHTS — Lights placed across the ends of a runway or landing strip to indicate its usable limits.

TIME OF ACTIVATION — The time, expressed in Coordinated Universal Time (UTC), at which an aircraft departs from, or is estimated to arrive over, a specified point of activation.

TOUCH-AND-GO — A procedure in which an aircraft lands and then commences a takeoff, without stopping.

TOWER RADAR AREA — An area of defined dimensions surrounding an airport within which radar service is provided.

TOWER RADAR PLAN — A plan containing the rules and procedures applicable in a Tower Radar Area.

TRACK — The projection on the earth's surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic, or grid).

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM — An airborne collision avoidance system based on radar beacon signals which operate independent of ground-based equipment. TCAS-I generates traffic advisories only. TCAS-II generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane.

TRAFFIC INFORMATION — Information issued to advise pilots of known or observed air traffic, which may be in such proximity to their position or intended route of flight, to warrant their attention.

TRANSITION — A published procedure used to connect the basic SID to one or more en route airways, or to connect one or more en route airways to the basic STAR. More than one transition may be published in the associated SID/STAR.

TRANSPONDER — The SSR receiver-transmitter installed in an aircraft.

UNINTERRUPTIBLE POWER SUPPLY — A power system that is not subjected to any interruption when a break occurs in the normal power supply.

URGENT PIREP — A pilot report containing weather information significant to the safety of flight. An urgent PIREP includes information on the following: A. volcanic ash; B. tornado, funnel cloud, waterspout; C. severe turbulence; D. severe icing; E. hail; F. low-level wind shear; and G. any other reported weather phenomena considered to be hazardous or potentially hazardous to flight operations.

ATC DEF-20 VECTOR — A. A heading issued to an aircraft, for the purpose of providing navigational guidance by means of radar. B. To issue headings to an aircraft, for the purpose of providing navigational guidance by means of radar.

VERTICAL SEPARATION — The vertical spacing of aircraft.

VFR AIRCRAFT — An aircraft operating in accordance with visual flight rules.

VFR FLIGHT — A flight conducted in accordance with the visual flight rules.

VISIBILITY — The distance at which prominent unlighted objects may be identified by day and prominent lighted objects may be identified by night.

VISUAL APPROACH — An approach wherein an aircraft on an IFR flight plan (FP), operating in visual meteorological conditions (VMC) under the control of ATC and having ATC authorization, may proceed to the airport of destination.

VISUAL FLIGHT RULES (VFR) — Rules that govern the procedures for conducting flight under visual meteorological conditions.

VISUAL METEOROLOGICAL CONDITIONS — Meteorological conditions, expressed in terms of visibility, and distance from cloud, equal to or greater than the minima specified in CAR 602.

VISUAL SEPARATION — A means employed by controllers to separate aircraft operating in VMC. A. VFR — The controller having determined that a potential conflict exists, issues clearances, instructions or information, as necessary in order to either aid aircraft in establishing visual contact with each other or to assist aircraft in avoiding other aircraft. B. IFR or CVFR — Following a pilot's report that the traffic is in sight, the controller issues the clearance and instructs the aircraft to provide its own separation by manoeuvring the aircraft as necessary to avoid or follow the traffic.

WAKE TURBULENCE — The turbulent air behind an aircraft caused by any of the following: A. Wing-tip vortices. B. Rotor-tip vortices. C. Jet-engine thrust stream. D. Rotor downwash. E. Prop wash.

WAYPOINT - A specified geographical location, defined by longitude and latitude used for defining routes, terminal segments, and progress reporting purposes.

WET RUNWAY — A wet runway is covered with sufficient moisture to cause it to be reflective, but is not "contaminated".

WIND DIRECTION INDICATOR — The actuated device to indicate visually to aircraft the direction of the surface wind.

ATC DEF-21 WIND SHEAR — A change in wind speed and/or wind direction in a short distance. It can exist in a horizontal or vertical direction and occasionally in both.

ATC DEF-22 ABBREVIATIONS

As used in this Manual, the following abbreviations have the meanings defined:

ACA Arctic Control Area ATS Air Traffic Services ACAS Airborne Collision Avoidance ATSAMM Air Traffic Services Administration System and Management Manual ACC Area Control Centre AVANA Approval Void if Aircraft Not ADC Air Defence Command Airborne by (time) ADCUS Advise Customs AWY Airway ADF Automatic Direction Finding BDRY Boundary Equipment CADORS Civil Aviation Daily Occurrence ADIZ Air Defence Identification Zone Reporting System ADMIS Aircraft Departing with Minimum CAP Canada Air Pilot Separation (minutes) CARs Canadian Aviation Regulations AFTN Aeronautical Fixed CARF Central Altitude Reservation Telecommunication Network Function (U.S.) AGDL Air-Ground Datalink CASARA Civil Air Search and Rescue AGL Above Ground Level Association AIRFL Air Refuelling CAVOK Ceiling and Visibility OK (See ALSF2 High Intensity Approach Lighting Definition) System Category II configuration CCT Circuit with RAIL CDA Canadian Domestic Airspace ALTRV Altitude Reservation CELNAV Celestial Navigation Training ALTRV APVLAltitude Reservation Approval CIRVIS Communication Instructions for AMA Area Minimum Altitude Reporting Vital Intelligence AMC USAF Air Mobility Command Sightings AMIS Aircraft Movement Information CIV Civil Service CJS Controller Jurisdiction Symbol AMSCR Aircraft Movement Surface CMNPS Canadian Minimum Navigation Condition Report Performance Specifications AOR Area of Responsibility CRFI Canadian Runway Friction Index APREQ Approval Request CST Coast APVL Approval CTA Control Area ARE Altitude Reservations East CVFR Controlled VFR ARFF Aircraft Rescue and Fire Fighting DAH Designated Airspace Handbook ARTCC Air Route Traffic Control Center DCPC Direct Controller-Pilot ARW Altitude Reservations West Communication ASDE Airport Surface Detection DEF Discrete Emergency Frequency Equipment DF Direction Finding ASL Above Sea Level DME Distance Measuring Equipment ATC Air Traffic Control DND Department of National Defence ATC MANOPSAir Traffic Control Manual of DSCND Descend Operations DTW Downwind Termination Waypoint ATIS Automatic Terminal Information DVFR Defence VFR Service EC Environment Canada ATOS Air Traffic Operations Specialist ECC Emergency Coordination Centre

2006-07-20 ATC ABB-1 ECM Electronic Counter-Measures LLA Low-Level Airspace EET Estimated Elapsed Time LTD Along Track Distance ELT Emergency Locator Transmitter LVLOF Level Off EMO Emergency Measures MALSR Medium Intensity Approach Organization Lighting System with RAIL ESCAT Emergency Security Control of Air MANOT Missing Aircraft Notice (See Traffic Plan Definition) ETA Estimated Time of Arrival MARSA Military Assumes Responsibility ETD Estimated Time of Departure for Separation of Aircraft (See ETE Estimated Time En Route Definition) EXCDS Extended Computer Display MB Millibars System MCP Maintenance Control Position FAA Federal Aviation Administration MEA Minimum En Route Altitude (U.S.) MET Meteorological or Meteorology FACF Final Approach Course Fix MHz Megahertz FAF Final Approach Fix MNPS Minimum Navigation Performance FAR Federal Aviation Regulations Specifications (U.S.) MOA Military Operations Area FIR Flight Information Region MOCA Minimum Obstruction Clearance FL Flight Level Altitude FMS Flight Management System MRA Minimum Reception Altitude FP Flight Plan MVA Minimum Vectoring Altitude FSS Flight Service Station NADS Northern Airspace Display GAATS Gander Automated Air Traffic System System NARDS NAV CANADA Auxiliary Radar GEOREF Geographical Reference Display System GND Ground NAT North Atlantic GNE Gross Navigation Error NAVAID Navigation Aid (See Definition) GPWS Ground Proximity Warning NCA Northern Control Area System NCAMS NAV CANADA Aircraft Movement HLA High-Level Airspace System IAS Indicated Airspeed NDB Non-Directional Beacon IBASF Interval Between Aircraft in NFDPS National Flight Data Processing Stream-Type Formation (minutes) System IBCSF Interval Between Cells in Stream- NM Nautical Miles Type Formation (minutes) NOF International NOTAM Office ICAO International Civil Aviation NOPAR Do Not Pass to Aerospace Organization Defence Radar IFPFP Individual Flight Plan From this NORAD North American Aerospace Point Defence Command IFR Instrument Flight Rules NORDO No Radio ILS Instrument Landing System NOZ Normal Operating Zone IMC Instrument Meteorological NTZ No Transgression Zone Conditions OCA Oceanic Control Area INS Inertial Navigation System ODALS Omni Directional Approach ISSR Independent Secondary Lighting Systems Surveillance Radar OIDS Operational Information Display kHz Kilohertz System LAHSO Land and Hold Short Operations OMNI Omnirange

2006-07-20 ATC ABB-2 OSAF Operational Software Adaption SELCAL Selective Calling System Facility SID Standard Instrument Departure OSY Open Skies Treaty designator SIR Scramble, Intercept, and PADRA Pass to Air Defence Radar Recovery PAL Peripheral SIRO Simultaneous Intersecting PAPI Precision Approach Path Runway Operations Indicators SSALR Simplified Short Approach PAR Precision Approach Radar Lighting System with RAIL PARROT Position Adjustable Range SSR Secondary Surveillance Radar Reference Orientation STAR Standard Terminal Arrival Transponder STOL Short Takeoff and Landing PDC Pre-Departure Clearance SUA Special Use Airspace PIREP Pilot Report of Weather SVFR Special VFR Conditions Encountered by TACAN Tactical Air Navigation Aid Aircraft in Flight TAS True Airspeed PLN Plan TAWS Terrain Awareness and Warning PPI Plan Position Indicator System PSR Primary Surveillance Radar TC Transport Canada QNH Altimeter Setting for Altitude TC AIM Transport Canada Aeronautical Above Sea Level Information Manual RAIL Runway Alignment Indicator TCAS Traffic Alert and Collision Lights (Sequenced Flashing Avoidance System Lights which are installed only in TOCC Technical Operations combination with other light Coordination Center systems) TRA Tower Radar Area RAPCON Radar Approach Control (U.S.) TRP Tower Radar Plan RATCON Radar Terminal Control Unit TSB Transportation Safety Board (Canadian Armed Forces) TSR Terminal Surveillance Radar RBL Range Bearing Line TVOR Terminal VOR RCAP Restricted Canada Air Pilot TWR Control Tower RCC Rescue Coordination Centre UHF Ultra High Frequency RCO Remote Communications Outlet UPS Uninterruptible Power Supply RDPS Radar Data Processing System USTATCOM United States Strategic Command RNAV Area Navigation UTC Coordinated Universal Time RNPC Required Navigation Performance VASIS Visual Approach Slope Indicator Capability System RONLY Receiver Only VDF VHF Direction Finding System RPS Radar Position Symbol VFR Visual Flight Rules RSC Runway Surface Condition VHF Very High Frequency RSE Radar Site Equipment VIP Very Important Person RSiT RDPS Situation Display VMC Visual Meteorological Conditions RVR Runway Visual Range VMI Vertical Movement Indicator RVSM Reduced Vertical Separation VOR VHF Omnidirectional Range Minimum VORTAC Collocated VOR and TACAN RWY Runway VSP Variable System Parameter SAOC Sector Air Operations Control WS Wind Shear Centre Z Coordinated Universal Time SCA Southern Control Area

2006-04-13 ATC ABB-3 INDEX

A VFR climb or descent, 436 ACAS, 127 altitude deviation reports, 118 accident, information required, 124 altitude filters, 504 air refuelling tracks altitude readout, 503 military flights outside ALTRVs, 843.5 altitude reservations military operations, 860 abbreviations, 803 air regulations, deviation from, 103 application, 801 areas of authority, 805 air show, 751 controller procedures, 830 air taxi, 353.4 definitions, 804 aircraft forms, 1030 accident, 124 MARSA, 807 identification, 216 military, 812 incident, 123 NOTAM, 815 noise complaints, 122.1 responsibilities, 806 separation, 820 AIRMET, 162 amendments, to clearances, 415 airport conditions, 322 appearance, personal, 112.1 equipment, 305 approach(es) lighting, 370 below minima, 455.3 surface detection equipment, 307 clearance IFR, 465 traffic, 350 clearance VFR, 343 airport control contact, 466 arrivals and departures, 352 emergency surveillance, 672 provision of service, 301 interception of final, 564 lighting, 373 airways and air route, identification, 219 missed, 565 alerting service, 620 sequence, 464 alternative instructions, 413, 466.2 simultaneous dependent parallel ILS, 572 simultaneous independent parallel ILS, 571 altimeter visual, 566 issuing of, 135 settings, 407 approach, category II, 140 altitude arrester gear, 323 1,000 on top, 435, 712.1 arrival assignment, 430 approach clearance, 343 controlled VFR, 438 clearance limit, 463 direction of flight, 432 general (radar), 561 minimum, 433 initial clearance, 342 preference, 132.1 landing clearance, 344 report of, 437 landing information, 341, 461 separation between flight levels and altitudes precision approach radar (PAR), 582 ASL, 434 successive (radar), 562

2006-07-20 ATC IND-1 taxi authorization for take-off, 334 chaff, information, 163 taxi authorization on landing, 345 CIRVIS, messages, 244 ASDE, 307 class F, aircraft entering, 161.6 assistance clearance, 217.2 marine vessels, 621.2 alternative instructions, 413 VFR aircraft in IFR weather conditions, 640 amendments to, 415 ATC clearance form, 1011 conditional, 303.3 ATC licence, 111.4 denial of, 315 departure, 441 ATIS, 170 departure delays, 445 distribution, 174 flight of short duration, 425 message composition, 172 format (IFR), 412 message retention, 175 initial (VFR), 342 recording, 173 landing, 344 aviation occurrence report form, 1041 limits, 421, 463 relay of IFR, 333.2, 416 AWOS, 134 release time, 443 route description, 422 B take-off, 336 backtrack, 345.1 clearances, instructions and readbacks, 133 below minima CMNPS aircraft on approach, 455.3 application, 741 operations, 314 lateral separation, 745 longitudinal separation, 746 bilingual, environment, 730 longitudinal separation using Mach-number bird activity, information, 164 technique, 747 birdstrike, 164 non-CMNPS aircraft in CMNPS airspace, 741.2 bomb threats, 650 separation, 743 braking action reports tracks, 742 CRFI/RSC, 169 vertical separation, 744 relaying, 322.2 coast guard aircraft, identification, 216.5 briefings code assignment SSR, 523 relieving personnel, 112.3 weather, 112.2, 134 communication ATC message, 201.1 authorized, 203 C confidentiality, 204 canadian runway friction index (CRFI), 169, 322 failure, 610, 612 search, 630 cancellation of take-off clearance, 337 transfer HF, 494.3 CARs, 103 transfer IFR, 494 CAT II/III ILS approaches, 140, 346, 534, 535 transfer VFR, 363 unlawful use of ATC frequencies, 205 cautionaries, wake turbulence, 128 complaint, aircraft noise, 122.1 CAVOK, use of, 134.6 completion of duty, 112

2006-07-20 ATC IND-2 composite, flight plan, 414 radar minima, 532 confidentiality, 204 release time IFR, 443 successive - visual separation, 335 conflict resolution, 394 take-off clearance, 336 contact approach, 466 VFR departure of IFR aircraft, 338 control service VFR release of IFR aircraft, 444 outside hours - towers, 137 deviation form assigned airspace, 508 priority, 131 direction finding control transfer cloud-breaking, 642 control tower, 362 daily operational check, 185 general, 139 general, 181 IFR unit, 495 homing, 184 radar, 583 locating aircraft, 304 controlled airspace, entering and leaving, 424 provision of service, 183 types of service, 182 controlled VFR, 438 direction of flight coordination altitudes appropriate to, 432 arrival-precision approach radar (PAR), 582 exemption to altitude appropriate to, 432.2 emergency, 652, 653 flight data transfer, 491 display failure, 680 general, 138, 360, 490, 580 distance to threshold, position information, 545 IFR unit - IFR unit, 492 distance, transmission, 214.4 IFR unit - TWR (radar), 581 IFR unit - TWR /FSS, 493 diversions, aircraft, 496 cross wind component, 302.5 DME separation lateral, 473.11 longitudinal, 474 D duties daily air traffic record alcoholic beverage, 111.3 itinerant, 1021 preparation for and completion of, 112 local, 1022 restrictions, 111.3 dangerous goods, 702 within a sector, 113.6 dead end runways backtrack, 345.1 E delay, IFR departure clearance, 445 ECC, 660 denial of clearance, 315 ECM, 848 departure ELT, 625 clearances, 336, 441 emergency delays, 445 alerting service, 620 IFR aircraft (general), 440 assistance, 601.2 IFR clearance, 333 bombthreat, 650 intersection, 334.4 communication failure, 612 messages - IFR and CVFR, 242 communication search, 630 pre-taxi, 332 coordination centre, 660 radar (general), 551 descent, 603

2006-07-20 ATC IND-3 ELT signals, 625 local aircraft movements, 1022 guidelines, 601 monthly traffic summary, 1023 hijack, 651 position reports, 406 local or national, 116 preparation, 1002 locator transmitter, 625 unit log, 1042 notification of RCC, 624 frequency change phases, 624 departure IFR or CVFR aircraft, 363.4 radar data, 602 departure VFR aircraft, 363.2, 363.3 RDPS/DSE failure, 680 military single-piloted aircraft, 167 SSR, 602.1 to the ECC, 661 surveillance approach, 672 triangular pattern, 602.1 frequency, unlawful use, 205 VFR aircraft in IFR weather, 640 fuel en route dumping, 701 altimeter settings, 407 shortage, 132.4 descent, 462 holding, 450 G position reports, 406 geographic separation (VFR), 392.5 entering, controlled airspace, 424 GPWS, 127 equipment airport, 305 gross navigation error reports, 118 radar performance, 501.2, 501.4 unit, 190 H hand-off F radar, 510 flight transferring controller, 512 of short duration, 425 hang gliders and ultra-light aeroplanes, 317 priority, 132 hazards, reporting of flight safety, 117 flight information service, 160 heavy workload, relief from, 113.5 flight information, parachute activity, 161.11 helicopters flight plan on intersecting runways, 352.6 composite, 414 operations, 353 messages IFR and CVFR, 243 hijacking, 650 formation flights holding civil IFR/CVFR, 703 areas, 451 military IFR, 843 clearances, 454 VFR, 313 fixes, 452 forms and reports patterns, 453 altitude reservation activity package, 1033 sequencing, 455 ATC clearance form, 1011 homing (DF), 184 aviation occurrence, 1041 daily altitude reservation record, 1032 hours of operation, towers, 137 flight progress strips, 1012 hover taxi, 353.4 itinerant movements, 1021

2006-07-20 ATC IND-4 I L identification landing aircraft, 216 clearance, 344 airways and air route, 219 information, 341, 461 NAVAID, 218 landing information, format, 461.2 radar procedures, 511 unit, 215 language change of, 734 IFR clearances, 733 clearance format, 333.2 coordination IFR units, 736 provision of service, 401 identification, 731 ILS strips, 731 malfunction, 193 traffic information, 732 operation, 192 use of, 734 incident lasers and other directed bright lights, 161.15 handling and reporting, 123 lateral separation information CMNPS, 745 dissemination during emergency, 623 IFR, 473 general, 133 RNPC, 483 non-radar traffic, 166 leaving, controlled airspace, 424 radar traffic, 165 release of, 123 legal advice, 115 traffic, 405 legal responsibility initial separation, 475 NAV CANADA, 115 of employee, 114 initials, use of, 121 licence, 111.4 instructions, 133, 217.2 light signals, 316.3 instrument approaches, en route, 426 lights intensity setting, airport lights, 378 airport, 370 intercept, final approach, 564 approach, 373 interphone apron flood, 377.1 acceptable messages, 231 beacon, 377.2 procedures, 211 centreline, 374 intensity, 375, 378 intersection lead-in, 377.1 departure, 334.4, 334.5 obstruction, 377.2 usable length of runway, 334.5 PAPI, 375 itinerant movements forms, 1021 runway, 374 runway indentification, 373 taxiway, 376 J VASIS, 375 jet, approaches and penetration turns, 847 wind direction indicator, 377.3 line squalls, 162.1 local aircraft movement forms, 1022 IFR flights, 423

2006-07-20 ATC IND-5 longitudinal separation NARDS, 680 CMNPS, 746 NAVAIDS IFR, 474 change in serviceability, 161.3 RNPC, 484 identification, 218 interruptions to, 194 M monitoring, 413.1 malfunction navigation assistance, radar, 168 airport equipment, 305.3 NCAMS, 1021 ILS, 193 noise unit equipment, 191.3 abatement procedures, 136 management, of VFR aircraft, 312 abatement reports, 136.3 mandatory frequency, 494.4 noise abatement, 302.5, 342.6 manoeuvring area, visual scanning, 308 NORDO and RONLY, 316 MANOT, 627 notification MARSA, 807 in case of accident, 124 of ECC, 620 meal and relief breaks, 113.5 of operator, 626 MEDEVAC of RCC, 624 identification, 216 numbers and phonetics, 212 U.S., 132 medical certificate, 111.4 O message, format, 217 obstruction clearance, 546 microbursts, 162.1 oceanic control, 126 military aircraft identification, 216.5 OIDS, units of measurement, 214.2 IFR formation flights, 843 OJI, monitoring of trainees, 113.6 inter-ACC coordination, 842 omni-track separation, 473.12 jet approaches, 847 minimum fuel requirements, 842.1 one thousand on top, 435 modification of minima, 841 operating initials, 121 penetration turns, 847 operating irregularity, reporting of, 125 USAF Bomber Cell flights, 845 USAF Tanker Celestial Navigation, 846 Operational Condition Reports (OCRs), 105.2 minimum altitudes, 433 minimum fuel, 132.5 P missed approach instructions, 466.2 parallel offset procedures, 506 missed approaches, 565 pedestrians and vehicles, 354 monthly traffic summary, 1023 personal, appearance, 112.1 phonetics and numbers, 212 N phraseology transmitting technique, 201.8 NADS, 720

2006-07-20 ATC IND-6 PIREPS display presentation, 502 controller request, 162.4 mosaiced, 532.1 general, 134 observed chaff, 163 point-out, 514 observed weather, 162.6 originating controller, 514 position information, 545 receiving controller, 515 position reports, 505 separation minima, 532 position service by control tower, 390 information, 545 simultaneous arrivals arrival/departure, 573 of aircraft, 545.1 sole source (SSR), 501.9 position reports transponder operation, 521 altitude, 161.10 radar procedures en route aircraft, 406 approach information, 563 messages, 243 arrivals, 560 omission of, 505.1 emergency codes, 602 radar identified aircraft, 505 equipment performance, 501.5 position responsibility, relief, 113 hand-offs, 512 identification, 510 powerback, 334.1 interception of final, 564 preparation missed approaches, 565 for duty, 112 navigation assistance, 168 of forms, 1002 obstruction clearance, 546 pre-taxi, 332 operation in HLA without transponder, 522.1 point-out, 514 priority provision of service, 501 control service, 131 separation, 530 flight, 132 simultaneous dependent parallel ILS ap- heads of state, 132.2 proaches, 572 military aircraft, 132.1, 132.3 simultaneous independent parallel ILS ap- proficiency of operational personnel, 119 proaches, 571 provision of service SSR code assignment, 523 airport control, 301 successive arrivals, 562 IFR control, 401 terrain clearance, 546 radar control, 501 traffic information, 165 transponder operation, 521 pushback, 334.1 vectoring, 540 visual approach, 566 R wake turbulence minima, 533 radar radio altitude filters, 504 checks, 331.1 altitude readouts, 503 operation (general), 220 bird activity, 164.3 radio aid shutdown, 194 conflict resolution, 532.1

2006-07-20 ATC IND-7 radio and interphone, procedures, 210 S RCC, notification of, 624 safety alert, 507 RDPS, failure, 680 safety alerts, 321.2 readback, 133, 201.5 safety hazards, flight, 117 recall, from break, 113.5 sector recording of ATIS, 173 attendance, 113.6 regulation of IFR traffic, 401.3 separation airspace to be protected on turns, 473.10 relay, IFR clearance, 416 altitude reservations, 820 release application, 471 of information, 122 between flight levels and altitudes, 434.1 to other than NC officials, 123.2 crossing tracks, 474.12 VFR of an IFR aircraft, 444 departure minima, 475, 551.2 release time, IFR aircraft, 443 df bearing information, 304.1 DME lateral separation, 473.11 relief from position, 113 DME longitudinal separation, 474.10, 474.11 reports, 1000 fix tolerance areas, 473.6 responsibilities from airspace restricted by the Minister, 477 ATC licence holder, 111.4 from class F airspace, 476, 532.4 incident, 111.1 from photographic survey, 478 legal, of employee, 114 from terrain, 546 legal, of NAV CANADA, 115 fuel dumping, 701 operational restrictions, 111.3 general, 470 position, 113 geographic, 473, 473.5, 473.6, 473.7, 473.8 within a sector, 113.6 initial, 475 lateral, 473 restriction longitudinal, 474 approach clearance, 465.4 omni-track, 473.12 VFR aircraft by IFR unit, 403 parallel runways, 571, 572 RNAV routes, navigation, 541.1 reduced for military, 825 RNPC, 482, 483, 484 vertical, 472 visual, 335 RONLY and NORDO, 316 sequencing, 455 route description, 422 severe weather information, 162 rules and procedures, application, 101.1 changes to, 161.3 runway short duration, flight of, 425 calm wind, 302.2 lighting, 374 shutdown, NAVAID, 194 selection, 302 SID, 541.1 use during Flight Inspection, 315.6 assignment, 442 RVR cancellation, 542.5 procedures, 152 SIGMET, 162 provision of service, 151 SIR agreement system, 153 flight priority, 132.1 RVSM, 408 SIRO, 352.6, 352.7

2006-07-20 ATC IND-8 special aviation event, 751 take-off clearance special operations, SVFR, 310 cancellation of, 337 issuing, 336 special use airspace, separation from, 476 target resolution, 394 special VFR assigning altitudes, 391.11 TAWS, 127 authorized through FSS, 402.3 taxi helicopters, 402.5 authorization, 334, 345 night departures, 402.5 helicopters, 353.4 procedures by IFR unit, 402, 714 information, 303 procedures by VFR unit, 311 pushback and powerback, 334.1 speed TCAS, 127 aircraft adjustment, 544 terrain clearance, radar vectoring, 546 transmission, 214.4 time, transmission, 214.3 SSR code assignment (discrete), 523 tower radar area, 391.7 code assignment (non-discrete), 523.5 tower, cab lighting, 306 code change - military, 167 traffic information standard instrument departure, 442 one thousand on top, 405.1 STAR, 461.2, 463.2, 541.1 to holding aircraft, 405.2 station identification, 201.4 transfer of communications, 494 statistics, forms, 1020 transmissions, techniques, 201.7, 201.8 strip marking transponder completion of IFR strips, 902 operation, 521 completion of tower strips, 912 operation in HLA without, 522.1 coordination, 904 turbulence flight progress board, 901 wake, 128, 380, 533 flight progress strip data, 903 weather, 162.1 form, 1012 scanning the control data board, 901.8 special purpose strips, 905 U symbols, 920 U.S. airspace successive departures, visual separation, 335 general, 710 prohibitions, 712 suggestions, by personnel, 105 special VFR, 714 supervisors, relief breaks, 113.5 ultra-light aeroplanes, 317 surveillance approaches, 670 unit suspension, of VFR, 312.2 identification, 215 symbols log, 1042 meaning in text, 102.1 visitors, 104 strip marking, 920 unit equipment malfunction of, 191.3 T release of, 191.4 tests, 191.1 tactical monitoring reports, 118

2006-07-20 ATC IND-9 units, of measurement, 214 visitors, 104 urgent PIREPs, 134.5 visual approach, radar, 566 visual separation, successive departures, 335 V volcanic activity VASIS reporting, 161.3 lights, 378.1 VASIS, lights, 375 W VDF waiver, wake turbulence departures, 384 bearing information, 304 wake turbulence cloud-breaking, 642 application, 533.1 VDF service, 180 avoidance, 383 vectoring cautionaries, 128 application, 542 helicopters, 353.8 methods of, 543 non-radar minima, 382 purpose, 541 radar minima, 533 termination of, 547 waiver, 384 vehicles, on airport, 354 weather AWOS, 134 vertical separation differences in observed, 134.3 CMNPS, 744 obtaining information, 134.1 IFR, 472 radar-observed, 162.6 RNPC, 482 severe, 162 VFR wind climb or descent, 436 direction and speed to aircraft, 344.13 controlled, 438 shear, 162.1, 162.3 departure of IFR aircraft, 338 restriction of, 312.2 wind direction, 214.2 via centre stored FPR, 422.4 wind information, 135 via FPR, 422.3 windspeed, landing clearance, 344.12 words and phrases, 213

2006-07-20 ATC IND-10 PART 1 — GENERAL

100 _ INTRODUCTION 101 APPLICATION 102 INTERPRETATION 103 CANADIAN AVIATION REGULATIONS 104 VISITORS 105 SUGGESTIONS 110 _ RESPONSIBILITIES 111 GENERAL 112 PREPARATION FOR AND COMPLETION OF DUTY 113 POSITION RESPONSIBILITY 114 LEGAL RESPONSIBILITY OF EMPLOYEES 115 LEGAL RESPONSIBILITY OF NAV CANADA 116 LOCAL OR NATIONAL EMERGENCY 117 FLIGHT SAFETY HAZARDS 118 EN ROUTE MONITORING REPORTS 119 PROFICIENCY OF OPERATIONAL PERSONNEL 120 _ OPERATIONS 121 PERSONNEL 122 RELEASE OF INFORMATION 123 HANDLING AND REPORTING INCIDENTS 124 AIRCRAFT ACCIDENT 125 OPERATING IRREGULARITY 126 OCEANIC CONTROL 127 ACAS/TCAS AND GPWS/TAWS 128 WAKE TURBULENCE 130 _ OPERATIONS 131 SERVICE PRIORITY 132 FLIGHT PRIORITY 133 CLEARANCES, INSTRUCTIONS AND READBACKS 134 WEATHER INFORMATION 135 ALTIMETER SETTINGS AND WIND INFORMATION 136 NOISE ABATEMENT 137 HOURS OF OPERATION — TOWERS 138 COORDINATION 139 CONTROL TRANSFER 140 _ CATEGORY II/III ILS APPROACHES 141 GENERAL 150 _ RUNWAY VISUAL RANGE (RVR) 151 PROVISION OF SERVICE 152 PROCEDURES 153 RUNWAY VISUAL RANGE SYSTEM

2006-07-20 ATC 1-1 160 _ FLIGHT INFORMATION SERVICE 161 GENERAL 162 SEVERE WEATHER INFORMATION 163 CHAFF INFORMATION 164 BIRD ACTIVITY INFORMATION 165 RADAR TRAFFIC INFORMATION 166 NON-RADAR TRAFFIC INFORMATION 167 FREQUENCY AND SSR CODE CHANGES FOR MILITARY SINGLE-PILOTED AIRCRAFT 168 RADAR NAVIGATION ASSISTANCE 169 RUNWAY SURFACE CONDITION AND CANADIAN RUNWAY FRICTION INDEX (CRFI) 170 _ AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) 171 GENERAL 172 MESSAGE COMPOSITION 173 RECORDING 174 DISTRIBUTION 175 FILING 180 _ DIRECTION FINDING (VDF) SERVICE 181 GENERAL 182 TYPES OF SERVICE 183 PROVISION OF SERVICE 184 HOMING 185 DAILY OPERATIONAL CHECK 190 _ UNIT EQUIPMENT 191 GENERAL 192 ILS OPERATION 193 ILS MALFUNCTION 194 RADIO AID SHUTDOWN 195 ILS SNOW REMOVAL

INTENTIONALLY LEFT BLANK

2006-07-20 ATC 1-2 PART 1 — GENERAL

100 INTRODUCTION

101 APPLICATION

101.1 101.1 Reference: Apply the rules, procedures, and separation Rule; Definitions. minima contained in this Manual in the control Procedure; Definitions of air traffic and in the provision of all other air Separation Minimum; Definitions. traffic services. (R)

* 101.2 Comply with directives set forth in unit operations letters, Agreements and Arrangements.

101.3 101.3 Note 1: Do not deviate from a rule or a separation Deviations from procedures may be warranted for minimum. You may, however, deviate from a reasons such as air/ground communications failure, procedure provided the situation warrants. (N) radar failure, inter-unit/sector communications failure, and in-flight emergencies/contingencies. Deviations for the purpose of expediting air traffic should be avoided. 101.3 Note 2: Suggestions to improve procedures should be submitted to line management or through the Air Traffic Services Advisory Group.

101.4 101.4 Note: If a situation arises that is not provided for in Consider factors such as traffic density/complexity, this manual or in unit directives, use your best workload, communications ability, coordination judgment as to the procedure employed. (N) requirements, weather, radar coverage and automation capability in selecting the best procedure to employ.

101.5 101.5 Note: ATC personnel are expected to be familiar with The ATS Administration and Management Manual all parts of this Manual and to have an in-depth (ATSAMM) is primarily concerned with the efficient knowledge of those provisions that pertain to administration and management of ATC units and offices and with non-control functions. their operational responsibility. (N)

102 INTERPRETATION

102.1 A symbol inserted in the text indicates that phraseology or explanatory material appears in the right-hand column. These symbols and their meaning are as follows:

2004-07-08 ATC 1-3 A. phraseology (P): a phraseology provides direction, instruction or information that will be spoken by the controller in communicating directly with an aircraft or another sector or unit. B. note (N): a note is a fact or explanation relating to the application of a directive. C. example (E): an example is an illustration of a directive. D. reference (R): a reference draws attention to related material. E. diagram (D): a diagram is a visual representation of a directive.

* 102.2 102.2 Note: A “star” “★” indicates that a revision has been Pages are marked either “Original” or with the made. (N) effective date of the last amendment on that page (e.g. 1999-01-28). A paragraph that has been renumbered only, because of the insertion of new material preceding it, will not be identified with a star. The accompanying blue ATCD pages explain the intent of the change, background and rationale, and give instructions for inserting the amended page.

102.3 As used in this Manual, the following words have the meaning stated: A. “shall,” or an action verb in the imperative mood, means application is mandatory; B. “should” means application is recommended; C. “may” or “need not” means application is optional; D. “will” means futurity, not a requirement for application; E. “aircraft” means the airframe, crew members, or both; F. “altitude” means altitude above sea level, flight level, or both; G. “mile” means nautical mile, unless otherwise 102.3 G. Reference: stated; and (R) Units of Measurement; 214. H. “days” means calendar days unless otherwise stated.

2004-07-08 ATC 1-4 102.4 In this Manual, nouns of common gender such as, manager, controller, supervisor, director, and singular pronouns that refer to common gender nouns in the same paragraph in either the feminine or masculine format, may have a feminine or masculine meaning as appropriate. In addition, a singular word includes the plural and a plural word includes the singular.

102.5 The generic term manager has been used throughout this manual wherever possible. Authority may be delegated to a subordinate level unless otherwise specified.

103 CANADIAN AVIATION REGULATIONS

103.1 103.1 Note: Do not approve a deviation from any part of the Some phrases contained in the Canadian Aviation Canadian Aviation Regulations by a civil or Regulations are in themselves permissive. For military aircraft unless authorized by: (N) example: A. Unless otherwise authorized by the appropriate ATC unit; or B. Except that an ATC unit may authorize. Other phrases do not constitute authority to permit a deviation unless they are supported by a related Canadian Aviation Regulation or Transport Canada directive. For example: C. Unless otherwise authorized by the appropriate ATC unit in accordance with any direction of the Minister in that behalf; or D. Except as specifically authorized by the Minister of Transport. A. Canadian Aviation Regulations; or B. any other specific written delegation of authority issued by or on behalf of the Minister of Transport.

104 VISITORS

104.1 104.1 Note: You may allow NAV CANADA and government Visitors to a unit may not perform operational duties officials, pilots, dispatchers, and operational or operate ATC equipment unless licensed in personnel having a direct interest in the accordance with ATSAMM 112 and authorized by the appropriate manager. functions of ATC, to visit an air traffic control 104.1 Reference: unit provided: (N) (R) Visitors; 119, ATSAMM. A. a manager authorizes each such visit; B. Regional Office or Head Office has not issued instructions to the contrary;

2006-07-20 ATC 1-5 C. their presence in no way interferes with the efficient operation of the unit; D. there is no breach of security regulations; and E. unit personnel are available to conduct a tour.

105 SUGGESTIONS

105.1 105.1 Reference: Submit suggestions arising directly from day-to- Interpersonal Communications; 132, ATSAMM. day duties to your supervisor or to the Operational Condition Report (OCR); 133, appropriate manager. If required, you should ATSAMM. put these suggestions in writing. (R)

105.2 105.2 Note: Personnel should know the purpose of The directions for the use of OCRs and the Operational Condition Reports (OCRs) and responsible authority, according to the present NAV process them in accordance with the ATS CANADA organizational structure, is defined in ATSI 2003-3. Information Bulletin on the subject. (N)(R) 105.2 Reference: Operational Condition Report (OCR); 133, ATSAMM.

2006-07-20 ATC 1-6 110 RESPONSIBILITIES

111 GENERAL

111.1 111.1 Reference: Do not discuss operations or any incident that Handling and Reporting Incidents; 123. comes to your attention by reason of your Responsibilities - General; 111, ATSAMM. employment except: (R) A. when requested to do so by an authorized 111.1 A. Note: NAV CANADA official; or (N) ATC personnel are responsible officers of NAV CANADA who subscribe to the NAV CANADA Code of Conduct. B. as otherwise excepted in this manual. (R) 111.1 B. Reference: Release of information; 115, ATSAMM.

111.2 111.2 Note: Avoid gossip or criticism reflecting on users of As representatives of NAV CANADA in direct air traffic services or on other ATC units or contact with the public, all personnel are expected personnel. You should, however, provide advice to exercise a high degree of tact and good judgment. and criticism through normal channels for action. (N)

111.3 111.3 Note: No employee of the Air Traffic Services Branch For the purpose of this paragraph “operational shall participate in any operational function: function” means control, advisory, operational (N)(R) support, provision of flight information services, or any other duties associated with the movement of air traffic. 111.3 Reference: Air Traffic Services; 801.01(1); CARs. A. within 8 hours after the consumption of any alcoholic beverage; B. while under the influence of intoxicating liquor; or C. while under the influence of a drug that impairs one's ability to carry out one's duties.

111.4 111.4 Note: Air Traffic Controllers may not assume All air traffic controllers must pass a medical responsibility for a control position unless they examination by an approved medical examiner in are: (N) order to maintain the validity of their Air Traffic Controller Licence. Controllers are responsible for obtaining a medical endorsement to their licence before the expiry date of the current endorsement. A. in possession of a properly endorsed Air 111.4 A. Reference Traffic Controller Licence or a Letter of Air Traffic Controller Licences & Ratings; 402.04(1), Authority covering the operating position; CARs. (R) B. properly qualified on the equipment to be used; and

2006-07-20 ATC 1-7 C. in possession of a current Medical Certificate and adhere to any medical restriction specified.

112 PREPARATION FOR AND COMPLETION OF DUTY

112.1 112.1 Note: Maintain a neat and conventional appearance Unit Managers is responsible for determining during working hours. (N)(R) appropriate dress. 112.1 Reference: Personnel; 202, ATSAMM.

* 112.2 112.2 Reference: Before assuming responsibility for any Transfer of position responsibility; 203, ATSAMM. operating position, devote as much time as is necessary to completely familiarize yourself for your assigned duties, and perform the following activities: (R) A. Sign the attendance register. B. Read and initial operational data as 112.2 B. Note 1: appropriate. (N) Locally developed forms may be used to indicate that you have read operational data, such as NOTAMs, operations letters, operations bulletins, mandatory briefing items, and staff memos. 112.2 B. Note 2: Controllers are expected to inform the Unit Manager of any publication discrepancies or inaccuracies of which they become aware. C. Read and initial the unit log if required by a unit directive. D. Study current weather data and consult with 112.2 D. Reference: the weather briefer if required. (R) Weather Information; 134.

E. Ensure that all pertinent equipment is 112.2 E. Reference: operating normally and, if necessary, report Unit Equipment - General; 305. any malfunctions to the appropriate Unit Equipment - General; 421, ATSAMM. authority. (R) F. Become familiar with the work being performed at the position concerned.

112.3 On completion of a tour of duty, perform the following activities: A. Brief relieving personnel. B. Complete and initial unit log. (N)(R) 112.3 B. Note: This is done by the Shift Manager, team supervisor, shift supervisor or senior controller if there is more than one employee on duty. 112.3 B. Reference: Unit Log - General; 241, ATSAMM.

2006-07-20 ATC 1-8 C. Finalize reports on any aircraft occurrence 112.3 C. Reference: or inflight incident and complete any Aviation Occurrence Report; 1041. personal notes to unit files on observations Aviation Occurrence Report (Form NC28-0026); or data not included in reports. (R) 236, ATSAMM. D. Check personnel schedule for the next tour of duty. E. Sign attendance register.

112.4 Turn off personal cell phones and pagers brought to the workplace when they are carried in an operations area.

113 POSITION RESPONSIBILITY

113.1 Do not leave an assigned operating position unless: A. 1. you are relieved by a person qualified to * 113.1 A. 1. Note 1: accept responsibility for that position; and A controller who relieves another at an operating (N) position assumes full responsibility for the position, but a controller who assists another does not. 113.1 A. 1. Note 2: Managers may, as part of normal duties, offer suggestions concerning the safe orderly and expeditious handling of traffic without assuming overall responsibility for the operation of a control position. 2. you follow unit directives for the transfer 113.1 A. 1. 2. Reference: of position responsibility; or (R) Position Responsibility; 203, ATSAMM. B. you follow unit guidelines for temporarily 113.1 B. Reference: vacating an operating position if you are the Position Responsibility; 203, ATSAMM. only qualified person in the unit. (R)

113.2 113.2 Note: Relieving controllers shall: (N) The relieving controller does not have responsibility for the position during the pre-relief monitoring process. A. if the position is equipped with an 113.2 A. Note: automated log-on system, log-on in An electronic log-on system records time preparing accordance with unit directives for the use of to accept responsibility for the control position and the equipment; (N)(R) time on duty in the position. A trainee is expected to log-on with the OJI and to log-off when leaving the position. 113.2 A. Reference: Position Reponsibility; 203, ATSAMM. B. 1. observe operational situations and equipment; 2. listen to communications; 3. observe current and pending aircraft and vehicular traffic;

2006-07-20 ATC 1-9 4. verify the position relief checklist; and 5. correlate information. C. inform the controller being relieved that the 113.2 C. Note: position has been reviewed, and request a During the verbal briefing controllers are expected verbal briefing; (N) to ask questions as appropriate, to ensure a complete understanding. D. after the verbal briefing state, or otherwise indicate clearly to the controller being relieved that position responsibility has been transferred; E. perform the duties outlined in 113.2 A.-D. if 113.2 E. Note: you are accepting responsibility for a A supervisor or controller may assist to ensure that combined sector that is being split; and (N) transfer of responsibility is carried out. F. exchange pertinent data when positions are combined.

113.3 The controller being relieved shall: A. use the transfer of position checklist to 113.3 A. Reference: provide a verbal briefing to the relieving Position Responsibioity; 203, ATSAMM. controller; (R) B. record the verbal briefing if the communication system permits; C. remain for monitoring purposes jointly with 113.3 C. Note: the relieving controller. During this time, the The relieved controller does not have control relieved controller is to reinforce the position responsibility for the position during the post-relief relief briefing and assist the relieving procedures. controller in becoming familiarized with the position; and (N) D. when combining a position, perform the post-relief overlap procedures at the position where the operation was combined.

113.4 113.4 Reference: The pre-relief and post-relief overlap time Position Responsibility; 203, ATSAMM. requirement shall be based on traffic volume and complexity. Each controller is responsible to exercise the best judgment possible in evaluating the situation and taking the appropriate time to effect a complete exchange of information. (R)

113.5 113.5 Note: Supervisors may give personnel periods of To the extent that staffing and workload permit, relief by combining operating positions personnel will be given time away from operating provided: (N) positions for: A. brief periods of rest; and B. a reasonable lunch period.

2006-07-20 ATC 1-10 A. current and anticipated workload permits; and B. the employee can be quickly recalled.

113.6 113.6 Note: The responsibility for position attendance and Positions used for on-the-job training must provide operation are the same for an on-job instructor the OJI with the capability of: (OJI) with a trainee and a controller working A. monitoring all land lines; and B. monitoring and overriding all radiotelephony alone. The monitoring OJI shall be able to: (N) frequencies. A. assume operation of the position at any time without requiring the trainee to provide any details of the operation; and B. recognize situations where the trainee's involvement has to be temporarily restricted if safety may be jeopardized.

* 113.7 You may assist a controller responsible for a position provided: *A.the responsible controller asks for assistance and specifies what assistance is required; and *B.you inform the responsible controller what assistance you will be providing and receive approval.

114 LEGAL RESPONSIBILITY OF EMPLOYEES

114.1 ATS personnel may be held liable as a result of performing their duties on behalf of NAV CANADA and acting within the scope of employment for the provision of air traffic services. In such cases, NAV CANADA would also be held liable. However, before NAV CANADA can be sued for the acts of one of its employees, the employee must have committed an act or omission that is considered to be a negligent act or omission.

114.2 114.2 Reference: Personnel responsible for the provision of air ATC Licences and Ratings; 402, CARs. traffic services must do so in accordance with Medical Requirements; 404, CARs. the applicable provisions of the Canadian Air Navigation Services; Part VIII, CARs. Aviation Regulations. (R)

2005-07-07 ATC 1-11 114.3 Under the Aeronautics Act, the Minister of Transport may suspend, cancel, or refuse to renew, issue or amend an ATC licence on the grounds that: A. the licence holder or applicant is incompetent; B. the licence holder or applicant is no longer qualified, or does not meet or comply with the conditions attached to that document; or C. the Minister is of the opinion that the public interest and, in particular, the aviation record of the licence holder or applicant warrant it.

114.4 The licence holder or applicant may request that the Transportation Appeal Tribunal of Canada review the Minister’s decision to suspend, cancel or refuse to renew, issue or amend an ATC licence.

115 LEGAL RESPONSIBILITY OF NAV CANADA

115.1 * 115.1 Note: NAV CANADA could be liable in tort for A “tort” is basically an injury or wrong done to damages as if it were a private person of full another. The tort most likely to occur in the provision age and capacity. It could be liable for the of ATS is one attributable to negligence. 115.1 Reference: actions of a NAV CANADA employee causing a Legal Responsibility of NAV CANADA; 114, tort breach of contract, or breach of the laws or ATSAMM. regulations of Canada. (N)(R)

115.2 The relevant proceedings that can arise out of an incident involving aircraft being provided with air traffic services by ATS personnel in the course of their duties are: A. an action for damage brought against NAV CANADA directly; or B. an action for damage brought against the employee personally.

115.3 If an action is brought against NAV CANADA directly, legal counsel retained by the company's insurer will conduct the defence.

2005-07-07 ATC 1-12 115.4 If an action is brought against the employees personally: A. NAV CANADA shall provide legal advice and assistance to the employee who is required to appear before a coroner's inquest, magisterial-judicial inquiry, or who is a party to civil legal action, arising out of the performance of their duties as an air traffic controller; or B. in the case of other NAV CANADA 115.4 B. Note: employees, NAV CANADA will, in the In most instances it is in the employer's interest to ordinary course defend an employee who is provide this defence since negligence of fault sued as a result of events occurring while attributed to an employee acting within the scope and course of employment normally imposes civil the employee acted within the scope and liability on the employer as well. course of employment. (N)

115.5 115.5 Note: If judgement is awarded against an employee, it The only case in which NAV CANADA may refuse to is usually paid out of NAV CANADA funds. (N) accept liability is when the employee is judged guilty of gross negligence or willful misconduct.

115.6 Personnel should arrange through their immediate supervisor for legal advice if they are summoned to appear at a Coroner's Inquest or court action to give evidence relating to their duties.

116 LOCAL OR NATIONAL EMERGENCY

116.1 116.1 Reference: In the event of a local or national emergency Local or National Emergency; 116, ATSAMM. affecting NAV CANADA facilities, all employees are expected to: (R) A. be available for duty as soon as possible; and B. act in accordance with any local unit directive that may be in force.

117 FLIGHT SAFETY HAZARDS

117.1 117.1 Reference: Inform aircraft of conditions, observed by you or ATC Clearances, Instructions and Information; RAC relayed to you by other responsible agencies, 1.7, TC AIM. individuals or pilots, which may affect flight safety. (R)

2006-07-20 ATC 1-13 117.2 117.2 Reference: If you notice, or are aware of a hazard to the Reporting of Safety Hazards; 118, ATSAMM. safety of aviation, you shall immediately bring the matter to the attention of your supervisor. (R)

118 EN ROUTE MONITORING REPORTS

118.1 The following types of reports are En Route Monitoring Reports: A. Gross Navigation Error (GNE); B. Altitude Deviation; and C. Tactical Monitoring.

118.2 118.2 Note 1: Complete an initial GNE Report and submit to For reporting purposes, consider an aircraft to be the supervisor or shift manager, if an aircraft in outside of protected airspace if it is operating: High Level airspace is observed, reported or A. 25 miles or more from the assigned track in CMNPS airspace; or reports operating outside its protected airspace. B. 10 miles or more from the assigned track in (N)(R) RNPC airspace; or C. outside the protected airspace of an airway. 118.2 Note 2: Record any comments provided by the pilot and include as part of the report. 118.2 Reference: Gross Navigation Error Reports; 332, ATSAMM.

118.3 118.3 Phraseology: Inform the aircraft that a GNE report will be ATC OBSERVES A TRACK ERROR OF (number of processed. (P) miles). BE ADVISED A GROSS NAVIGATIONAL ERROR REPORT WILL BE FILED.

118.4 118.4 Note 1: Complete an Altitude Deviation Report and An Altitude Deviation Report is only required for submit to the supervisor or shift manager, if an deviations that occur within RVSM airspace. aircraft is observed, reported or reports: (N)(R) 118.4 Note 2: Altitude deviations may be as a result of turbulence, TCAS manoeuvres, contingency action, or an error. 118.4 Reference: Altitude Deviation Reports; 333, ATSAMM. A. deviating from the assigned flight level by 300 feet or more; or B. operating at an incorrect altitude.

2006-07-20 ATC 1-14 118.5 * 118.5 Phraseology: Complete a Tactical Monitoring Report and CONFIRM RVSM APPROVED. submit to your supervisor or shift manager, if an 118.5 Note: aircraft has been requested to verify its RVSM Query a pilot for RVSM approval status if flight planned or requesting a clearance into RVSM approval status and the pilot is uncertain of or airspace and the RVSM status is not indicated in the unable to confirm RVSM approval status. flight plan (equipment suffix “W”) or suspect the (P)(N)(R) status. 118.5 Reference: RVSM Tactical Monitoring Reports; 334, ATSAMM.

119 PROFICIENCY OF OPERATIONAL PERSONNEL

119.1 119.1 Reference: Demonstrate that your performance of Proficiency of ATS Operational Personnel; 161, operational duties meets the unit proficiency ATSAMM. standards on an ongoing basis. (R)

119.2 At least once in the preceding six months, or following an absence from operational duties for an extended period, demonstrate your ability to achieve, or maintain as appropriate, performance that meets the unit proficiency standards in the following areas: A. operational skills based on the task analysis for the operational position as identified on the appropriate checklist; B. operational communications skills based on the established and published communications procedures and phraseologies, for the operational position as identified on the appropriate checklist; C. as applicable, VDF services operational skills; and D. as applicable, operational skills in 119.2 D. Note: procedures to be used in the event of radar Operational proficiency, for operational personnel failure or equipment shut-down. (N) continuously providing services in a radar environment, is demonstrated through direct observation by the immediate supervisor or delegated evaluator of application during: A. regular rotation through non-radar positions; B. operation under actual radar failure; or C. operation in a simulated non-radar position.

2005-01-20 ATC 1-15 119.3 Demonstrate that your operational knowledge meets the unit proficiency standards for operational knowledge by successfully completing the applicable knowledge verification test for the applicable operational position: A. at least once in the preceding twelve months; B. more frequently if deemed necessary by unit management; or C. if returning to operational duties following an absence for an extended period.

2005-01-20 ATC 1-16 120 OPERATIONS

121 PERSONNEL

121.1 121.1 Reference: Use operating initials, except if a signature is Personnel; 202, ATSAMM. required, for: (R) A. operating forms; B. interphone contacts; and (R) 121.1 B. Reference: Calling, Answering and Completing Contacts; 232. C. all other record purposes.

122 RELEASE OF INFORMATION

122.1 122.1 Reference: The Unit Manager may release to the press or Confidentiality; 204 public only such information that has been Release of Information; 115, ATSAMM. approved for release by Head Office or the Regional Office except for the following circumstance: the Duty controllers may provide a signed statement containing any pertinent information, before, during, and after an accident involving military aircraft provided: (R) A. they are requested to do so by Department of National Defence investigators; B. the statement is screened by the Unit Manager for approval (initialled if approved) before being signed; and C. the following sentence is included: “Any opinion expressed in this statement is that of the undersigned and does not necessarily represent the view of NAV CANADA.”

122.2 122.2 Reference: Do not release flight data regarding commercial Flight Priority — Canadian Military Aircraft; 132. airline flights, military flights, VIP flights, Transport Canada and NAV CANADA flights except to their respective agencies. (R)

122.3 Direct all enquiries from the general public to the airline company or NAV CANADA Head Office.

2006-01-19 ATC 1-17 123 HANDLING AND REPORTING INCIDENTS

123.1 123.1 Note: Immediately report to the ACC Shift Manager or An “incident” is any abnormal occurrence that is the Unit Manager, as applicable, any incident significant. that may require investigation. (N)(R) 123.1 Reference: Handling and Reporting Incidents; 230, ATSAMM.

123.2 123.2 Reference: Do not release information concerning Responsibilities - General; 111. accidents or incidents to other than approved Release of Information; 122. agencies or officials. (R) Responsibilities; 111, ATSAMM. Release of Information; 115, ATSAMM. Handling and Reporting Incidents; 230, ATSAMM.

124 AIRCRAFT ACCIDENT

124.1 124.1 Reference: Obtain the following information, if practicable, Dissemination of Information; 623. when notified of an aircraft accident: (R) Aircraft Accident; 232, ATSAMM. A. Identification and type of aircraft. B. Date, time and location. C. Number of fatalities; number of injuries. D. Other relevant information. E. Name and telephone number of person reporting accident.

* 124.2 124.2 Reference: Forward the information received to the Dissemination of Information; 623. appropriate ACC Shift Manager. (R)

124.3 124.3 Reference: If an accident occurs on or near the airport, Dissemination of Information; 623. tower personnel shall telephone the following information to the Airport Operator as soon as practicable: (R) A. Identification and type of aircraft. B. Time and location. C. Brief summary of other details.

124.4 If an accident occurs on or near the airport, and weather conditions indicate that RVR could have a direct bearing, tower personnel shall, as soon as practicable: A. record all RVR readings and associated runway light settings;

2006-01-19 ATC 1-18 B. notify Maintenance Services personnel in accordance with locally developed procedures; and C. release the RVR system to Maintenance Services personnel for validation.

124.5 If in your judgment, there is a possibility that you will be required to appear as a witness in litigation proceedings resulting from an accident, you should take the following action: A. Make handwritten notes as soon as practicable after the accident and retain them for possible future use to assist in giving evidence. B. Arrange, through your immediate supervisor, for legal advice.

124.6 124.6 Note 1: Secure, as soon as practicable after it is known The TSB will provide instructions concerning that an accident has occurred, all disposition of the secured documentation. documentation that may contain information 124.6 Note 2: During active search and rescue operations, audio relevant to an investigation. (N)(R) and video tapes may be played back and the information may be released to the RCC. 124.6 Reference: Handling of Documentation for Investigations; 235, ATSAMM.

125 OPERATING IRREGULARITY

125.1 125.1 Note 1: Report to your immediate supervisor any This promptness of action is aimed at serving the irregular occurrence which indicates that an principle of early detection of potential system operating irregularity may have taken place. deficiencies and the timely application of appropriate corrective measures. (N)(R) 125.1 Note 2: An irregular occurrence is any abnormal situation that is significant. 125.1 Reference: Operating Irregularity; Definitions. Operating Irregularity; 234, ATSAMM.

125.2 125.2 Note 1: Complete the Operating Irregularity Reporting Controllers are entitled to have an employee Form as soon as possible after the event but representative present for the completion of the not later than prior to leaving the facility at the Operating Irregularity Report Form. 125.2 Note 2: end of the shift. Submit the form to your Controllers, when required to appear before a Fact immediate supervisor for review. (N) Finding Board, may be accompanied, for the duration of their interview, by an employee representative of their choice as per the provisions of the Collective Agreement.

2004-09-30 ATC 1-19 125.3 125.3 Reference: Should you consider that a Fact Finding Board's Operating Irregularity; 234, ATSAMM. findings are not supported by facts, a review may be requested. The request shall be submitted, in writing, to your immediate supervisor, within 2 weeks of the opportunity to review the Board Report. (R)

126 OCEANIC CONTROL

126.1 * 126.1 Note: Provide Air Traffic Services in Oceanic Control ATC personnel providing these services are areas in accordance with the procedures and expected to be familiar with NAT procedures separation minima specified in: (N)(R) contained in RAC 11; TC AIM. 126.1 Reference: Reference material; 261.4, ATSAMM. *A.NAT Regional Supplementary Procedures (ICAO Doc. 7030); and B. Application of Separation Minima (North Atlantic Region).

126.2 126.2 Note: In addition to the list of Unit library publications The publications listed are available from the source contained in ATSAMM 260, the following ICAO indicated in ATSAMM 261.2 Note address #7. documents related to the provision of Air Traffic Services may constitute reference material as appropriate: (N) A. Rules of the Air — Annex 2; B. Aeronautical Telecommunications, Communication Procedures — Annex 10, Volume II; C. Air Traffic Services — Annex 11; D. Search and Rescue — Annex 12; E. Aeronautical Information Services — Annex 15; and F. Aircraft Operations — Doc. 8168.

127 ACAS/TCAS AND GPWS/TAWS

127.1 * 127.1 Reference: Inform your immediate supervisor if you ATC Clearances, Instructions and Information; become aware that an aircraft has deviated RAC 1.7, TC AIM. from an ATC clearance or instruction as a result of an ACAS/TCAS resolution advisory or GPWS/TAWS warning manoeuvre. (R)

2004-09-30 ATC 1-20 127.2 127.2 Example: Provide relevant traffic information and collision EDMONTON CENTRE, AIR CANADA 345, TCAS avoidance advice as appropriate to an aircraft CLIMB. under your jurisdiction if you are advised by the aircraft that it is responding to an ACAS/TCAS resolution advisory or GPWS/TAWS warning. Do not issue control instructions that would contradict an aircraft’s resolution advisory or warning. (E)

127.3 Do not assume that other aircraft in the vicinity of an aircraft that is responding to a resolution advisory or warning are aware of its intended manoeuvre unless you are advised by them that they are also responding to an ACAS/ TCAS resolution advisory or GPWS/TAWS warning. Continue to provide control instructions and traffic advisories as appropriate to such aircraft.

* 127.4 * 127.4 Note 1: Resume responsibility for separation after an Aircraft that manoeuver as a result of an ACAS/ aircraft has responded to an ACAS/TCAS TCAS resolution advisory or GPWS/TAWS warning resolution advisory or GPWS/TAWS warning and which may affect an ATC clearance will notify controllers when beginning the manoeuver or as when: (N)(P) soon as workload permits. If an aircraft manoeuvers outside the limits of its clearance, the controller is not responsible for separation between it and other aircraft, airspace protected for other aircraft, terrain or obstructions. * 127.4 Note 2: When the ACAS/TCAS resolution advisory or GPWS/TAWS warning has been resolved, the aircraft must advise ATC they are returning to their previously assigned clearance or subsequent amended clearance. * 127.4 Phraseology: EDMONTON CENTRE, AIR CANADA 345, TCAS CLIMB COMPLETED, (assigned clearance) RESUMED. A. the aircraft informs you that: 1. the manoeuvre is complete; 2. it has returned to its assigned altitude; or 3. it is following an alternate clearance; and B. you have verified that separation exists.

1999-07-15 ATC 1-21 128 WAKE TURBULENCE

128.1 128.1 Note: Controllers are expected to be alert to the All aircraft produce vortices somewhat in proportion possible hazard to aircraft caused by wake to their weight. Helicopters in forward flight produce turbulence, especially vortices. (N) vortices that, per pound of gross weight, are more intense than those of fixed-wing aircraft. However, since wake turbulence is invisible, its presence and exact location cannot be determined with precision.

128.2 128.2 Note 1: The effects of wake turbulence can be Studies of wake turbulence indicate that the vortex minimized through: (N)(R) of heavier aircraft are of sufficient magnitude and persis- tence to require adjustments to rules, procedures, and separation minima normally used to provide a control service. Research into the phenomena of wake turbulence is continuing. 128.2 Note 2: Under specified conditions pilots may accept responsibility for their own wake turbulence separation. 128.2 Reference: Aircraft Initiated Waiver; 384. A. the application of increased separation; B. the issuance of a cautionary; or C. the provision of wake-avoidance information.

128.3 128.3 Note: Use the handbook entitled “Air Traffic FAA wake turbulence categories: Designators” to determine an aircraft's wake A. small up to 41,000 pounds; turbulence category. (N)(R) B. large 41,001 to 255,000 pounds; and C. heavy more than 255,000 pounds. ICAO wake turbulence categories: D. light – 7,000 kg (15,500 pounds) or less; E. medium – less than 136,000 kg (300,000 pounds) and more than 7,000 kg (15,500 pounds); and F. heavy – 136,000 kg (300,000 pounds) or more. 128.3 Reference: Heavy Aircraft; Definitions Medium Aircraft; Definitions Light Aircraft; Definitions. Hang Gliders and Ultra-light Aeroplanes; 317.

128.4 You may apply a wake-turbulence minimum to any situation not covered by a specific minimum provided you have reason to believe there is a potential hazard due to wake turbulence.

128.5 128.5 Phraseology: Issue a cautionary as required to: (P) CAUTION! POSSIBLE TURBULENCE FROM DEPARTING/ARRIVING (type of aircraft).

1999-07-15 ATC 1-22 A. any category aircraft or hot air balloon operating behind a known heavy aircraft; or B. a light aircraft or hot air balloon operating behind a known medium aircraft.

128.6 128.6 Reference: Issue a cautionary concerning a departing Cautionary (Wake Turbulence); Definitions. aircraft to an arriving aircraft if: (R)(D) Application of radar minima; 533. 128.6 Diagram:

A. the aircraft use crossing runways where the projected flight paths will cross; and B. you are not providing radar service to the aircraft.

128.7 128.7 Reference: Issue a cautionary to an arriving aircraft if the Wake Turbulence Minima; 533. preceding arriving aircraft is a heavier weight 128.7 Diagram: category if: (R)(D)

LESS THAN 2,500 FEET

A. the aircraft use: 1. the same runway; 2. parallel runways less than 2,500 feet apart; or 3. crossing runways where the projected flight paths will cross; and B. you are not providing radar service to the aircraft.

2005-04-14 ATC 1-23 128.8 Issue a cautionary to a light aircraft that takes off into the wake of a medium aircraft.

128.9 * 128.9 Diagram: Issue a cautionary to a departing aircraft concerning a preceding departing heavy aircraft if the projected flight paths will cross and: (D)

LESS THAN 2,500 FEET

A. the following aircraft uses: 1. a crossing runway; or 2. a parallel runway less than 2,500 feet away; and B. the required 2 minutes separation will be 128.9 B. Reference: reduced before the flight paths cross. (R) Minima; 382.

128.10 Issue a cautionary to a taxiing aircraft, or to a vehicle, manoeuvring behind a heavy aircraft.

128.11 Issue a cautionary to any aircraft if: A. you are in communication with the aircraft; and B. 1. you observe on radar that an aircraft will 128.11 B. 1. Note: have less than the appropriate radar This applies to an aircraft other than one to which separation minimum from a preceding you are providing radar control service. aircraft; (N) 2. you are aware that an aircraft in the 128.11 B. 2. Note: departure phase of a low approach will An aircraft in the departure phase of a stop-and-go follow a preceding aircraft by less than 2 or touch-and-go is treated as a takeoff. minutes; or (N) 3. you have reason to believe there is a potential hazard due to wake turbulence.

2005-04-14 ATC 1-24 130 OPERATIONS

131 SERVICE PRIORITY

131.1 131.1 Reference: Give priority to the provision of control service Air Traffic Services; Definitions. over other services. (R)

131.2 Make every effort to provide the other services to the fullest possible extent.

132 FLIGHT PRIORITY

132.1 Normally, provide air traffic services on a “first come, first served” basis, as follows: A. Clear aircraft to land or take off in the order 132.1 A. Reference: in which they are ready. However, give Wake Turbulence; 380. priority to the following: (R) 1. An aircraft that has declared an emergency. *2.An aircraft that appears to be in a state of emergency but is apparently unable to inform you. 3. Medical evacuation flights. (N)(R) 132.1 A. 3. Note 1: U.S. Military AIR EVAC and MED EVAC flights must request priority. 132.1 A. 3. Note 2: In the United States, civil air ambulance flights use the designator LIFEGUARD. 132.1 A. 3. Reference: MEDEVAC; Definitions. 4. Military or civilian aircraft participating in 132.1 A. 4. Note: search and rescue (SAR) missions and The radiotelephony call sign RESCUE is only identified by the radiotelephony call sign assigned to aircraft when tasked by the DND to RESCUE and the designator RSCU carry out a search and rescue mission. followed by an appropriate flight number. (N) 5. Open Skies Treaty flights. (R) 132.1 A. 5. Reference: ATS procedures and responsibilities as per NAV CANADA-DND Open Skies Arrangement. 6. Military aircraft departing on operational 132.1 A. 6. Reference: air defence flights or planned and Air traffic controller's responsibility; NAV CANADA/ coordinated air defence exercises, DND SIR Agreement. unless an emergency condition prevails or may be caused by the departure. (R)

2006-04-13 ATC 1-25 B. Clear IFR aircraft for approach in the order in which they are estimated to arrive over the fix from which approaches are commenced. However, give priority to the following: 1. An aircraft that reports it may be 132.1 B. 1. Note 1: compelled to land because of factors, An aircraft report of a fuel shortage is handled in other than a fuel shortage, affecting its accordance with paragraph 132.4. safe operation. (N) 132.1 B. 1. Note 2: An aircraft that has actually encountered an emergency is handled in accordance with Part 6. 2. Medical evacuation flights. (N)(R) 132.1 B. 2. Note: U.S. Military AIR EVAC and MED EVAC flights must request priority. 132.1 B. 2. Reference: MEDEVAC; Definitions. 3. Military or civilian aircraft participating in 132.1 B. 3. Note: search and rescue (SAR) missions and The radiotelephony call sign RESCUE is only identified by the radiotelephony call sign assigned to aircraft when tasked by the DND to RESCUE and the designator RSCU carry out a search and rescue mission. 132.1 B. 3. Reference: followed by an appropriate flight number. Aircraft Identification; 216.11. (N)(R) C. Assign altitudes by giving preference to an aircraft already at the altitude rather than an aircraft requesting it, and to the preceding aircraft if two or more aircraft are at the same altitude. However, give priority to an aircraft carrying a sick or seriously injured person if you are informed that the condition of the sick or injured person requires this priority. D. Give priority to military aircraft proceeding to an ALTRV except in the interest of flight safety or higher priority flights.

132.2 Give priority to aircraft carrying the Prime Minister, Heads of State, or Foreign Heads of Government over other aircraft, except those specified in 132.1, to the extent that flight safety and the expeditious flow of traffic will permit.

2006-04-13 ATC 1-26 132.3 132.3 Note: Identify aircraft carrying VIPs by stating the call The primary method of informing ATS that a VIP is sign stated by the aircraft. (N)(R) on board is the aircraft call sign although the flight plan may contain additional remarks concerning VIPs. 132.3 Note 2: Transport Canada aircraft carrying VIPs will be identified as follows: A. TRANSPORT 01 - the Prime Minister; and B. TRANSPORT 02 - the Governor General. 132.3 Note 3: Canadian Military aircraft carrying VIPs will be identified as follows: A. ROYAL 01 to 09 – members of the Royal family; B. CANFORCE 3701 – the Governor General; C. CANFORCE 01 – the Prime Minister; and D. CANFORCE 02 to 19 – other heads of state or government. 132.3 Note 4: The term “pre-positioning” is used to define an aircraft dispatched to pick up a VIP. Pre-positioning flights will be identified as follows: A. ROYAL 10 – associated with Royal visits; and B. CANFORCE 20 – associated with the Prime Minister or other heads of state or government. 132.3 Reference: Flight Priority; 132.2.

132.4 132.4 Note: If an aircraft informs you of a “fuel shortage”: A pilot may use non-standard phraseology to (N) indicate a concern about a fuel shortage. Anything a pilot says that suggests a possible fuel shortage is a valid reason to ask if the pilot is declaring an emergency. A. ask the aircraft whether it is declaring an emergency; and B. give priority only if the aircraft does declare an emergency.

132.5 132.5 Note: If an aircraft declares minimum fuel, take the This is not an emergency situation but indicates an following action: (N)(R) emergency could develop should any undue delay occur. 132.5 Reference Minimum Fuel; Definitions. A. be alert for any occurrence or situation that may delay the aircraft; B. inform the aircraft of any anticipated delay as soon as you become aware of the delay; C. inform the next sector/unit of the status of the aircraft; and D. record the information in the unit log.

2006-01-19 ATC 1-27 132.6 132.6 Note: Provide for the expeditious movement of aircraft Unless the aircraft departing on these missions departing on urgent police matters or active request emergency handling, do not interrupt the fire-fighting missions. (N)(R) normal movement of itinerant airport traffic. Local aircraft however, may be redirected to accommodate these departures. 132.6 Reference: Local Procedures, 211, ATSAMM.

133 CLEARANCES, INSTRUCTIONS AND READBACKS

133.1 133.1 Note: An ATC clearance or instruction constitutes Pilots are required to comply with ATC clearances authority for an aircraft to proceed only in so far accepted by them and with ATC instructions as known air traffic is concerned and is based directed to and acknowledged by them, subject to the pilot maintaining final responsibility for the solely on the need to safely expedite and aircraft's safety. separate air traffic. (N)(R) 133.1 Reference: Air Traffic Control Clearance; Definitions. Air Traffic Control Instruction; Definitions.

133.2 133.2 Note: Issue clearances and instructions with the least At an airport where there is a Flight Service Station/ possible delay. (N)(R) RCO and there is also an ATC PAL frequency, IFR departure clearances may be issued either through the FSS or directly to the aircraft using the PAL. Details for coordinating and using this procedure are to be contained in an Arrangement between the IFR unit and the FSS including: A. procedures for informing the FSS of any ground delay; B. the departure instructions issued, for FSS traffic purposes; and C. mandatory frequency procedures to be used. 133.2 Reference: Agreements and Arrangements - General; 301, ATSAMM.

133.3 133.3 Example: Differentiate clearly between a clearance and ACA252, CLEARED TO THREE THOUSAND. an instruction by using the appropriate prefix. ACA252, CROSS MONCTON VORTAC AT THREE (E)(R) THOUSAND. 133.3 Reference: Message Format; 217.

133.4 Obtain an accurate readback if issuing or relaying an: A. IFR clearance or IFR instruction; B. amendment to an IFR clearance or IFR instruction; or

2006-01-19 ATC 1-28 C. instruction to an aircraft or vehicle to HOLD 133.4 C. Reference: or HOLD SHORT of a runway or taxiway. (R) Accuracy of readback; 201. Taxi Information; RAC 4.2.5, TC AIM.

133.5 133.5 Note: You may omit requesting a readback for an Omission of a readback may be used only for the initial IFR clearance issued by a ground or initial IFR clearance issued to a departing IFR clearance delivery controller provided: (N)(R) aircraft. Departing IFR aircraft will acknowledge receipt of an IFR clearance by responding with the aircraft call-sign and the assigned transponder code. 133.5 Reference: Compliance with ATC Instructions and Clearances; 602.31(2)(a), CARs. A. no changes have been made to the originally filed flight plan; B. the clearance is issued by referring to a machine printed strip or a video display of the flight plan; C. the clearance includes a published standard 133.5 C. Note: instrument departure; (N) A published Departure Procedure is not a Standard Instrument Departure. D. no alternate instructions are included in the clearance; and E. there is no apparent misunderstanding of the clearance contents.

133.6 * 133.6 Note: Read back verbatim any IFR clearance or IFR With the exception of foreign NAT oceanic instruction or amendments to IFR clearances or controllers, foreign agencies may not be required to IFR instructions if: (N) give readbacks. A Canadian flight service specialist is required to read back a clearance or instruction. A. received from a Canadian controller; or B. requested by other agencies.

133.7 133.7 Note: If workload or traffic conditions prevent Pilots are required to establish radio communication immediate provision of Class D service, instruct with ATC prior to entering Class D airspace. If a the pilot to remain outside the Class D airspace, controller responds to a pilot's initial transmission with “(Aircraft identification) STANDBY”, radio until such time that conditions permit the communication is considered to have been services to be provided. (N)(R) established and the pilot may enter the airspace. 133.7 Reference: Initial Clearance; 342. VFR Traffic Management; 312. Airspace Structure, Classification And Use; 601, CARs.

2006-01-19 ATC 1-29 134 WEATHER INFORMATION

134.1 Obtain weather information from aviation weather reports, supplemented by PIREPs and controllers' observations. When relaying Automated Weather Observation System (AWOS) reports, ensure pilots are made aware that the observations are reported by an automatic station. In the event of a discrepancy between an AWOS ceiling or visibility and that observed by an accredited weather observer, tower controller (visibility only), or aircraft in the vicinity, aircraft operations should be permitted to continue based on the following order of precedence of observations: A. accredited observations; B. the tower visibility; or C. the ceiling, runway visibility or flight visibility 134.1 C. Note: as provided by a PIREP. (N)(R) AWOS reports may be used to provide weather information to pilots. These weather sequences are identified by the word AUTO after the date time group. These are fully automated reports and have the following observational characteristics: A. provide a measure of cloud height and amount that has passed directly over the sensor, integrated over time; B. provide visibility measured directly in front of the sensor, integrated over time; C. only measure the amount of precipitation in the last hour as a rate of fall of liquid water; and D. do not detect thunderstorms. 134.1 C. Reference: Unit Equipment; 190. Unit Directives; 204, ATSAMM. Unit Equipment; 420, ATSAMM.

134.2 134.2 Phraseology: Prefix weather information with the appropriate TOWER OBSERVES (weather information). term. (P)(N) PILOT REPORTS (weather information). (Location) (time) AUTOMATED (report). WEATHER AT (time, weather information). TOWER OBSERVED WEATHER AT (name of airport and time). TOWER CEILING (ceilometer reading). 134.2 Note: Tower ceilings are observed only by air traffic control personnel certified to take limited observations from control towers equipped with approved ceilometers.

2006-01-19 ATC 1-30 134.3 Report significant differences between aviation weather reports and controller observed weather conditions or PIREPs to: A. concerned aircraft; B. the position designated the responsibility for 134.3 B. Note: disseminating weather information, if In units where a position has been designated the applicable; (N) responsibility for disseminating weather information and the duties are being performed, controllers only have to pass weather information to and receive weather information from this position. C. other concerned sectors/units; and D. the appropriate FSS.

134.4 134.4 Note: Forward PIREPs to: (N)(R) PIREPs enhance weather briefings, as they supplement aviation weather reports. In addition, they are used by meteorological personnel as an aid when preparing forecasts. PIREPs should be passed in the following format: A. time; B. type of aircraft; C. altitude; D. position; and E. meteorological conditions observed. * 134.4 Reference: PIREP; Definitions. Turbulence Reporting Criteria Table; MET 3.7, TC AIM. PIREP; MET 3.17, TC AIM. A. concerned aircraft if the weather is of significance; B. the position designated the responsibility for 134.4 B. Note: disseminating weather information, if Note in 134.3 B. applies to this paragraph. applicable; (N) C. other concerned sectors/units if the weather is of significance; and D. the appropriate FSS if the weather is of significance.

134.5 134.5 Note: Give priority to Urgent PIREPs and forward Urgent PIREPs contain information on hazardous or them as soon as possible to: (N)(R) potentially hazardous flight conditions and timely relay is of the utmost importance. 134.5 Reference: Urgent PIREP; Definitions. A. concerned aircraft; B. the appropriate FSS; and (N) 134.5 B. Note: FSS will forward Urgent PIREPs to EC, the ACC and towers via the quickest means available. ATC personnel will pass Urgent PIREPs to other ATC and FSS sectors/units via hotline, interphone or telephone.

2005-07-07 ATC 1-31 C. appropriate ATC sectors/units.

134.6 134.6 Reference: You may use the term “CAVOK” in the CAVOK; Definitions. transmission of meteorological information to an arriving or departing aircraft provided the official weather report indicates that CAVOK conditions exist. (R)

134.7 134.7 Note: You may use a tower observation of prevailing The Manual of Surface Weather Observations visibility to authorize IFR, VFR or SVFR (MANOBS) describes the prevailing visibility as the operations. (N) maximum visibility value common to sectors comprising one-half or more of the horizon circle.

135 ALTIMETER SETTINGS AND WIND INFORMATION

135.1 Issue altimeter setting information as follows: A. State the word “altimeter” followed by the 4 135.1 A. Phraseology: separate digits of the setting. (P)(R) (Name) ALTIMETER (setting). 135.1 A. Reference: Phonetics and Numbers; 212. Altimeter settings; 214. Altimeter Setting Indicator; 424, ATSAMM. B. Identify the setting by the name of the 135.1 B. Example: station to which it applies except if: (E) Toronto ACC issuing setting for Stirling — STIRLING ALTIMETER TWO NINER SEVEN TWO. Edmonton ACC issuing setting for Vermilion and Edmonton — VERMILION ALTIMETER TWO NINER SIX SIX EDMONTON ALTIMETER TWO NINER SIX THREE. 1. the setting applies to the station at which the ATC unit is located; and 2. there is no possibility of misunderstanding. C. State the setting twice if it is either 31.00 135.1 C. Phraseology: and higher, or 28.99 and lower. (P) (Name) ALTIMETER (setting), I SAY AGAIN (setting). D. Include the time of the report if the setting is 135.1 D. Phraseology: obtained from a weather report that is 1 (Name) ALTIMETER AT (time) WAS (setting). hour or more old. (P) E. Identify the setting as “QNH” if an aircraft 135.1 E. Note: asks which type of setting is being provided. An altimeter on a QNH setting will display the height (N) above sea level. In Canada, the height above aerodrome elevation or relevant runway threshold (QFE) is not available.

2005-07-07 ATC 1-32 135.2 135.2 Reference: Use the altimeter setting indicators installed in Altimeter setting indicator; 424, ATSAMM. ATC units as the primary instrument for obtaining the local altimeter setting. (R)

135.3 Issue a revised altimeter setting if the setting changes by 0.02 inches or more.

135.4 135.4 Note: If the altimeter setting is higher than 31.00: This applies only for en route operations below (N)(R) 18,000 feet ASL within affected areas. At the beginning of the final approach segment, the current altimeter setting will be set, if possible. If not possible, 31.00 will remain set throughout the approach. Aircraft that will remain on 31.00 will be higher than indicated by the altimeter. * 135.4 Reference: Altimeter Setting Procedures During Abnormally High Pressure Weather Conditions; RAC 12.12, TC AIM. A. issue the actual altimeter setting to the aircraft; and B. confirm that the aircraft has set its altimeter to 31.00.

135.5 135.5 Note: Compare the reading on the altimeter setting If the altimeter variance between the Aviation indicator with the altimeter setting recorded in Weather Report and the altimeter setting indicator is each Aviation Weather Report, to determine consistently greater than ± .02 inches, the altimeter setting indicator is considered unserviceable until whether the indicator is functioning the necessary recalibration has been performed. satisfactorily or not. (N)(R) 135.5 Reference: Altimeter Setting Indicator,424, ATSAMM.

135.6 135.6 Reference: At ATC units where there is no associated Altimeter Setting Indicator, 424, ATSAMM . weather observing office, check the altimeter setting indicator, at least once per shift, with the digital barometer provided for this purpose. If the variance between the two readings is consistently greater than ±.02 inches, the altimeter setting indicator is considered unserviceable until the necessary recalibration has been performed. (R)

2004-07-08 ATC 1-33 135.7 135.7 Note: Issue wind information as follows: (N)(R) Controllers are not required to specify if the wind being issued is a now or mean wind. 135.7 Reference: Mean Wind; Definitions. Now Wind; Definitions. Units of Measurement; 214. A. where available issue a mean wind; B. at locations equipped with digital automated systems, issue wind speed and direction according to the information displayed; C. during gusty conditions, give the fluctuations of wind direction and speed of peak gusts; D. if issuing wind information from an aviation weather report, indicate the time of the report.

136 NOISE ABATEMENT

136.1 136.1 Reference: Do not issue a clearance or approve a request Noise Operating Criteria; 602.105, CARs. from an aircraft that would result in a deviation ATS Unit/Airport Operator — Coordination; 212, from an established noise abatement ATSAMM. procedure except for reasons of safety. (R)

136.2 Even where procedures are not established, you should not clear or direct aircraft that generate significant noise over a populated area, particularly at night.

136.3 You should include the following items in each noise abatement report: A. Time. B. Runway assigned. C. Runway condition. D. Wind. E. Aircraft identification. F. Whether the aircraft was taking off or landing. G. The aircraft's stated reason for refusal.

137 HOURS OF OPERATION — TOWERS

* 137.1 137.1 Reference: Provide air traffic services only during published Aerodrome/Facility Directory; CFS. hours of operation except when: (R)

2004-07-08 ATC 1-34 A. judged appropriate to finalize 137.1 A. Note: communications with aircraft in the control The extension should be limited to a few minutes zone that are expected to land shortly after contiguous to the regular hours of operation. the hours of operation; (N) B. engaged in an aircraft emergency situation; 137.1 B. Note: or (N) The unit should remain open until the emergency is resolved or it is evident that another unit is providing appropriate assistance. C. otherwise authorised in a unit directive. (R) 137.1 C. Reference: Unit Directives; 204, ATSAMM.

137.2 137.2 Note: If you provide airport control service outside the Since pilots of NORDO aircraft will expect to be able published hours of operation for the unit: (N) to operate unrestricted outside of the published hours of operation, it is important that hours of operation not be extended except in unusual circumstances. A control zone which is designated as Class C or D airspace in the DAH, becomes Class E airspace when the Control Tower is not in operation. A. coordinate with other control units, Flight 137.2 A. Reference: Service Stations and any other agencies Coordination/Reports; 361. considered necessary; (R) Tower — Flight Service Station Coordination; 219, ATSAMM. B. issue a NOTAM if: (E) 137.2 B. Example: (Name) TOWER PROVIDING AIR TRAFFIC SERVICES OUTSIDE OF PUBLISHED HOURS FROM (date/time) TO (date/time). POSSIBILITY OF UNKNOWN TRAFFIC EXISTS WITHIN (name) CONTROL ZONE. IF FLYING IN (name) CONTROL ZONE CONTACT (name) TOWER ON (frequency) FOR TRAFFIC INFORMATION. 1. you are aware at least 5 hours before an extension that it will be required; and 2. the duration of an extension is 1 hour or more; and C. inform aircraft within, entering or about to 137.2 C. Phraseology: enter your control jurisdiction, that other (Name) TOWER OPERATING OUTSIDE OF aircraft, not aware that control service is PUBLISHED HOURS. POSSIBILITY OF being extended outside of the published UNKNOWN TRAFFIC EXISTS WITHIN (name) CONTROL ZONE. hours, may be flying in the area. (P)

138 COORDINATION

138.1 138.1 Reference: Maintain close coordination at all times Coordination; 360, 491, 580. between positions of operation within ATC units Tower — FSS or FIC Coordination; 219, ATSAMM. and between these positions and other ATC units, Flight Service Stations, and other concerned agencies. (R)

2001-04-19 ATC 1-35 139 CONTROL TRANSFER

139.1 139.1 Reference: Only one ATC sector/unit is responsible for the Control Transfer; 362, 495, 583. control of an aircraft at any given time. An ATC sector/unit shall transfer responsibility for control of an aircraft to the next sector/unit as the flight progresses. (R)

139.2 Do not permit an aircraft under your control to enter airspace under the jurisdiction of another controller without coordinating and receiving approval.

139.3 If you are in direct communication with an aircraft in airspace under the jurisdiction of another controller, coordinate with that controller before authorizing a change in the aircraft's altitude, route, speed, or transponder code.

139.4 Assume control of an aircraft only after it is in your area of jurisdiction, unless specifically coordinated or as specified in a unit directive, an Agreement or an Arrangement.

139.5 139.5 Note: Transfer control of an IFR or CVFR aircraft from Use of the expression, “Your control on contact” one IFR sector/unit to an adjacent IFR sector/ does not specify a fix, location, altitude, or time; unit so that control transfer occurs at: (N) therefore, it is NOT an acceptable phraseology. A. the time of crossing the control area boundary as estimated by the sector/unit relinquishing control; B. a specified fix or location; C. a specified altitude; or D. a specified time. (P) 139.5 D. Phraseology: YOUR CONTROL NOW or AT (time).

139.6 When control of an IFR or CVFR aircraft is being transferred, the transferring controller shall: A. relay the appropriate flight data and control information, including amendments, to the receiving controller;

2001-04-19 ATC 1-36 B. relay to the receiving controller any 139.6 B. Note: information received from the pilot or This information may be omitted on control transfer operator concerning the aircraft's fuel state if it has previously been relayed to the receiving or fuel reserves; and (N) controller. C. obtain the consent of the receiving sector/ 139.6 C. Note: unit. (N) An unconditional acknowledgement of control transfer information constitutes consent to accept.

139.7 When control of an IFR or CVFR aircraft is being transferred, the receiving controller, shall: A. accept control as requested or subject to 139.7 A. Reference: any necessary condition; (R) Provision of Service; 401. B. specify any other information or instruction that the aircraft must have at the point of transfer; and C. specify any other required information.

2004-01-22 ATC 1-37 140 CATEGORY II/III ILS APPROACHES

141 GENERAL

141.1 141.1 Note: Ensure the following essential elements are The pilot may elect to continue the approach if serviceable prior to authorizing Category II/III either the RVR or standby power elements fail and ILS approaches: (N) the aircraft is established on the glide path and has passed the final approach fix. A. approach, threshold, touchdown zone, 141.1 A. Note: centreline, and runway edge lights; (N) Unless advised to the contrary by Airport Maintenance personnel, consider all lighting within acceptable limits for Category II/III ILS operations. B. ILS localizer and glide path; C. RVR reporting systems; and D. primary and standby power. (R) 141.1 D. Reference: Category II/III ILS Approaches; 346.

141.2 Advise aircraft if an essential element of the Category II/III system is unserviceable.

141.3 Do not authorize any further Category II/III ILS approaches if, during a snowfall, two successive aircraft report the glide path angle too high or too low.

141.4 * 141.4 Note: Initiate NOTAM action when an essential The essential elements for which ATC is responsible element of the Category II/III system fails. for NOTAM action will be specified in Agreements (N)(R) between ATC units and other agencies. * 141.4 Reference: Agreements and Arrangements - General; 301, ATSAMM.

141.5 141.5 Reference: Provide RVR readings, in addition to those in Provision of Service; 151. ATC MANOPS 151, to an aircraft conducting a Category II/III ILS approach if the RVR reading falls below 1,200 feet. (R)

INTENTIONALLY LEFT BLANK

2004-01-22 ATC 1-38 150 RUNWAY VISUAL RANGE (RVR)

151 PROVISION OF SERVICE

151.1 151.1 Reference: Provide the RVR followed by the prevailing Runway Visual Range System; 153. visibility to aircraft intending to use a runway equipped with a visibility sensor if: (R) A. the RVR is less than 6,000 feet; or B. the aircraft requests it.

151.2 Provide this information to: *A.departing aircraft when taxi authorization is 151.2 A. Reference: issued; (R) Taxi Authorization; 334. B. arriving aircraft when landing information is 151.2 B. Reference: issued; and (R) Landing Information; 341. Landing Information; 461. C. aircraft on final approach.

151.3 151.3 Phraseology: The RVR shall be reported as not available RUNWAY (number) VISUAL RANGE/RVR NOT when: (P)(N) AVAILABLE. 151.3 Note 1: The display unit will show four dashes (----) any time the visibility value is not available, OFF if the unit is off-line and CAL if technicians are performing a technical calibration. 151.3 Note 2: Once the RVR is published unserviceable by NOTAM, it is no longer necessary to state “RVR not available”. A. no RVR reading is displayed; or B. there is an indication that the RVR reading is unreliable.

152 PROCEDURES

152.1 152.1 Phraseology: Report RVR in feet. (P) RUNWAY (number) VISUAL RANGE (number) FEET; or RUNWAY (number) RVR (number) FEET.

152.2 152.2 Phraseology: Indicate plus and minus values when the RVR RUNWAY (number) VISUAL RANGE/RVR LESS reading is more than 6,000 feet or less than 300 THAN THREE HUNDRED FEET. feet. (P) RUNWAY (number) VISUAL RANGE/RVR MORE THAN SIX THOUSAND FEET.

2006-01-19 ATC 1-39 152.3 152.3 Phraseology: Issue the current RVR reading and the range of RUNWAY (number) VISUAL RANGE/RVR (number) variation if the readout is fluctuating above and FEET, FLUCTUATING (number) TO (number) below the published takeoff or approach FEET, VISIBILITY (fraction) MILE. minimum, and include the ground visibility. (P)

152.4 152.4 Phraseology: Inform the aircraft if the RVR reading is based RUNWAY (number) VISUAL RANGE/RVR (number) on runway light setting 4 or 5. (P)(R) FEET. RUNWAY LIGHTS AT SETTING FOUR/FIVE. 152.4 Reference: Intensity Settings; 378.

152.5 152.5 Phraseology: Issue all values, beginning with the touchdown RUNWAY (number) VISUAL RANGE/RVR ALFA location, if the RVR for a runway is measured at (number) FEET, BRAVO (number) FEET, CHARLIE more than one location. Identify the (number) FEET. touchdown location as alfa, the mid-runway location as bravo and the roll-out/end zone location as charlie. (P)

152.6 152.6 Phraseology: You may omit the runway number when issuing VISUAL RANGE/RVR (number) FEET. RVR information if: (P) A. the aircraft is established on final approach; and B. no likelihood of confusion exists.

153 RUNWAY VISUAL RANGE SYSTEM

153.1 153.1 Reference: Report any malfunction of the RVR system to Provision of Service; 151. Maintenance personnel. (R)

153.2 Immediately verify suspected inaccuracies of any readout against other displays in the unit.

153.3 If it is determined that at least one display is operating normally, make arrangements to provide the current, correct reading to all operating positions that require the information, until the system is restored to full operation.

153.4 153.4 Reference: The airport controller shall determine whether Provision of Service; 151. the RVR system can be released for routine maintenance if such a request is made. (R)

2006-01-19 ATC 1-40 153.5 153.5 Note: Take NOTAM and voice advisory action in If an RVR is associated with a Category II/III accordance with local procedures if an RVR runway, then NOTAM action is required in all cases. unserviceability occurs. (N)

2003-07-10 ATC 1-41 160 FLIGHT INFORMATION SERVICE

161 GENERAL

161.1 161.1 Note: Provide flight information service to all known This service is provided before departure and while aircraft operating within a flight information in flight whether aircraft are operating within or region except if: (N) outside controlled airspace. A. the aircraft operator provides the service; or 161.1 A. Note: (N)(R) An example of this is alerting services responsibilities when an aircraft is operating on a company flight itinerary. 161.1 A. Reference: Requirement to file on arrival report; 602.77, CARs. B. you are prevented from providing the service by an operational factor such as one of the following: 1. traffic volume; 2. controller workload; 3. communication frequency congestion; or 4. radar equipment limitations.

161.2 You need not inform an aircraft of your reason for not providing or for discontinuing flight information service in a particular case.

161.3 Provide pertinent information that was not available to the aircraft before departure or developments that have occurred subsequent to departure concerning the following: A. Severe weather conditions. B. Volcanic eruptions or volcanic ash clouds. * 161.3 B. Note: (N) Advance warning of volcanic activities will be relayed over the AFTN as Volcanic Ash Bulletins and updated with SIGMETs. C. A change in the serviceability of a NAVAID. D. The condition of an airport and associated facilities. E. Other information that is pertinent to flight safety.

161.4 Provide IFR aircraft with pertinent information, in addition to that outlined in 161.3, concerning the following: A. Weather conditions reported or forecast at destination or alternate airports.

2003-07-10 ATC 1-42 B. Icing conditions. C. A collision hazard if the aircraft is operating 161.4 C. Note: outside of controlled airspace. (N) Collision hazard information includes only known aircraft and will sometimes be based on data of doubtful accuracy. ATC is not responsible for providing this information at all times nor for the accuracy of information provided.

161.5 You should request an aircraft that is provided collision hazard information to inform you of any avoiding action it takes. You should then provide this information to the other aircraft involved.

161.6 Be alert for and warn pilots with whom you are able to communicate, whenever they appear to, unwittingly have entered or, be about to enter active Class F airspace.

161.7 Provide VFR aircraft with pertinent information, in addition to that outlined in 161.3, concerning weather conditions along the route of flight that are likely to make VFR flight impracticable or hazardous.

161.8 You may provide the additional radar services contained in this section within any airspace that is within radar coverage provided you are satisfied with the adequacy of the radar- displayed information.

161.9 161.9 Reference: Differentiate clearly between information and Message Format; 217. suggested action or advice by using the appropriate prefix. (R)

161.10 161.10 Phraseology: You should check each position report and flight YOU SHOULD BE AT AN ODD/EVEN ALTITUDE-or plan received to determine that the altitude is for VFR aircraft: YOU SHOULD BE AT AN ODD/ appropriate to the direction of flight and inform EVEN ALTITUDE PLUS 500 FEET. 161.10 Note: the aircraft if a discrepancy is found. (P)(N)(R) Although the pilot is responsible for conforming to Canadian Aviation Regulations, ATC can help by detecting and reporting any discrepancy. 161.10 Reference: Cruising Altitudes and Cruising Flight Levels; 602.34, CARs.

2004-09-30 ATC 1-43 161.11 161.11 Note: Issue flight information to aircraft engaged in The responsibility to permit or suspend paradrops, parachute activity and non-participating aircraft, based on the flight information provided, rests with as necessary, to enhance the safety of the jump the pilot of the jump aircraft. operation. (N)

161.12 Issue flight information concerning the location, time, duration, and altitude from which the jump will be made.

161.13 You may broadcast information to non- participating aircraft on an appropriate control frequency or in an ATIS message, if time or numbers of aircraft make individual transmissions impractical.

161.14 Assist non-participating aircraft to avoid the airspace within which the parachute descents are being conducted if requested by an aircraft.

161.15 161.15 Reference: Forward requests for the operation of an Local Procedures; 211, ATSAMM. exterior laser display or other directed bright Directed Bright Light; Definitions, ATSAMM. light within the control zone to the site manager. (R)

161.16 161.16 Note: Obtain the following information when informed Illumination by a Directed Bright Light, although an aircraft has been illuminated by a laser: (N) distracting to the pilot, will not normally cause flash blindness or loss of vision. As such, local procedures will dictate the method for alerting the operator of the display in the event aircraft are illuminated. A. date, time and location of occurrence; B. aircraft identification, altitude, heading and flight condition; C. light source location, if known; D. effect of illumination on crew members; E. evasive or emergency manoeuvres taken by the pilot; and F. opinion if illumination was accidental or intentional.

2004-09-30 ATC 1-44 161.17 161.17 Reference: Report any unauthorized outdoor use of a high- Handling and Reporting of Incidents; 231, intensity laser or other directed bright light ATSAMM. within the control zone to the ACC Shift Manager. (R)

161.18 161.18 Note: Provide a safety alert if it appears an aircraft will The amount of airspace affected by a laser operate near a known laser source or other operation varies with the laser system output power. directed bright light below 2000 feet AGL in the Low intensity laser beams are not considered as obstacles and do not require restricted airspace. control zone. (N)(R) 161.18 Reference: Essential Flight Information; 321.

162 SEVERE WEATHER INFORMATION

162.1 162.1 Note: Provide all aircraft in the area concerned or that Information on severe weather can be passed either will be entering the area concerned, with directly or by a general broadcast to all aircraft in the information pertaining to a severe weather affected area. condition, such as: (N) A. SIGMET; (N)(R) 162.1 A. Note 1: A. WS: regular SIGMET; B. WC: tropical cyclone SIGMET; and C. WV: volcanic ash SIGMET. 162.1 A. Note 2: When aircraft inform you that they have received SIGMET information from another source, you do not need to repeat the information. 162.1 A. Reference: SIGMET; Definitions. B. AIRMET; (N)(R) 162.1 B. Note: When aircraft inform you that they have received AIRMET information from another source, you do not need to repeat the information. 162.1 B. Reference: AIRMET; Definitions. C. urgent PIREP; (R) 162.1 C. Reference: Urgent PIREP; Definitions. D. a line squall; E. microburst activity; (N)(R) 162.1 E. Note: Opposite direction surface winds over a short distance are a clear indication of a microburst. Accidents related to microburst activity have often been preceded by reports from other aircraft experiencing severe control problems. * 162.1 E. Reference: Low level wind shear; AIR 2.8, TC AIM. F. moderate turbulence; or G. hail.

2003-01-23 ATC 1-45 162.2 162.2 Note: In addition to 162.1, broadcast a SIGMET alert The broadcast is not required if no aircraft will be immediately upon receipt whenever any part of affected by the weather addressed in the SIGMET. the area described in the SIGMET is within your 162.2 Example: ATTENTION ALL AIRCRAFT, SIGMET NUMBER area of jurisdiction or could affect aircraft in FIVE, AFFECTING AN AREA FROM NORTH BAY your area of jurisdiction. The broadcast shall be TO MUSKOKA TO LONDON A LINE OF on all frequencies except emergency THUNDERSTORMS WITH TOPS TO 30 frequencies and shall be relayed in the following THOUSAND, MOVING EAST AT 20 KNOTS. manner: (N)(E) A. SIGMET number; B. a general description of the area affected; and C. a brief description of the type of weather.

162.3 162.3 Example: Relay wind shear and microburst activity ATTENTION ALL AIRCRAFT LANDING AT information in abbreviated plain language, TORONTO, WIND SHEAR WARNING, SURFACE giving the variance in direction and speed of WIND 320/10, WIND AT 300 FEET 010/25 ON APPROACH. wind and, if available, the type of aircraft AIR CANADA 061 MICROBURST ACTIVITY making the report and the time of the report. (E) REPORTED BY B737 ON APPROACH TO RUNWAY 06 RIGHT AT 1510Z.

162.4 162.4 Phraseology: Request PIREPs from aircraft to: (P) REQUEST FLIGHT CONDITIONS. REQUEST FLIGHT CONDITIONS OVER (fix)/ ALONG (route)/BETWEEN (fix) AND (fix). A. assist aircraft in avoiding severe weather 162.4 A. Note: conditions; and (N) Controllers should solicit PIREPs when icing conditions are light to severe. B. confirm that severe weather conditions still exist.

162.5 Assist aircraft in areas of severe weather by: A. relaying urgent PIREPs and significant 162.5 A. Note: PIREPs; (N)(R) Significant PIREP information includes reports of strong frontal activity, squall lines, thunderstorms, light to moderate icing, wind shear and turbulence (including clear air turbulence) of moderate intensity, or other conditions pertinent to flight safety. 162.5 A. Reference: Urgent PIREP; Definitions. B. informing aircraft of alternate routes to avoid known areas of severe weather; and C. expediting action on requests for route or altitude changes to avoid areas of severe weather.

2003-01-23 ATC 1-46 162.6 162.6 Phraseology: If issuing information on a radar-observed SMALL/LARGE WEATHER AREA (number) weather area, include the following items: (P) O'CLOCK (number) MILES, MOVING SLOWLY/ RAPIDLY (direction) BOUND, (other information). (Number) MILE BAND OF WEATHER, FROM (fix or position) TO (fix or position), (movement), (other information). A. Size or extent of the area. B. Position of the area in relation to the aircraft or a fix. C. Relative speed and direction of movement if any. D. Other known information, such as: (P) * 162.6 D. Phraseology: WEAK/STRONG ECHOES, TOPS (altitude), [LIGHTNING]. 1. altitudes likely to be affected; 2. intensity of precipitation; or 3. a possible alternate route.

163 CHAFF INFORMATION

163.1 Provide all aircraft that will operate in the area concerned with information involving a proposed or actual chaff drop, including: A. location of the drop area; B. time of the drop; C. estimated speed and direction of drift; D. altitudes likely to be affected; and E. approximate intensity of the chaff.

163.2 163.2 Phraseology: If issuing information on a radar-observed chaff SMALL/LARGE CHAFF AREA (number) O'CLOCK, drop, include the following items: (P) (number) MILES, MOVING SLOWLY/RAPIDLY (direction) BOUND, (other information). (Number) MILE BAND OF CHAFF, FROM (fix or position) TO (fix or position), (movement), (other information). A. Size or extent of the area. B. Position of the area in relation to the aircraft or a fix. C. Relative speed and direction of movement if any. D. Other known information, such as: 1. altitudes likely to be affected; 2. intensity of the chaff; or 3. a possible alternate route.

2001-01-25 ATC 1-47 164 BIRD ACTIVITY INFORMATION

164.1 164.1 Phraseology: Provide all aircraft that will operate in the area FLOCK OF (size if known) BIRDS/(species if concerned with information concerning bird known), (direction) BOUND OVER (location), LAST activity, including: (P) REPORTED AT (altitude, determined from pilot report)/ALTITUDE UNKNOWN. FLOCK OF (size if known) BIRDS/(species if known), (number) O'CLOCK, (number) MILES, (direction) BOUND, LAST REPORTED AT (altitude, determined from pilot report)/ALTITUDE UNKNOWN. NUMEROUS FLOCKS OF (size if known) BIRDS/ (species if known), VICINITY OF (location), (altitude information). A. size or species of birds if known; B. location; C. direction of flight; and D. altitude if known.

164.2 164.2 Note: Base bird activity information on: (N) Turbine-powered aircraft with their tendency to ingest birds are particularly susceptible to this hazard. A. a visual observation; B. a pilot report; or C. a radar observation confirmed by: 1. a visual observation; or 2. a pilot report.

164.3 164.3 Phraseology: You should warn an aircraft of the possibility of UNIDENTIFIED TARGET, POSSIBLY A FLOCK OF bird activity if you have an unconfirmed radar BIRDS, (other information if known). observation that you believe to be a flock of birds. (P)

165 RADAR TRAFFIC INFORMATION

165.1 Traffic information may be based on: A. visual observation; B. observation of radar identified targets; or C. reports from pilots or other ATS facilities.

165.2 165.2 Reference: Provide traffic information to VFR aircraft in Flight Information Service - General; 161. Class C and D airspace and, workload permitting, to VFR aircraft in Class E airspace. (R)

2001-01-25 ATC 1-48 165.3 165.3 Note: Except as specified in 165.4, provide traffic Provision of this service is mandatory unless information to radar-identified IFR or CVFR precluded by higher priority duties (ATC MANOPS aircraft if the targets appear likely to merge with 131). In Class E airspace, traffic information is provided on a workload permitting basis. another radar-observed target. (N)(R) 165.3 Reference: Flight Information - General; 161.

165.4 You need not apply the procedures in 165.3 if the aircraft: A. are known to be separated by more than the appropriate vertical separation minimum; or B. are established in a holding pattern. (R) 165.4 B. Reference: Traffic Information; 405.

165.5 165.5 Phraseology: If issuing radar-observed traffic information to TRAFFIC (number) O'CLOCK, (number) MILES, an aircraft that is radar identified, include the (direction) BOUND, (type of aircraft or relative following items: (P)(E) speed) (altitude). 165.5 Example: TRAFFIC 11 O'CLOCK 10 MILES, SOUTHBOUND B737 FLIGHT LEVEL 230. TRAFFIC 1 O'CLOCK 5 MILES, WESTBOUND, SLOW MOVING, TYPE AND ALTITUDE UNKNOWN. *A.position of the traffic in terms of the 12-hour clock in relation to the aircraft and distance; B. direction in which the traffic is proceeding; C. the aircraft type if known, or the relative speed; and D. the altitude if known. (N) 165.5 D. Note: The altitude may be described as (number of feet) above or below.

165.6 165.6 Phraseology: If issuing radar-observed traffic information to TRAFFIC, (number) MILES (direction) OF (fix), an aircraft that is not radar-identified, include (direction) BOUND, (type of aircraft or relative the following items: (P)(E) speed) (altitude). 165.6 Example: TRAFFIC, 15 MILES WEST OF SYDNEY VOR, EASTBOUND, TYPE UNKNOWN, SLOW MOVING, FIVE THOUSAND FIVE HUNDRED. A. position of the traffic in relation to a fix; B. direction in which the traffic is proceeding; C. the aircraft type if known, or the relative speed; and D. the altitude, if known. (N) 165.6 D. Note: The altitude may be described as (number of feet) above or below.

Original ATC 1-49 165.7 165.7 Note: You may use altitude readouts to provide Altitude readout data, even when not validated, may altitude information, by stating: (N) help the receiving pilot to locate the traffic. A. the altitude readout value; B. the word “unverified” following the altitude, if 165.7 B. Example: you have not validated the readout. (E)(R) ALTITUDE FIVE THOUSAND SEVEN HUNDRED, UNVERIFIED, CLIMBING. 165.7 B. Reference: Altitude Readouts; 503. C. the word “climbing” or “descending”, if applicable.

165.8 165.8 Reference: Apply the appropriate radar separation Minima; 532. minimum between a radar identified IFR aircraft and unidentified traffic if: (R) A. the aircraft requests it; and B. it is practicable to do so.

165.9 Take whatever action you consider necessary to separate the aircraft concerned if you know that a VFR aircraft is at the same altitude and in the same general area as a radar controlled aircraft.

165.10 165.10 Phraseology: Inform a radar identified aircraft when the traffic CLEAR OF PREVIOUS TRAFFIC. is no longer of concern if: (P) CLEAR OF PREVIOUS TRAFFIC AT (number) O'CLOCK. A. the aircraft states that it does not see the traffic that was issued; and B. you are not providing radar separation.

166 NON-RADAR TRAFFIC INFORMATION

166.1 Traffic information may be based on: A. visual observation; B. observation of unidentified radar targets; or C. reports from pilots or other ATS facilities.

166.2 Provide traffic information to VFR aircraft in Class C and D airspace and, workload permitting, to VFR aircraft in Class E airspace.

Original ATC 1-50 166.3 166.3 Example: Include the following items in non-radar traffic TRAFFIC 15 MILES EAST OF YORKTON information: (E)(R) NORTHWESTBOUND CESSNA 180, FOUR THOUSAND FIVE HUNDRED, ESTIMATING YORKTON 1205Z; ADDITIONAL TRAFFIC IS (...). TRAFFIC 20 MILES EAST OF KILLALOE, A WESTBOUND KING AIR, EIGHT THOUSAND, ESTIMATED KILLALOE AT 2115. 166.3 Reference: Traffic Information; 405. A. Position of aircraft. B. Direction of flight. C. Type of aircraft. D. Altitude. (N) 166.3 D. Note: The altitude may be described as (number of feet) above or below. E. ETA for the reporting point nearest the point at which the aircraft will pass, overtake, or approach, if appropriate.

167 FREQUENCY AND SSR CODE CHANGES FOR MILITARY SINGLE- PILOTED AIRCRAFT

* 167.1 167.1 Note 1: Avoid, to the extent possible, instructing single- It is known that the mental distraction and the piloted military turbojet aircraft to change radio inadvertent movement of aircraft controls resulting frequency or SSR code while conducting an from the pilot's turning, reaching, or leaning to change frequencies or codes can induce spatial approach, either wholly or partially in IMC or at disorientation (vertigo). night. If changes are required, attempt to do so: 167.1 Note 2: (N) The determining factors in this situation include: A. communication coverage and availability; and B. other air traffic. A. early enough to permit the change prior to the aircraft reaching the approach fix or hand-off point; B. before the aircraft descends below 2,500 feet AGL; and C. prior to or following a turn.

168 RADAR NAVIGATION ASSISTANCE

168.1 168.1 Note: Unless specifically prohibited, provide radar Radar navigation assistance may be in the form of assistance to navigation if requested by the position information, vectors, or track and ground aircraft. (N)(R) speed checks. 168.1 Reference: Deviation from Assigned Airspace; 508.

2006-01-19 ATC 1-51 169 RUNWAY SURFACE CONDITION AND CANADIAN RUNWAY FRICTION INDEX (CRFI)

169.1 Issue the most recent Runway Surface Condition or CRFI report for the selected runway, as received from the Airport Operator to all concerned aircraft. Include the date of the report if it differs from the current date.

169.2 169.2 Phraseology: Issue RSC reports in the following sequence: (Location) RUNWAY SURFACE CONDITION, (P) RUNWAY (number), (condition) AT (time in four figures). — or — (Location) RUNWAY SURFACE CONDITION, RUNWAY (number), (condition), ON (date), AT (time in four figures). A. location; B. RUNWAY SURFACE CONDITION; C. RUNWAY (number); D. condition; E. date (if it differs from current date); and F. time (of the report).

169.3 169.3 Phraseology: Issue CRFI reports in the following sequence: (Location) FRICTION INDEX RUNWAY (number), (P) TEMPERATURE (degrees), WAS (reading), AT (time in four figures). — or — (Location) FRICTION INDEX RUNWAY (number), TEMPERATURE (degrees), WAS (reading) ON (date), AT (time in four figures). A. location; B. friction Index; C. RUNWAY (number); D. temperature; E. runway average (additional information if one part of the runway has a significantly lower Friction Index reading); F. date (if it differs from the current date); and G. time (of the report).

169.4 169.4 Note: Inform the aircraft and the airport operator if Reasons may be disappearance or presence of you doubt the validity of a Runway Surface snow, wet snow, slush or ice on the runway or Condition or CRFI report due to a significant obstructions such as windrows and snow banks on the manoeuvring area. change of conditions since the report was issued. (N)

2006-01-19 ATC 1-52 170 AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

171 GENERAL

171.1 171.1 Reference: Personnel assigned to the ATIS position are Automatic Terminal Information Service; 425, responsible for the composition, recording, and ATSAMM. distribution of ATIS messages. (R)

171.2 Issue to aircraft any new and pertinent information that differs from the current ATIS message.

* 171.3 * 171.3 Example: Record a message on the ATIS prior to closing KELOWNA TOWER IS CLOSED UNTIL 1100Z. the tower if an Airport Advisory Service will be MANDATORY FREQUENCY PROCEDURES provided by a Flight Service Station, and APPLY. ALL AIRCRAFT CONTACT PENTICTON RADIO ON 119.6. include: (E) *A.the name of the tower; *B.the time period; *C.a statement that Mandatory Frequency procedures apply; and *D.contact instructions.

172 MESSAGE COMPOSITION

172.1 Keep messages brief and concise and, if practicable, less than 30 seconds.

172.2 Identify each ATIS message in the following way: A. Assign a code letter in sequence through the phonetic alphabet, beginning with “ALFA”, and continuing until all letters are used, then start a new cycle. B. Continue a cycle, once established, without regard to the beginning of a new day. C. Assign code “ALFA” to the first message on 172.2 C. Note: resuming service if the broadcast is Service may have been interrupted because of interrupted for 6 hours or more. (N) equipment failure or rapidly changing conditions. D. If separate radio frequencies are used for 172.2 D. Note: simultaneous broadcasts in both official If one transmitter is out of service for any period of languages, assign the same code letter and time, the code letter, on resumption of service on use identical message content. (N) this transmitter, must be the same as the code letter in use on the other transmitter.

Original ATC 1-53 E. If separate radio frequencies are used for 172.2 E. Note: simultaneous broadcast of an ARRIVAL 172.2 D. Note applies here. ATIS message and a DEPARTURE ATIS message assign the same code letter to each. (N)

172.3 172.3 Example: Include the following information in an ATIS TORONTO INTERNATIONAL INFORMATION message, as applicable, in the sequence BRAVO. WEATHER AT 0300 ZULU: WIND ONE indicated: (E) SIX ZERO AT TWENTY GUSTING TWENTY FIVE, VISIBILITY FIVE, HAZE; TWO THOUSAND SCATTERED, CEILING THREE THOUSAND OVERCAST; TEMPERATURE ONE SEVEN, DEW POINT ONE FOUR; ALTIMETER TWO NINER NINER TWO; APPROACH ILS RUNWAY ONE FOUR, IFR LANDING ONE FOUR, DEPARTURES ONE ZERO. NOTAM: ROMEO NDB IS OUT OF SERVICE UNTIL FURTHER NOTICE. INFORM ATC THAT YOU HAVE INFORMATION BRAVO. A. Airport name and message code letter. B. Weather information, including: 1. time; 2. surface wind, including gusts; (N)(R) 172.3 B. 2. Note: The presence of gusty wind conditions as part of the wind component of ATIS messages is critical to pilots. Gusts can play an important role when an approach is being conducted using auto-throttle or when the cross-wind component is near the upper limit. 172.3 B. 2. Reference: Altimeter Setting and Wind Information; 135. 3. visibility; 4. weather and obstructions to vision; 5. ceiling; 6. sky condition; 7. temperature; 8. dew point; 9. altimeter setting; 10.pertinent SIGMETs, AIRMETs and 172.3 B. 10. Note: PIREPs; and (N) Pertinent SIGMETs, AIRMETs and PIREPs for ATIS messages are those that include severe weather conditions in the vicinity of the airport. 11.other pertinent remarks. C. Type of instrument approach in use 172.3 C. Reference: including information on simultaneous Simultaneous Independent Parallel ILS parallel or converging operations. (R) Approaches; 571.

Original ATC 1-54 D. Landing runway, both IFR and VFR, 172.3 D. Note: including information on hold short Stopping distance information may be omitted from operations and the stopping distance the ATIS message if multiple runway use, and other available. (N)(R) necessary information, would cause the message length to exceed the ATIS system capacity. 172.3 D. Reference: Arrivals and Departures; 352. E. Departure runway, both IFR and VFR. F. NOTAM, an excerpt from a NOTAM, or 172.3 F. Note: pertinent information regarding the NOTAMs or excerpts from NOTAMs may be deleted serviceability of a NAVAID or field conditions from an ATIS message, after a broadcast period of applicable to arriving or departing aircraft. twelve hours at domestic airports, and after a broadcast period of twenty-four hours at (N) international airports. G. Instruction that aircraft are to acknowledge receipt of the ATIS broadcast on initial contact with ATC.

172.4 172.4 Note: Do not include time or RVR in an ATIS This does not prevent including the time for the message. You may include the term “CAVOK,” aviation weather report. as applicable. (N)

172.5 Record a new message if any of the following conditions occur: A. A new weather report is received. B. A significant change in weather conditions is observed in the terminal area. C. A pertinent SIGMET, AIRMET or PIREP is changed or cancelled. D. The altimeter setting changes by 0.04 inches or more. E. The type of IFR approach is changed. F. An IFR runway is changed. G. A VFR runway is changed. H. A pertinent NOTAM is received or cancelled. I. A change in runway conditions is reported.

172.6 If the ATIS message cannot be kept current due to rapidly changing conditions, take one of the following actions:

2004-04-15 ATC 1-55 A. If a significant portion of the message is 172.6 A. Example: unchanging, record the message in the WINNIPEG INTERNATIONAL INFORMATION order listed in paragraph 172.3 and for the KILO. WEATHER AT 1400 ZULU: WIND WILL BE item missing, insert the name of the item ISSUED BY ATC; VISIBILITY FOUR, HAZE; CEILING TWO THOUSAND OVERCAST; with a statement that the omitted information TEMPERATURE ONE THREE, DEW POINT ONE will be issued by ATC. (E) ZERO; ALTIMETER SETTING WILL BE ISSUED BY ATC; APPROACH LOCALIZER BACK COURSE ONE EIGHT, IFR LANDING ONE EIGHT. INFORM ATC YOU HAVE INFORMATION KILO. B. If broadcast of partial information is not 172.6 B. Example: practicable, record a statement that all BECAUSE OF RAPIDLY CHANGING WEATHER/ information will be issued by ATC. (E) AIRPORT CONDITIONS, CONTACT ATC FOR CURRENT INFORMATION.

173 RECORDING

173.1 173.1 Reference: Enter the pertinent data on the ATIS form Automatic Terminal Information Service; 425, before the message is recorded. (R) ATSAMM.

173.2 Verify the accuracy of the recording before the message is broadcast.

173.3 Enter the time on the message form when the recording is completed.

174 DISTRIBUTION

174.1 You should provide a copy of the current message to: A. each concerned position of operation in the tower; and B. each concerned IFR unit.

174.2 174.2 Reference: Distribute messages in accordance with local Automatic Terminal Information Service; 425, procedures, and note the distribution on the ATSAMM. message form. (R)

174.3 174.3 Reference: Inform concerned sectors/units if the ATIS Message Composition; 172. broadcast is interrupted. (R)

2004-04-15 ATC 1-56 174.4 The receiving unit should record the information on the ATIS message form if the message is distributed by interphone.

175 FILING

175.1 175.1 Reference: Retain and file a written copy of the ATIS Automatic Terminal Information Service; 425, message if necessary. (R) ATSAMM.

175.2 175.2 Reference: File the code letter, date, and time of the last Resumption of Service; 172. information message if the ATIS broadcast is interrupted. (R)

2004-04-15 ATC 1-57 180 DIRECTION FINDING (VDF) SERVICE

181 GENERAL

181.1 181.1 Reference: Direction finding (VDF) equipment is designed Assistance to VFR Aircraft Encountering Instrument to use the transmissions of an aircraft to Meteorological Conditions — General; 641. indicate its bearing from the VDF site and its heading to steer to the VDF site. (R)

182 TYPES OF SERVICE

182.1 Primary Service: The primary purpose of VDF equipment is to provide the following directional guidance to VFR aircraft: A. Bearing from the VDF site. B. Heading (steer) to the VDF site. C. Homing guidance to the VDF site.

182.2 Additional Service: In addition, VDF equipment is used to provide aircraft with the following services: A. Estimated time or distance from the VDF site. B. A fix, when used in conjunction with: (N) 182.2 B. Note: This type of fix is for information only and is not intended to be used for separation purposes. 1. another VDF site; 2. a VOR radial; or 3. a bearing from a low frequency beacon or broadcast station. C. Track-out assistance.

182.3 Emergency Service: VDF equipment is also used to provide the following emergency services: A. Cloud-breaking procedures. (R) * 182.3 A. Reference: VDF Cloud-Breaking Procedures; 314, ATSAMM. VDF Emergency Service; COM 3.10(c), TC AIM. B. No-compass homing.

2004-04-15 ATC 1-58 183 PROVISION OF SERVICE

183.1 183.1 Note: VDF service will normally be provided by: (N) In a situation where the tower is in operation and the aircraft is unable to communicate with the tower, e.g.; equipment difficulties, range, etc., or due to controller workload or priorities, the controller may request the FSS to provide VDF service to the aircraft and coordinate the activities with the tower. Specific parameters to cover such situations may be stipulated in an Arrangement. A. the Control Tower; or B. the FSS: 1. at uncontrolled airports; and 2. at collocated sites during the period when the Control Tower is not in operation.

183.2 183.2 Note: During periods when the Control Tower and the Requests by FSS for use of VDF equipment for this FSS are both in operation, the FSS may provide purpose will only be denied if the Control Tower is VDF service to aircraft that are and will remain providing a VDF service at the time of the request. outside the control zone. (N)

183.3 You may use primary and additional VDF procedures provided: A. the aircraft requests it; or B. you suggest it and the aircraft accepts it.

183.4 183.4 Example: Do not give VDF steers to a SVFR aircraft. You SOUTHEAST OF THE AIRPORT. should, however, give position information relative to the VDF site or other location. (E)

184 HOMING

184.1 Normally, take the following action if providing a VDF homing: A. Inform the aircraft how to transmit for 184.1 A. Phraseology: homing. (P) WHEN ASKED TO TRANSMIT FOR HOMING, GIVE CALL SIGN, HOLD MIKE BUTTON FOR (number) SECONDS AND REPEAT CALL SIGN. B. Request transmission; depress bearing/ heading switch and read the heading directly from the digital display indicator. C. Instruct the aircraft to maintain VFR. (P) 184.1 C. Phraseology: MAINTAIN VFR.

2004-04-15 ATC 1-59 D. Advise the aircraft that homing will be 184.1 D. Phraseology: provided to the airport (VDF site if not FOR HOMING TO (name of airport). collocated). (P) E. Issue initial heading and, if required, the 184.1 E. Phraseology: direction of turn. (P) TURN LEFT (OR RIGHT), FLY HEADING (degrees magnetic). F. Request the aircraft to report when the 184.1 F. Phraseology: airport is in sight. (P) REPORT AIRPORT IN SIGHT. G. Check for bearing changes by requesting transmissions at 1-minute to 3-minute intervals. H. Compensate for drift by issuing corrective headings as necessary. I. Warn the aircraft of any obstructions or known air traffic that may affect the flight. J. Advise the aircraft of station passage if it occurs before the aircraft reports the airport in sight. K. Advise the aircraft that VDF service is terminated if: 1. the aircraft reports the airport in sight; or 2. VDF service is terminated before the aircraft reports the airport in sight.

185 DAILY OPERATIONAL CHECK

185.1 Check the VDF system at least once daily to determine whether it is operating within acceptable tolerance.

185.2 If any of the required checks fail to meet the conditions specified: A. promptly report the unserviceability; and B. do not use the equipment until it is reinstated by Maintenance personnel.

INTENTIONALLY LEFT BLANK

2004-04-15 ATC 1-60 190 UNIT EQUIPMENT

191 GENERAL

191.1 191.1 Reference: Test all equipment used to provide ATC Unit equipment - General; 421, ATSAMM. services at the beginning of each shift. (R)

191.2 Do not tamper or interfere with the normal operating status of equipment.

191.3 If you detect an equipment malfunction: A. immediately report the malfunction to maintenance personnel responsible for corrective action; and B. do not use the equipment if it is apparent that the malfunction could create a hazardous situation.

191.4 Coordinate release of equipment for routine maintenance with appropriate maintenance personnel, taking into account the requirements of current and anticipated traffic during the period of interruption. You should make every effort to release equipment for routine maintenance if requested.

* 192 ILS OPERATION

* 192.1 Operate the ILS that serves the runway in use continuously unless another configuration is specifically required and has been coordinated with the IFR unit.

192.2 You may approve an aircraft's request for a system other than the one in operation provided you obtain approval from the IFR unit concerned.

* 192.3 * 192.3 Note: To the extent practicable, avoid holding aircraft This does not apply to vehicles operated for or vehicles on the manoeuvring area within the verification of the ILS. ILS critical areas located: (N)

ATC 1-61 *A.within 250 feet of a functioning localizer antenna; *B.in the rectangular area, extending 200 feet * 192.3 B. Diagram: either side of a line drawn between the localizer antenna and the center of the runway threshold; or (D)

ILS Antenna

250' 200' Runway ILS Critical Area 250'

*C.in the rectangular area between a point * 192.3 C. Note: situated 175 feet from a functioning glide CAT I critical area dimensions may be smaller than path antenna, then through the antenna to the CAT III area dimensions shown below. the runway and thereafter, 985 feet towards * 192.3 C. Diagram: the landing threshold. (N)(D)

Runway

GP Critical Area GP Antenna 175'

985'

* 192.4 192.4 Note: You may approve a technician's request to Although interlocks have been installed to allow only perform on-air testing for maintenance work on one localizer and its associated glide path to be the localizer not currently in use provided: (N) operated at one time, it is possible for the technician to override this feature. A. there is a localizer installed at both ends of the runway; B. the localizers do not operate on the same frequency; and *C.you ensure that aircraft using the reciprocal localizer are not less than 3 miles from the end of the runway during the period of operation.

* 192.5 * 192.5 Reference: Immediately inform concerned aircraft that are ILS Malfunction; 193. in communication with the tower if faulty operation of the ILS is apparent. (R)

ATC 1-62 * 193 ILS MALFUNCTION

* 193.1 * 193.1 Note: If a component of the ILS fails: (N)(R) If any part of an ILS exceeds prescribed tolerances for that component, the equipment will shutdown and trigger the appropriate alarm on the ILS monitor. The audible alarm can be silenced. The alarm will sound again if another component fails or if the component that originally failed was restored and failed again. * 193.1 Note 2: ILS technicians may use the terms “pulse-on” or “pulse-off” when requesting the tower to turn the localizer or glide path signal on or off. The responsibility for pulsing ILS signals on or off will rest with either the tower or FSS. * 193.1 Reference: ILS operation; 192. *A.attempt to pulse-on the component that has failed if you are responsible for monitoring and control of the ILS; *B.if pulse-on succeeds: *1.consider the system as serviceable; *2.inform the TOCC. *C.if the pulse-on does not succeed or if you are not responsible for monitoring and control of the ILS: *1.consult with the FSS or the applicable TOCC; *2.coordinate any decision to shutdown all or part of the facility with the IFR unit; *3.inform the FSS or the applicable TOCC of the decision; and *4.make the appropriate entry in the unit log.

193.2 193.2 Note 1: Do not use the ILS as an approach aid if the Failure of a component other than the localizer does localizer transmissions become abnormal. (N) not necessarily mean that the ILS can no longer be used. * 193.2 Note 2: The TOCC or ILS technician will authorize the tower or FSS to shutdown the localizer signal.

* 193.3 * 193.3 Note: Do not operate the glide path if the localizer is At sites equipped with MONCO systems, the out of service. (N) MONCO interlock function automatically shuts OFF the glide path when the localizer is turned off.

ATC 1-63 * 193.4 * 193.4 Reference: Promptly relay all pilot reports of an ILS ILS Operation; 192. malfunction to: (R) A. other aircraft using the ILS; B. the IFR unit/tower; and *C.the FSS or the applicable TOCC, as * 193.4 C. Note: appropriate. (N) The responsibility for issuing a NOTAM rests with the FSS.

194 RADIO AID SHUTDOWN

* 194.1 * 194.1 Note 1: The ACC shall use the following as guidance Prior to the shutdown, the FIC, FSS or control tower material to approve or disapprove a request to will contact the ACC for approval to shutdown the shutdown a radio aid: (N) radio aid. * 194.1 Note 2: The TOCC will record all shutdowns or interruptions to NAVAIDS on the MAXIMO reporting system. A. Approve if: 1. there is no known IFR traffic in or about to enter the area affected by the shutdown; 2. there is IFR traffic in or about to enter the area affected by the shutdown that can utilize other available facilities; or 3. terminal and en route IFR traffic can be controlled safely and efficiently by using other available facilities. B. Delay if: 1. terminal or en route IFR traffic cannot be controlled safely and efficiently by using other facilities for a short period of time; or 2. a pilot or operator has indicated a requirement to have the facility on the air for a specified, short period of time. C. Disapprove if: 1. terminal or en route IFR traffic cannot be controlled safely and efficiently by using other facilities for an extended period of time; or 2. a request has been received to have the facility left on the air for an extended period of time.

* 194.2 194.2 Note: Pulse the localizer or glide path signal to “off” A NOTAM may be required. when authorized to do so by the TOCC, an ILS 194.2 Reference: technician or the ACC shift manager. (N)(R) Canadian NOTAM Procedures.

ATC 1-64 * 195 ILS SNOW REMOVAL

* 195.1 Forward requests for snow removal in the vicinity of a localizer or glide path antenna to the: *A.TOCC if the request is received from the * 195.1 A. Note: airport authority; (N) Based on information it receives from the tower, the TOCC may: *A.dispatch an ILS technician to the site; *B.confirm the requirement for snow removal operations by the airport authority; or *C.request a shutdown of the facility until the completion of snow removal activities. *B.airport authority if the request is received from an ILS technician or the TOCC.

* 195.2 Advise the TOCC if: *A.informed that snow accumulation exceeds prescribed tolerances; or *B.unusual events or observations are reported * 195.2 B. Note: by the airport authority with respect to snow Controllers may forward pilot reports or personal accumulation or removal in the vicinity of the estimates of snow accumulation depths to the localizer or glide path antenna. (N)(R) TOCC. Only the airport authority, the TOCC or an on-site ILS technician may confirm that snow accumulation exceeds prescribed tolerance levels and requires removal. * 195.2 B. Reference: Radio Aid Shutdown; 194.

* 195.3 * 195.3 Note: Pulse the localizer to “on” when advised of The TOCC will request that FSS cancel the NOTAM completion of snow removal activity and advise if one was issued. the ACC and TOCC. (N)

* 195.4 Make the appropriate entry in the unit log if any component of the ILS is shutdown for snow removal or other reasons.

ATC 1-65 PART 2 — COMMUNICATIONS

200 _ GENERAL 201 APPLICATION 202 COMMUNICATION SYSTEMS 203 AUTHORIZED COMMUNICATIONS 204 CONFIDENTIALITY 205 UNLAWFUL USE OF ATC FREQUENCIES 210 _ RADIO AND INTERPHONE PROCEDURES 211 GENERAL 212 PHONETICS AND NUMBERS 213 WORDS AND PHRASES 214 UNITS OF MEASUREMENT 215 UNIT IDENTIFICATION 216 AIRCRAFT IDENTIFICATION 217 MESSAGE FORMAT 218 NAVAID IDENTIFICATION 219 AIRWAY AND AIR ROUTE IDENTIFICATION 220 _ RADIO OPERATION 221 GENERAL 230 _ INTERPHONE OPERATION 231 ACCEPTABLE MESSAGES 232 CALLING, ANSWERING, AND COMPLETING CONTACTS 240 _ AIR TRAFFIC SERVICES MESSAGES 241 GENERAL 242 IFR AND CONTROLLED VFR DEPARTURE MESSAGES 243 POSITION REPORT MESSAGES 244 CIRVIS MESSAGES

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Original ATC 2-1 PART 2 — COMMUNICATIONS

200 GENERAL

201 APPLICATION

201.1 201.1 Note: Apply the rules and procedures contained in These rules and procedures are applied by this part in the composition and handling of ATC personnel of other agencies when using ATC messages. (N) interphone facilities.

201.2 201.2 Note: You should fully understand each message This will help to eliminate unnecessary delays in before you begin a transmission. (N) communication.

201.3 Identify the station called at all times.

201.4 201.4 Example: Identify the station calling and use the words GOLF ALFA BRAVO CHARLIE THIS IS WINNIPEG “THIS IS” unless there is no likelihood of TOWER. misunderstanding as to the source of the 201.4 Reference: Unit Identification; 215. transmission. (E)(R) Calling, Answering, and Completing Contacts; 232.

201.5 201.5 Reference: Ensure, as the originator of a message, that the Clearances, Instructions and Readbacks; 133. readback is correct if it is necessary for the recipient to repeat a message verbatim. (R)

201.6 Identify and correct any errors in the readback or restate the clearance or instruction in full if there is any possibility of misunderstanding.

201.7 * 201.7 Reference: Conduct transmissions in a normal Words and Phrases; 213. conversational tone using standard phraseologies as prescribed in relevant documents or procedures. (R)

201.8 You should incorporate the highest possible intelligibility in each transmission by using the following speech transmitting techniques: A. enunciate each word clearly and distinctly;

Original ATC 2-2 B. maintain an even rate of speech; (N) 201.8 B. Note: If a message is to be copied, the rate of speech must be slow enough to allow the pilot to copy the transmission verbatim to avoid requests for repeats. C. pause slightly before and after numbers; (N) 201.8 C. Note: This technique makes numbers easier to copy. D. maintain speaking volume at a constant level; E. be familiar with microphone operating techniques; and F. suspend speech temporarily if it becomes necessary to turn your head away from the microphone.

201.9 Relay messages in plain language or approved phrases without altering the sense of the message in any way.

* 201.10 Use terminology in Appendix 1 to communicate with other operating positions, sectors, units or agencies if translating from one official language to the other.

202 COMMUNICATION SYSTEMS

202.1 Normally, transmit ATC messages via the following communication systems: A. ATC Interphone — for IFR and CVFR 202.1 A. Reference: movement and control messages. (R) Acceptable Messages; 231. B. Air-Ground — for messages to aircraft concerning control and safety of flight.

202.2 If primary communication systems are congested or not available, use an alternate communication system as follows: A. Transmit IFR and CVFR movement and 202.2 A. Note: control messages via the most expeditious For example, long distance telephone may be used means available. (N) at NAV CANADA expense for urgent movement and control messages if no other suitable means of communication is available. B. You may transmit VFR and DVFR movement messages that require immediate action via ATC interphone.

2006-07-20 ATC 2-3 C. You may arrange to have ATC messages accommodated on meteorological circuits provided you coordinate with the local meteorological office.

203 AUTHORIZED COMMUNICATIONS

203.1 Limit messages to those required for the provision of Air Traffic Services.

204 CONFIDENTIALITY

204.1 204.1 Reference: Do not divulge the contents of any Release of Information; 122. communication except through authorized Release of Information; 115, ATSAMM. channels. (R)

205 UNLAWFUL USE OF ATC FREQUENCIES

205.1 205.1 Note: Report all instances of unauthorized use of There have been cases of unauthorized persons control radio frequencies to the supervisor or hoaxing as an ATC unit using ATC frequencies. unit management. (N)(R) 205.1 Reference: Unlawful Use of ATS Frequencies; 451, ATSAMM. Aeronautical Telecommunications Systems; 802.02, CARs.

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2006-07-20 ATC 2-4 210 RADIO AND INTERPHONE PROCEDURES

211 GENERAL

211.1 In all radio or telephone communications, employ: A. proper phraseologies; B. phonetics as necessary; and C. correct procedures for the transmission of numbers.

211.2 211.2 Reference: Make all transmissions as clearly and concisely Communications - General - Applications; 201. as possible in order to avoid any misunderstanding by the recipient. (R)

211.3 211.3 Reference: Make transmissions at a speed that will permit Communications - General - Application; 201. easy copying by the recipient if the message is to be recorded. (R)

* 211.4 211.4 Note: Use the phraseology contained in this manual Any phraseology that is used on a recurring basis whenever possible. If a situation arises for must be approved by the Manager, ATS Standards which phraseology is not provided, use plain and Procedures. Anyone wishing to introduce new phraseology or change existing phraseology is language that is as clear and concise as expected to forward a suggestion to Head Office possible. (N)(R) through normal channels. * 211.4 Reference: Words and Phrases; 213. Glossary for Pilots and Air Traffic Services Personnel.

* 211.5 Use the word “IMMEDIATELY” only when immediate action is required for safety reasons.

Original ATC 2-5 212 PHONETICS AND NUMBERS

212.1 212.1 Note: If it is necessary to clearly identify a station or The syllables printed in capital letters in this list and spell a word in a message, use the ICAO in 212.2 are to be stressed. For example, the 2 phonetic alphabet as follows: (N) syllables in “BRAH VOH” are given equal emphasis, whereas the first syllable in “FOW er” is given emphasis. A—ALFA AL fah B — BRAVO BRAH VO C — CHARLIE CHAR lee D — DELTA DELL tah E — ECHO ECK oh F—FOXTROT FOKS trot G—GOLF GOLF H—HOTEL hoh TELL I—INDIA IN dee ah J — JULIETT JEW lee ETT K—KILO KEY loh L—LIMA LEE mah M—MIKE MIKE N — NOVEMBER no VEM ber O — OSCAR OSS cah P—PAPA pah PAH Q — QUEBEC keh BECK R—ROMEO ROW me oh S — SIERRA see AIR ah T—TANGO TANG go U — UNIFORM YOU nee form V — VICTOR VIK tah W — WHISKEY WISS key X — X-RAY ECKS RAY Y — YANKEE YANG key Z — ZULU ZOO loo

212.2 212.2 Note: Clearly enunciate numbers used in It is important that you pronounce 5 and 9 as transmissions. Use the following pronunciation indicated for all: if there is any likelihood of misunderstanding: A. altimeter settings; and B. altitude assignments. (N) 0—ZERO 5 — FIFE 1—WUN 6—SIX 2—TOO 7 — SEV en 3—TREE 8—AIT 4 — FOW er 9 — NIN er

Original ATC 2-6 212.3 212.3 Example: Transmit all numbers by pronouncing each digit 01 Zero One separately except as provided in 212.4, 212.5, 10 One Zero 212.6, and 212.7. (E) 75 Seven Five 100 One Zero Zero 583 Five Eight Three 38143 Three Eight One Four Three

212.4 212.4 Example: Transmit whole thousands by pronouncing each 5000 Five Thousand digit in the number of thousands followed by the 11000 One One Thousand word “thousand.” (E)

212.5 212.5 Example: You may express altitude above sea level in 2700 Two Thousand Seven Hundred. thousands plus hundreds of feet. Use separate 13200 One Three Thousand Two Hundred. digits to express flight levels. (E) FL265 Flight Level Two Six Five. FL200 Flight Level Two Zero Zero.

212.6 212.6 Example: You may express aircraft identification flight WJA620 WestJet Six Twenty numbers and aircraft type numbers in group ACA1240 Air Canada Twelve Forty form, provided there is no likelihood of DC10 DC Ten misunderstanding. (E) A320 A Three Twenty

212.7 212.7 Example: You may express wind speed, RVR data and WIND TWO SEVEN ZERO AT TEN. cloud height in group form. (E) WIND TWO THREE ZERO AT TWENTY GUSTING THIRTY. BKN 35 — THIRTY FIVE HUNDRED BROKEN. RVR2800 — RVR TWO THOUSAND EIGHT HUNDRED FEET.

212.8 212.8 Example: Except when issuing altimeter settings, transmit 118.1 One One Eight Decimal One. numbers containing a decimal point with the 119.4 One One Niner Four. word “decimal” in the appropriate sequence. However, in assigning VHF or UHF frequencies, you may omit the decimal point provided the omission is not likely to cause any misunderstanding. (E)

212.9 212.9 Reference: If transferring an aircraft to a frequency with 25 Communication Transfer; 363. kHz spacing, do not include the sixth digit. If the Communication Transfer; 494. aircraft cannot comply with a frequency assignment having a 2 or 7 as the fifth digit, assign a back-up frequency. (R)

2006-07-20 ATC 2-7 212.10 212.10 Note: Issue headings as 3-digit numbers expressed in The word degrees and magnetic are omitted with degrees magnetic except in Canadian Northern reference to magnetic heading and only the word Domestic Airspace where headings are true follows the number where references are to true headings. expressed in degrees true. Use “heading 360” 212.10 Example: to signify a north heading. (N)(E) 005 degrees Heading Zero Zero Five magnetic 030 degrees Heading Zero Three Zero magnetic 360 degrees Heading Three Six Zero magnetic 040 degrees true Heading Zero Four Zero True 180 degrees true Heading One Eight Zero Tr ue

212.11 212.11 Example: Express speed by pronouncing each digit 90 knots Speed Nine Zero Knots separately followed by “KNOTS” or by 250 knots Speed Two Five Zero Knots pronouncing each digit of the MACH number Mach 1.3 Mach One Decimal Three preceded by “MACH”. (E) Mach 0.82 Mach Decimal Eight Two

213 WORDS AND PHRASES

213.1 Use the following words and phrases, if practicable, in radio and interphone communication:

ACKNOWLEDGE: “Let me know that you have received and understood this message” AFFIRMATIVE: “Yes.” APPROVED: “Permission for proposed action granted.” BREAK: “I hereby indicate the separation 213.1 Note 1: between portions of the message”. (N) To be used where there is no clear distinction between the text and other portions of the message. BREAK BREAK: “I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment.” CONFIRM: “I request verification of: (clearance, instruction, action, information).” CONTACT: “Establish communications with…” CORRECT: “True” or “Accurate.” CORRECTION: “An error has been made in this transmission (or message indicated). The correct version is ...”. DISREGARD: “Ignore.”

2006-07-20 ATC 2-8 EXPEDITE: “Comply with this instruction as promptly as possible”. GO AHEAD: “Proceed with your message”. (N) 213.1 Note 2: Not used whenever the possibility exists of misconstruing GO AHEAD as an authorization for an aircraft or vehicle to proceed. HOW DO YOU READ: “What is the readability of my transmission?” I SAY AGAIN: “I repeat for clarity or emphasis.” MONITOR: “Listen out on (frequency).” NEGATIVE: “No”, or “Permission not granted”, or “That is not correct” or “Not capable.” OUT: “This exchange of transmission is ended 213.1 Note 3: and no response is expected.” (N) Not normally used in VHF communications. OVER: “My transmission is ended and I expect 213.1 Note 4: a response from you”. (N) Not normally used in VHF communications. READ BACK: “Repeat all, or the specified part, of this message back to me.” RECLEARED: “A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof.” ROGER: “I have received all of your last 213.1 Note 5: transmission”. (N) This word is used to acknowledge receipt and is not intended to be used for other purposes. SAY AGAIN: “Repeat all, or the following part, of your last transmission.” SPEAK SLOWER: “Reduce your rate of speech.” STAND-BY: “Wait and I will call you.” (N) 213.1 Note 6: The caller would normally re-establish contact if the delay was lengthy. UNABLE: “I cannot comply with your request, instruction or clearance.” WILCO: (abbreviation for “will comply”) I understand your message and will comply with it. WORDS TWICE: As a request: “Communication is difficult. Please say every word twice”. As information: “Since communication is difficult, every word in this message will be said twice”.

2006-07-20 ATC 2-9 214 UNITS OF MEASUREMENT

214.1 Give altimeter settings in inches of mercury, to the nearest hundredth of an inch.

214.2 214.2 Reference: Issue wind direction as follows: (R) Altimeter Settings and Wind Information; 135. A. Analog wind display — in degrees magnetic to the nearest 10 degrees and the windspeed to the nearest 5 knots; or B. Digital wind display — the readout value.

214.3 Unless otherwise specified, indicate time in terms of the 24-hour clock system and in UTC. Use the time group 0000Z to indicate midnight. Transmit time checks as follows: A. Analog clock — to the nearest 15 seconds. B. Digital clock — the readout value.

214.4 Use knots or Mach-number to indicate speed, nautical miles to indicate distance. However, report visibility in statute miles.

2006-07-20 ATC 2-10 215 UNIT IDENTIFICATION

215.1 Identify ATC units and their function in air- ground communications as follows: A. Airport Control Service:

Airport Control (name) TOWER Ground Control (name) GROUND Clearance Delivery (name) CLEARANCE DELIVERY

B. Terminal Control Service:

Terminal Control (name) TERMINAL Arrival Control (name) ARRIVAL Departure Control (name) DEPARTURE

C. Area Control Service:

All Sectors (name) CENTRE

D. Flight Service Station:

All Services (name) RADIO

215.2 * 215.2 Reference: Insert the aircraft identification at the beginning Aircraft Identification; 216. of every transmission and, as required, the unit identification as the second item of each transmission. (R)

215.3 You may omit the name and the function of the unit from a radio transmission provided: A. the unit has been previously identified; 215.3 A. Note: (N)(E) In situations where a sector has multiple frequencies or when sectors are combined using multiple frequencies, it is not necessary to restate unit identification when an aircraft is changed to another frequency under your jurisdiction. 215.3 A. Example: AIR CANADA TWO FOUR SEVEN CHANGE TO FREQUENCY 128.5. B. only one function is being provided; and C. there is no likelihood of misunderstanding.

2006-07-20 ATC 2-11 215.4 215.4 Reference: State the function if you are performing more Unit Identification; 215. than one function on two or more frequencies. (R)

216 AIRCRAFT IDENTIFICATION

216.1 216.1 Reference: Identify Canadian and Foreign civil aircraft by Part II — Aircraft Operating Agency Designators; Air using one of the following methods: (R) Traffic Designators. A. Canadian Air Carriers with radiotelephony 216.1 A. Example: designators: (E) SKYTOUR 620 HEAVY. BEARSKIN FOXTROT ALFA BRAVO CHARLIE MEDEVAC. 1. the operator's radiotelephony designator; 2. the flight number or last four characters of the registration; 3. the word “HEAVY” if applicable; and 4. the priority term “MEDEVAC” if 216.1 A. 4. Reference: applicable. (R) MEDEVAC; Definitions. B. Foreign Air Carriers with radiotelephony 216.1 B. Example: designators: (E) JAPANAIR 22 HEAVY. SPEEDBIRD GOLF ALFA BRAVO CHARLIE DELTA. 1. the operator's radiotelephony designator; 2. the flight number or full aircraft registration; 3. the word “HEAVY” if applicable; and 4. the priority term “MEDEVAC” if applicable. C. Canadian Private Aircraft and Canadian or 216.1 C. Example: Foreign Air Carriers without radiotelephony BEECH GOLF X-RAY BRAVO DELTA MEDEVAC. designators: (E) CITATION 739 X-RAY. 1. the manufacturer's name or type of 216.1 C. 1. Note: aircraft; (N) Helicopters, gliders and ultralights often prefix their call-sign with “Helicopter”, “Glider” or “Ultralight” this practice fulfills the same purpose as stating the manufacturer's name or type of aircraft and is an acceptable substitute. 2. the last four characters of the aircraft registration; 3. the word “HEAVY” if applicable; and 4. the priority term “MEDEVAC” if applicable. D. Foreign Private Aircraft: (E) 216.1 D. Example: CHALLENGER NOVEMBER 6739 X-RAY. 1. the manufacturer's name or type of 216.1 D. 1. Note: aircraft; (N) 216.1 C. 1. Note applies here also.

2006-07-20 ATC 2-12 2. the full aircraft registration; 3. the word “HEAVY” if applicable; and 4. the priority term “MEDEVAC” if applicable.

216.2 You may abbreviate civil aircraft radiotelephony call-signs, once communication has been established, by omitting the word “heavy” and using one of the following methods: A. Canadian Air Carriers with radiotelephony designators: 1. no abbreviation. (E) 216.2 A. 1. Example: AIR CANADA 834. B. Foreign Air Carriers with radiotelephony designators; 1. no abbreviation if the radiotelephony 216.2 B. 1. Example: designator and the flight number is used; JAPANAIR 241. and (E) 2. may be abbreviated to the 216.2 B. 2. Example: radiotelephony designator followed by SPEEDBIRD CHARLIE DELTA. the last two characters of the aircraft's registration, if the full aircraft registration is used following the operator's radiotelephony designator. (E) C. Canadian Private Aircraft and Canadian or Foreign Air Carriers without radiotelephony designators: 1. the radiotelephony call sign may be 216.2 C. 1. Example: abbreviated to the last three characters BRAVO ZULU ALFA. of the aircraft's registration. (E) 46 X-RAY. D. Foreign Private Aircraft: 1. the radiotelephony call sign may be 216.2 D. 1. Example: abbreviated to the last three characters 79 PAPA. of the aircraft's registration. (E)

216.3 Use phonetics if the call sign consists of the aircraft's registration.

216.4 Do not omit the priority term MEDEVAC for medical evacuation flights.

216.5 Identify military and Coast Guard aircraft by using one of the following: A. Canadian Forces:

2006-07-20 ATC 2-13 1. The radiotelephony designator 216.5 A. 1. Note: “CANFORCE” followed by the flight Some aircraft registrations consist of only 3 number or the last four digits of the numbers. aircraft registration number. (N)(E) 216.5 A. 1. Example: CANFORCE SEVEN ONE TWO. CANFORCE FIVE ONE THREE THREE. 2. The tactical call sign. (N)(E) 216.5 A. 2. Note: In these cases the call sign has no relationship to the operating agency, registration, or flight number. 216.5 A. 2. Example: SCHOONER 22. BANJO EIGHT ONE. COUGAR 04. B. Canadian Coast Guard: 1. The radiotelephony designator 216.5 B. 1. Example: “CANADIAN COAST GUARD” followed CANADIAN COAST GUARD THREE ZERO FIVE. by three numbers. (E) C. Foreign: 1. The prefix of the service name followed 216.5 C. 1. Note: by the flight number or the last four or The number of characters is limited to a total of 7 five digits of the aircraft registration due to the capacity of automated equipment. number. (N)(E) 216.5 C. 1. Example: US AIRFORCE SIX ONE FIVE SEVEN ONE US MARINE FOUR TWO TWO ONE FIVE. US NAVY FIVE FIVE TWO TWO THREE. 2. The tactical call sign. (E) 216.5 C. 2. Example: STONE ONE THREE. HINGE FOUR EIGHT FOUR.

216.6 216.6 Note: Apply the terms “HEAVY”, “MEDEVAC” and The term AIREVAC may be used by military aircraft “AIREVAC” to military and coast guard flights, in on flight plans and in radiotelephony call signs to the same manner as with civil flights. (N) signify that ATS priority handling is required. It will only be used for flights involved in a declared natural disaster situation, i.e. flood, fire, hurricane.

216.7 Do not abbreviate military and coast guard aircraft identifications.

216.8 216.8 Note: On initial contact, repeat the military call sign as Terms such as “jet”, “helicopter”, or “heavy” may be given, by the aircraft. After initial contact, you included in the call sign on initial contact. may omit words describing aircraft type. (N)

216.9 216.9 Note: If two or more aircraft are using the same flight Coordination may be required when such an aircraft number or similar sounding identifications, you is transferred from your frequency or if both aircraft may: (N) are transferred to the same frequency. A. advise each of the aircraft concerned on your frequency of the other's presence;

2006-07-20 ATC 2-14 B. add the type of aircraft to the identification; or C. instruct the aircraft using the same flight number or similar sounding identification to use its aircraft registration.

216.10 Identify ice patrol aircraft on flight plans, flight progress strips and in automated systems by the designator “CNICE” and use the radiotelephony call sign “CANICE” plus the flight number.

216.11 216.11 Note: CASARA aircraft participating in search and Although CASARA aircraft engaged in SAR rescue (SAR) missions, organized and missions are under the direction of the DND, this managed by the DND, will identify their flight by does not preclude the requirement to adhere to the CARs and ATC procedures. CASARA aircraft that the designator RSCU and the radiotelephony will be participating in SAR training exercises will call sign “RESCUE” followed by and identify themselves by their civil registration followed appropriate flight number assigned by DND. (N) by the term CASARA and will state their intentions in the remarks section of their flight plan.

217 MESSAGE FORMAT

217.1 You may omit words “this is”, “over”, and other similar terms from radio transmissions provided there is no likelihood of misunderstanding.

217.2 217.2 Reference: Differentiate between an ATC clearance and an Clearances, Instructions and Readbacks; 133. ATC instruction as follows: (R) Clearance Format; 412. A. Prefix an ATC clearance with “ATC CLEARS (aircraft identification)”. You may prefix a clearance with “(aircraft identification) CLEARED” provided DCPC is used. B. Indicate an instruction by using an action 217.2 B. Note: verb in the imperative mood. You may use Action verbs in the imperative mood include words the prefix “ATC INSTRUCTS (aircraft such as stop, follow (aircraft type), climb, or identification)” provided you consider it maintain. necessary for emphasis in unusual circumstances. (N)

217.3 Prefix messages, other than clearances and instructions, originating within an IFR unit for transmission to an aircraft as follows: A. ATC ADVISES (aircraft identification) — if issuing information, such as:

2006-07-20 ATC 2-15 1. an expect-approach-clearance time; 2. undetermined delay; or 3. traffic. (R) 217.3 A. 3. Reference: Radar Traffic Information; 165. B. ATC SUGGESTS (aircraft identification) — if issuing advice to aircraft operating outside controlled airspace or making a suggestion to any aircraft. C. ATC REQUESTS (aircraft identification) — if requesting information from an aircraft.

218 NAVAID IDENTIFICATION

218.1 Identify radio NAVAIDs, in ATC communications, as follows: A. VORs, DMEs, TACANs and Multiple letter 218.1 A. Example: NDBs by stating: (E) YARMOUTH VOR TRENTON TACAN SARNIA NDB *1.the location name or, if the name is 218.1 A. 1. Example: difficult to pronounce, the coded indicator KANGIRSUK—YANKEE ALFA SIERRA with mandatory use of phonetics; and (E) MATAGAMI—NOVEMBER MIKE TUKTOYAKTUK—YANKEE UNIFORM BRAVO 2. the type of NAVAID; B. single letter NDBs by stating: (N)(E) 218.1 B. Note: Single letter NDBs are usually associated with approach aids and are not shown on HI and LO charts. 218.1 B. Example: OSCAR NDB SIERRA NDB 1. the phonetic pronunciation of the identifying letter; and 2. the type of NAVAID.

219 AIRWAY AND AIR ROUTE IDENTIFICATION

219.1 219.1 Example: Identify all the designated airways and air G1 — GOLF ONE routes by pronouncing the letter(s) designator AR 2 — ALFA ROMEO TWO in accordance with the ICAO phonetic alphabet, J500 — JET FIVE ZERO ZERO 219.1 Reference: except for JET airways where the designator Phonetics and Numbers; 212. “JET” is used. (E)(R)

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2006-07-20 ATC 2-16 220 RADIO OPERATION

221 GENERAL

221.1 Do not adjust receiver volume: A. below the normal audible level required to hear transmissions by an aircraft unless: 1. you have arranged for another ATS 221.1 A. 1. Note: position to monitor the frequency; or (N) Other positions may include: Tower Supervisor, Shift Manager, and terminal control. 2. an automatic muting device has been installed and activated on the emergency frequencies. B. above a level that will interfere with the normal operation of the unit.

221.2 You should take care in the selection of transmitting frequencies to ensure that only those required for control purposes are used at a particular time.

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2006-07-20 ATC 2-17 230 INTERPHONE OPERATION

231 ACCEPTABLE MESSAGES

231.1 231.1 Note 1: Except for emergency communication, use the The primary purpose of this system is the exchange ATC interphone system only for the of IFR air traffic control messages. transmission of messages related to the control 231.1 Note 2: The ATC and AMIS interphone systems consist of a or safety of aircraft as listed in the following network of circuits radiating from each Area Control order of priority: (N) Centre. These circuits permit rapid communication between the centre and appropriate NAV CANADA, FAA, military, and air carrier operational offices. 231.1 Note 3: Although procedures outlined in this Section apply only to the use of the NAV CANADA interphone systems, they correspond closely to those of the FAA and are used whenever transborder circuits are interconnected. A. Distress messages (including ESCAT). B. Urgency messages. C. IFR, CVFR, and SVFR, movement and control messages. D. CIRVIS messages. E. Search and rescue messages. F. Communications search messages. G. DVFR and VFR movement messages, including flight itinerary messages. H. Approval request messages concerning long-range IFR flight and altitude reservation messages. I. ESCAT Test Message. J. Messages concerning the malfunctioning of NAVAIDs.

231.2 231.2 Note: Coordinate the use of the AMIS interphone The primary purpose of this system is the exchange system with ATOS for the transmission of of DVFR and VFR movement messages. messages relating to the control or safety of aircraft as listed in the following order of priority: (N) A. Distress messages (including ESCAT). B. Urgency messages. C. IFR, CVFR, SVFR movement and control 231.2 C. Note: messages. (N) This priority applies when the AMIS interphone is used as an alternate means of communication. D. DVFR and VFR movement messages, including flight itinerary messages. E. CIRVIS messages.

2006-07-20 ATC 2-18 F. Approval request messages concerning long-range IFR flights and altitude reservation messages. G. ESCAT Test Message.

232 CALLING, ANSWERING, AND COMPLETING CONTACTS

232.1 232.1 Example: Identify each office served by NAV CANADA TORONTO SIMCOE. interphone facilities by the name of the location, VANCOUVER TOWER. spoken in full, followed by the name of the facility or operating position as appropriate. (E)

232.2 232.2 Note: Use operating initials to identify yourself on the Each office maintains a record of the operating interphone systems. (N)(R) initials used by personnel of that unit. Normally, the operating initials will be the initials of the operator's name. 232.2 Reference: Personnel; 121. Personnel; 202, ATSAMM.

232.3 232.3 Note: Make calls by either manual or voice signalling. Manual signalling may be by means of either a (N) push-button, a key, or a dial that, when operated, actuates the signalling device at the office called. Voice signalling is accomplished by speaking into the handset microphone, and the call is heard through loudspeakers in all offices so equipped on that circuit.

232.4 232.4 Note: If voice signalling is used and a call is not The probable cause of the delay in answering is that answered immediately, you may make a second the called station personnel are engaged in duties call after a short pause. Make full use of such that cannot be interrupted immediately. terms as “emergency”, “control”, “clearance”, “arrival report”, “call back when possible”, and so on, which will assist the called station to determine the relative importance of various duties. (N)

232.5 Before a message is transmitted, both the calling and answering office shall identify themselves, and the calling office shall state the type of message to be transmitted.

2006-07-20 ATC 2-19 232.6 Transmit the text of the message, pause slightly, and then terminate the interphone conversation in the following manner: A. Persons originating a call shall state their operating initials to indicate completion of the message . B. Call recipients shall state their operating initials to indicate that the message has been received and understood.

232.7 Use the word “emergency” or “control” to break the transmission of lower priority messages and to seize a circuit for the handling of emergency or control messages.

232.8 232.8 Note: Estimate the relative importance and priority of Area controllers have operational jurisdiction and the communication being handled before are expected to resolve any question of priority breaking a transmission. (N) which may arise.

232.9 232.9 Note: Voice switches installed in ATS facilities permit Circuits may be connected manually by an operator communications between 2 or more units at the communications station or automatically by providing air traffic services. On completion of dialing a “connect” sequence. communications the sector or unit responsible for establishing circuit connectivity shall ensure that the circuit is disconnected. (N)

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2006-07-20 ATC 2-20 240 AIR TRAFFIC SERVICES MESSAGES

241 GENERAL

241.1 241.1 Note: IFR, CVFR, and SVFR movement and control The following is the normal sequence of messages include the following: (N)(R) communications required for an IFR flight: A. The pilot files a flight plan with a flight plan office. B. The flight plan office forwards the flight plan message to the appropriate ACC. C. The pilot obtains an ATC clearance before takeoff. D. After departure, a departure message is forwarded to the ACC. E. En route position report message and requests for further clearance are forwarded to the ACC. F. After arrival, an arrival message is forwarded to the ACC. 241.1 Reference: Acceptable Messages; 231. A. Air traffic clearances. B. Departure report messages. C. Position report messages. D. Control messages concerning flights requiring approval prior to departure. E. Arrival messages. F. Flight plan messages.

241.2 241.2 Reference: DVFR and VFR movement messages include Acceptable Messages; 231. the following: (R) A. DVFR flight plan and defence flight itinerary messages. B. DVFR position report messages (flight plan or flight itinerary). C. VFR flight plan and flight itinerary messages. D. VFR position report messages. E. Arrival report messages.

242 IFR AND CONTROLLED VFR DEPARTURE MESSAGES

242.1 242.1 Example: Forward the departure time to the appropriate Spoken — IFR unit immediately upon departure of an AIR CANADA SIX FIFE ZERO DEPARTED ZERO aircraft on an IFR or controlled VFR flight plan. NINER FIFE ZERO ZULU. Written — (E) ACA650 D0950Z.

2006-07-20 ATC 2-21 243 POSITION REPORT MESSAGES

243.1 Forward all IFR and CVFR position reports to the appropriate IFR unit.

243.2 243.2 Note: Forward all DVFR position reports made within VFR position reports are not normally passed to the an air defence identification zone to the centre but are retained by the communications appropriate Area Control Centre. (N) agency with which the report was made.

244 CIRVIS MESSAGES

244.1 244.1 Reference: Forward any CIRVIS report received to the shift Handling and Reporting Incidents – General; 231, manager at the appropriate Area Control ATSAMM. Centre. (R)

2006-07-20 ATC 2-22 PART 3 — AIRPORT AND VFR CONTROL

300 _ GENERAL 301 PROVISION OF SERVICE 302 RUNWAY SELECTION 303 TAXI INFORMATION 304 VHF DIRECTION FINDING SYSTEM 305 AIRPORT EQUIPMENT 306 TOWER CAB LIGHTING 307 AIRPORT SURFACE DETECTION EQUIPMENT 308 VISUAL SCANNING — MANOEUVRING AREA 310 _ SPECIAL OPERATIONS 311 SPECIAL VFR 312 VFR TRAFFIC MANAGEMENT 313 FORMATION FLIGHTS 314 BELOW MINIMA OPERATIONS 315 DENIAL OF CLEARANCE 316 RONLY AND NORDO 317 HANG GLIDERS AND ULTRA-LIGHT AEROPLANES 320 _ ESSENTIAL FLIGHT INFORMATION 321 GENERAL 322 AIRPORT CONDITIONS 323 ARRESTER GEAR 330 _ DEPARTURES 331 GENERAL 332 PRE-TAXI 333 IFR CLEARANCE 334 TAXI AUTHORIZATION 335 SUCCESSIVE IFR DEPARTURES — VISUAL SEPARATION 336 TAKE-OFF PROCEDURES 337 CANCELLATION OF TAKE-OFF CLEARANCE 338 VFR DEPARTURE OF AN IFR AIRCRAFT 340 _ ARRIVALS 341 LANDING INFORMATION 342 INITIAL CLEARANCE 343 APPROACH CLEARANCE 344 LANDING CLEARANCE 345 TAXI AUTHORIZATION 346 CATEGORY II/III ILS APPROACHES 350 _ AIRPORT TRAFFIC 351 APPLICATION 352 ARRIVALS AND DEPARTURES 353 HELICOPTERS 354 PEDESTRIANS AND VEHICLES

2004-04-15 ATC 3-1 360 _ COORDINATION 361 REPORTS 362 CONTROL TRANSFER 363 COMMUNICATION TRANSFER 370 _ AIRPORT LIGHTING 371 GENERAL 372 AIRPORT BEACON 373 APPROACH AND RUNWAY IDENTIFICATION LIGHTS 374 RUNWAY LIGHTS 375 VASIS OR PAPI 376 TAXIWAY LIGHTS 377 OTHER LIGHTS 378 INTENSITY SETTINGS 380 _ WAKE TURBULENCE 381 APPLICATION 382 MINIMA 383 WAKE TURBULENCE AVOIDANCE 384 AIRCRAFT INITIATED WAIVER 390 _ RADAR SERVICE 391 APPLICATION 392 SEPARATION 393 MINIMA 394 CONFLICT RESOLUTION

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2004-04-15 ATC 3-2 PART 3 — AIRPORT AND VFR CONTROL

300 GENERAL

301 PROVISION OF SERVICE

301.1 The objective of airport and VFR control service is to maintain a safe, orderly, and expeditious flow of air traffic under the control of a Control Tower.

301.2 Provide VFR control service to: A. airport traffic operating on the manoeuvring area; B. VFR aircraft operating within the control zone or Tower Radar Area; and C. IFR aircraft for which the tower has 301.2 C. Reference: responsibility for control. (R) Control Transfer; 362.

301.3 Issue take-off or landing clearance to a fixed- wing aircraft provided the operation takes place on: A. a runway; or B. another area that is approved and 301.3 B. Note: designated for that purpose. (N)(R) Transport Canada, Civil Aviation is responsible for designating areas, including water surfaces, that may be used for the purpose of taking off and landing. * 301.3 B. Reference: Denial of Clearance; 315. Displaced Runway Threshold; AGA 3.3, TC AIM.

301.4 301.4 Phraseology: Provide information concerning known traffic TRAFFIC (description), LAND/TAKE OFF AT YOUR and obstructions to fixed-wing aircraft landing DISCRETION. on or taking off from a surface other than a 301.4 Note: Except in an emergency situation, fixed-wing aircraft runway or another area that is approved for that are not permitted to depart from or land on a purpose. (P)(N) taxiway.

2006-01-19 ATC 3-3 302 RUNWAY SELECTION

302.1 Assign the operationally suitable runway most nearly aligned into the wind if the wind speed is 5 knots or more.

302.2 302.2 Note: You may assign the “calm wind runway” A “calm wind runway” is one that offers an provided: (N) operational advantage because of: A. length; B. better approach; C. shorter taxiing distance; D. noise abatement procedures; E. necessity to avoid flight over populated areas; or F. other reasons. A. the wind speed is less than 5 knots; and B. you clearly indicate the wind direction and speed to the aircraft.

302.3 302.3 Reference: You may suggest, or approve a request for, Noise Abatement; 136. another runway provided: (R) A. you or the aircraft will gain an operational advantage; and B. you clearly indicate the wind direction and speed to the aircraft.

302.4 302.4 Reference: At airports where runway configurations are Arrivals and Departures; 352. appropriate, you may segregate light VFR Wake Turbulence; 128. aircraft from heavy VFR or IFR aircraft by using different runways, provided: (R) A. the surface wind components permit the use of more than one runway; and B. the pilot accepts the suggested runway.

2006-01-19 ATC 3-4 302.5 302.5 Note 1: Consistent with safety of operations, when A Preferential Runway Program is an Agreement selecting preferential runways in accordance established between the ATS provider, the airport with an established Preferential Runway operator, airport users, and other interested parties which directs the use of certain runways under Program, consider the runway, visibility, and certain conditions. The Agreement may address wind conditions as follows: (N)(R) such factors as noise abatement, capacity maximization, prevailing winds, airport layout, aircraft routing, etc. 302.5 Note: 2: If SIRO/LAHSO is conducted under an established Preferential Runway Program, selection of runways shall be in accordance with the criteria for SIRO/ LAHSO. 302.5 Note 3: The final decision on the acceptability of a particular runway rests with the pilot. * 302.5 Reference: Preferential Runway Assignments; RAC 4.1.3, TC AIM. Noise Operating Criteria; 602.105 CARs. *A.runway conditions: *1.for the purposes of selecting a runway in * 302.5 A. 1. Example: accordance with a Preferential Runway If the runway is 75% bare and dry and 25 % bare Selection Program, the runway may be and wet — considered as DRY or WET provided the then the dry runway crosswind component (25 knots) is applicable. Runway Surface Condition (RSC) report If the runway is greater than 25% bare and wet — indicates that the runway is 75% or more then the wet runway crosswind component (15 BARE and DRY or BARE and WET, as knots) is applicable. applicable. (E) *2.select the runway(s) most closely aligned into wind or the calm wind runway when the runway surface condition report indicates that surface contaminants cover more than 25% of: *a.the full preferential runway surface; or *b.the cleared portion, if greater than * 302.5 A. 2. b. Note: 100 feet wide. (N)(E) If a RSC indicates the runway as DAMP, use the procedures applicable to a DRY runway. * 302.5 A. 2. b. Example: If the RSC indicated the full runway was 60 % bare and dry, 40 % ice patches, the runway selected would be the one most closely aligned into wind, or the calm wind runway. If the RSC indicates runway 160 feet (swept down the centreline) bare and dry, 20% ice patches, the preferential runway may be used in accordance with the criteria for a DRY runway. *B.maximum crosswind component 25 kts, including gusts, for departures and arrivals provided: *1.the runway is dry; and

2002-01-24 ATC 3-5 *2.the visibility is equal to or greater than 1 * 302.5 B. 2. Note: statute mile or RVR equal to or greater To assist in the application of sub-paragraph 302.5 than 5,000 ft. (N)(E) B. concerning the selection of one or more runways, the angle between wind direction and runway and the wind speed, that fall within the limits of crosswind components are listed in the following table: MAXIMUM CROSSWIND COMPONENT 25 KNOTS INCLUDING GUSTS FOR DEPARTURES AND ARRIVALS ON A DRY RUNWAY WITH VISIBILITY EQUAL TO OR GREATER THAN 1 STATUTE MILE OR RVR EQUAL TO OR GREATER THAN 5,000 FT ANGLE BETWEEN MAXIMUM WIND DIRECTION ACCEPTABLE WIND AND RUNWAY SPEED DEGREES KNOTS 20 73 25 59 30 50 35 44 40 39 45 35 50 33 55 31 60 29 65 28 70 27 75 26 80-90 25 * 302.5 B. 2. Example: Wind is 020 degrees at 38 knots including gusts. The RSC report indicates both runways are bare and damp and the reported visibility is 3 statute miles. Runways 06R and 36 are available. Noise abatement, traffic volume or other reasons dictate a requirement for runway 06R. Referring to 302.5 B. Note runway 06R may be selected as the preferential runway since the wind speed of 38 knots is less than the maximum 39 knots permissible at a 40 degree angle, and the runway condition and visibility requirements are met. *C.maximum crosswind component 15 kts including gusts for departures and arrivals provided: *1.the runway is wet; or

2002-01-24 ATC 3-6 *2.the runway is dry and the ground visibility * 302.5 C. 2. Note: is less than 1 statute mile or RVR is less To assist in the application of sub-paragraph 302.5 than 5,000 ft. (N)(R) C. concerning the selection of one or more runways, the angle between wind direction and runway, and the wind speeds that fall within the limits of crosswind components, are listed in the following table: MAXIMUM CROSSWIND COMPONENT 15 KNOTS INCLUDING GUSTS FOR DEPARTURES AND ARRIVALS ON A WET RUNWAY OR A DRY RUNWAY WITH GROUND VISIBILITY LESS THAN 1 STATUTE MILE OR RVR IS LESS THAN 5,000 FT ANGLE BETWEEN MAXIMUM WIND DIRECTION ACCEPTABLE WIND AND RUNWAY SPEED DEGREES KNOTS 20 50 30 30 40 24 50 22 60 18 70 17 80-90 15 * 302.5 C. 2. Reference: Wet Runways; Definitions.

2002-01-24 ATC 3-7 * 302.6 * 302.6 Note 1: Avoid operations on runways where a tailwind is The 5 kt tailwind component should be used as present. On a dry runway only, for departures flexibility for ATC units in conducting runway change and arrivals, a 5 kt maximum tailwind or tailwind operations rather than for sustained operations. * 302.6 Note 2: component, including gusts, is acceptable Use judgement in balancing the need for during the period required to move traffic to the expeditious decontamination of runways with the more in-to-wind runway. (N)(R) safety of in-to-wind operations. * 302.6 Note 3 To assist in the application of sub-paragraph 302.6 concerning the selection of one or more runways, the angle between wind direction and runway, and the wind speeds that fall within the limits of tailwind components, are listed in the following table: MAXIMUM TAILWIND COMPONENT 5 KNOTS INCLUDING GUSTS ARRIVALS AND DEPARTURES DRY RUNWAY DEGREES KNOTS 91-99 25 100 23 105 19 110 15 115 12 120 10 125 9 130 8 135 7 140 7 145 6 150 6 155 5 160-180 5 * 302.6 Reference: Tailwind; Definitions. Arrivals and Departures; 352.

2002-01-24 ATC 3-8 303 TAXI INFORMATION

303.1 Issue taxi authorizations and instructions in * 303.1 Phraseology: plain, concise language to aircraft taxiing on the TURN NOW or TURN LEFT/RIGHT. manoeuvring area. (P) CONTINUE or CONTINUE TAXIING. TAXI ON RUNWAY/TAXIWAY (number) CROSS RUNWAY (number). HOLD or HOLD SHORT OF RUNWAY/TAXIWAY (number) or HOLD ON RUNWAY/TAXIWAY (number) or HOLD (direction) OF RUNWAY/ TAXIWAY (number). TAXI TO POSITION RUNWAY (number). EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance) MILES FINAL.

303.2 Do not use the word “cleared” in conjunction with authorizations or instructions for aircraft to taxi or for equipment, vehicle or personnel operations.

303.3 303.3 Note: Do not use conditional clearances or Misinterpretation could be caused by a conditional instructions for the movement of airport traffic. clearance or instruction such as: (N) A. taxi to position behind the landing aircraft; or B. proceed across runway one two after departing DC9.

303.4 Include the specific route if alternate taxi paths are available.

303.5 Instruct an aircraft or vehicle to either “cross” or “hold short” of any runway it will cross while on the manoeuvring area.

303.6 303.6 Phraseology: If workload permits, provide information TAXI AT YOUR DISCRETION — and if necessary concerning known traffic and obstructions to — TRAFFIC (description). aircraft taxiing outside of the manoeuvring area. 303.6 Note: Movement of aircraft on the Apron is the (P)(N) responsibility of the pilot, the aircraft operator or the Airport Operator.

303.7 303.7 Phraseology: If you consider it necessary, inform a taxiing (Area) NOT VISIBLE, TAXI AT YOUR DISCRETION. aircraft that a portion of the manoeuvring area 303.7 Note: is not visible from the tower. (P)(N) This is intended to cover situations where your view of the manoeuvring area is obstructed by a physical condition other than weather phenomena.

2005-01-20 ATC 3-9 304 VHF DIRECTION FINDING SYSTEM (VDF)

304.1 Do not use DF bearing information to separate aircraft.

304.2 You may use DF bearing information to assist in visually locating an aircraft by correlating the DF bearing with the reported position of the aircraft.

304.3 304.3 Phraseology: Request an aircraft to confirm its position if, in CONFIRM (position). your judgment, the DF bearing and the reported 304.3 Note 1: position do not reasonably agree. (P)(N) An inaccurate DF bearing indication may result when two or more aircraft transmit simultaneously. 304.3 Note 2: Because of equipment tolerances and site location of the VDF antenna, allowances have to be made in determining the reliability of the position report.

304.4 304.4 Phraseology: If an aircraft's position remains doubtful DF INFORMATION INDICATES YOUR BEARING following a request for confirmation, inform the TO BE (actual bearing). aircraft and use whatever other means are 304.4 Note: Other means may include visual sighting, radar unit available to establish its position. (P)(N) assistance, adjacent VDF assistance, and aircraft's heading.

305 AIRPORT EQUIPMENT

305.1 305.1 Reference: Keep fully informed of the operating status of Unit Equipment, General; 191. airport equipment used by aircraft or ATC. (R) ILS Malfunction; 193. Radio Aid Shutdown; 194.

305.2 Display the operating status, if other than normal, so that it will immediately attract the attention of all concerned personnel.

305.3 Report promptly any equipment unserviceability or malfunction to: A. the appropriate manager; B. the section/agency responsible for maintenance; or C. both A. and B.

2005-01-20 ATC 3-10 306 TOWER CAB LIGHTING

306.1 306.1 Note: Keep lighting in the Control Tower cab to a Due to operational requirements of equipment minimum at all times. (N) (keyboards, strips), lighting levels must be adjusted to enable operation of the equipment and at the same time not interfere with visual acuity of the airport surroundings at night.

307 AIRPORT SURFACE DETECTION EQUIPMENT

307.1 307.1 Note: Augment visual observation of traffic operating Visual scanning is considered the primary on the manoeuvring area by referring to ASDE: technique. (N)(R) 307.1 Reference: Visual Scanning — Manoeuvring Area; 308. A. at night; B. when visibility, for any reason, is less than the most distant point of the manoeuvring area; or C. at any other time when, in your opinion, an operational advantage will be gained.

307.2 307.2 Note 1: You may use ASDE derived information to: (N) Availability of ASDE information does not relieve the controller of the requirement to carry out all necessary coordination with other operating positions. 307.2 Note 2: A verbal report from an identified aircraft or vehicle is not necessary if the ASDE indicates it has exited the area in question as instructed. 307.2 Note 3: The ASDE-3 is designed to detect a target with a radar cross section of 3 square meters. This would include a vehicle as small as the smallest passenger car or truck. A. determine that a runway or taxiway is clear 307.2 A. Reference: of aircraft, vehicles or obstructions prior to a Coordination; 360. landing or a takeoff; (R) Unit procedures; 211, ATSAMM. Display of runway status; 213, ATSAMM. B. confirm the location of aircraft and vehicles on the displayed airport manoeuvring area; C. provide directional instruction to pilots and 307.2 C. Phraseology: vehicle operators on the displayed TURN LEFT/RIGHT AT THE NEXT TAXIWAY/ manoeuvring area when requested by them, RUNWAY. or when deemed necessary by the TURN LEFT/RIGHT ON TAXIWAY/RUNWAY (number) APPROXIMATELY (number) FEET controller; (P)(N) AHEAD. 307.2 C. Note: In order to be effective for this purpose the display must be closely and continuously monitored.

2005-04-14 ATC 3-11 D. confirm compliance with control instructions to aircraft or vehicles operating on the displayed manoeuvring area; and E. provide directional instruction to crash, fire and rescue vehicles manoeuvring on any displayed area, as necessary.

307.3 307.3 Reference: You may use ASDE provided you are satisfied Unit Equipment, General; 191. that the presentation and performance are Unit Equipment; 420, ATSAMM. adequate for the function being performed. (R) Tower/FSS Equipment; 430, ATSAMM.

307.4 Identify a target observed on the ASDE display by correlating its position with one or more of the following: A. Pilot or vehicle operator position report. B. Controller's visual observation. C. An identified target return observed from another radar source.

307.5 Do not provide directional guidance in the form of headings if using ASDE.

308 VISUAL SCANNING — MANOEUVRING AREA

308.1 308.1 Note 1: Airport and Ground controllers shall visually At those locations where radar is available and there scan the manoeuvring area thoroughly before is no dedicated radar position, the airport issuing clearances or instructions to airport controller's primary responsibility is to visually scan for airport traffic. traffic, and, to the extent possible, at other 308.1 Note 2: frequent intervals. (N)(R) The following list of scanning techniques is included to assist in developing methods for scanning the manoeuvring area: A. scanning has to be systematic; B. people can get “object hypnosis”, and only see things which move (scanning at least twice will help overcome this); C. the eyes should move from one point to another (not one continuous sweep); D. scanning should be from left to right, the same as you read; and E. the eye can only focus on an area that would be covered by the fist when your arm is extended in front of you. 308.1 Reference: Manoeuvring Area; Definitions.

2005-04-14 ATC 3-12 308.2 308.2 Note 1: Ensure that the runway to be used by a In the case of an aircraft departing from an departing or arriving aircraft is free, or will be intersection, there is no need to advise of free, of all known obstacles including vehicles, obstructions on the runway which are behind the intersection take-off point. equipment and personnel before the departing 308.2 Note 2: aircraft commences its take-off roll or a landing If the runway or a portion of the runway is not visible aircraft crosses the runway threshold. (N)(R) to the airport controller for any reason, including weather or a physical obstacle, it is expected you will ensure that vehicles, equipment and personnel you have been made aware of, are not on the runway. * 308.2 Reference: Airport Surface Detection Equipment; 307. Denial of Clearance; 315. Pedestrians and Vehicles; 354.

2004-09-30 ATC 3-13 310 SPECIAL OPERATIONS

311 SPECIAL VFR

311.1 311.1 Phraseology: Authorize SVFR within the control zone SPECIAL VFR IS APPROVED IN THE (name) provided: (P) CONTROL ZONE, (cut-off time if required), (additional control instructions as necessary). A. the aircraft has requested SVFR; B. you determine that the weather is at or 311.1 B. Note: above the minima for SVFR; (N)(R) The visibility minima for SVFR is 1 mile for fixed wing aircraft and ½ mile for rotorcraft and must represent the highest value common to sectors comprising one-half or more of the horizon circle. 311.1 B. Reference: Ground Visibility; Definitions. Below Minima Operations; 314. Special VFR Flight; 602.117, CARs. C. you obtain approval from the appropriate 311.1 C. Note: IFR Unit; (N) This approval may be contained in an Arrangement. D. you make an adequate arrangement for recall; E. you keep SVFR aircraft clear of the flight paths of IFR aircraft; and F. you authorize only the number of aircraft 311.1 F. Note: that you can control safely and efficiently. The number of aircraft you authorize during SVFR (N) conditions may vary, depending on factors such as the time required for recall if approval for SVFR is withdrawn by the IFR unit, and the stability of weather conditions.

311.2 311.2 Reference: With the exception of helicopters, do not Special VFR; 402. authorize SVFR aircraft to depart or transit the SVFR Flight; 602.117, CARs. zone at night. (R)

311.3 You may authorize more than one SVFR aircraft in a circuit provided the aircraft will remain in sight of the tower at all times.

311.4 311.4 Reference: At airports where specific local procedures Airspace Planning — SVFR Helicopters; 370, have been approved for special VFR helicopter ATSAMM. operations, you may authorize flights in accordance with the Agreement. (R)

2004-09-30 ATC 3-14 312 VFR TRAFFIC MANAGEMENT

312.1 312.1 Reference: If traffic density warrants, you may instruct Initial Clearance; 342. aircraft to hold on the ground or in the air in order to keep the number of VFR aircraft at a level that you can control safely and efficiently. (R)

312.2 312.2 Note: Do not restrict or suspend VFR operations in Only the Minister of Transport has the authority to the control zone or in the Tower Radar Area. restrict or suspend access to airspace. (N)(R) 312.2 Reference: Restrictions and Prohibitions for Safety Purpose; 5.1, Aeronautics Act.

313 FORMATION FLIGHTS

313.1 313.1 Reference: You may authorize a VFR formation flight within Formation Flight; Definitions. the control zone provided airport traffic permits. Formation Flights; 602.24, CARs. (R)

313.2 Treat a formation flight as one aircraft for the purpose of separation. Issue clearances and instructions to the formation leader.

314 BELOW MINIMA OPERATIONS

314.1 314.1 Reference: If a VFR or SVFR aircraft requests a clearance, Special VFR; 311. when weather conditions are below the Ground Visibility; Definitions applicable minima, take the following actions: Visual Meteorological Conditions; Definitions. Minimum VMC for VFR Flight in Controlled (R) Airspace; 602.114, CARs. A. inform the aircraft that weather conditions 314.1 A. Phraseology: are below minima, state the reported ceiling WEATHER BELOW VFR/SVFR MINIMA. CEILING and visibility; (P) (description), VISIBILITY (number) MILES. B. inform the aircraft that only IFR or SVFR 314.1 B. Phraseology: operations will be approved and request the ONLY IFR OR SVFR OPERATIONS ARE pilot's intentions; (P) PERMITTED. WHAT ARE YOUR INTENTIONS? C. issue clearance if: 1. traffic and airport conditions permit; and 2. the aircraft still wishes to land, take off or operate within the airspace; and *D.complete an aviation occurrence report if the 314.1 D. Reference: operation takes place below SVFR Aircraft Occurrence; 233, ATSAMM. conditions. (R) Aviation Occurrence Report; 1041.

2005-04-14 ATC 3-15 314.2 314.2 Note: If an IFR aircraft requests a take-off clearance, Some runways or aerodromes do not have and the ground visibility is less than the published take-off minima. This does not preclude applicable minimum, take the following actions: IFR takeoffs from these runways or aerodromes. However, it is the pilot's responsibility to avoid (N)(R) obstacles on departure and make adjustments to the take-off visibility requirements. Controllers who are queried regarding the take-off limits should state that it is the pilot's responsibility to determine the requirements if they are not published and that the minimum visibility should not be less than one-half mile (one-quarter mile for rotorcraft). 314.2 Reference: Aviation Occurrence Report (Form NC28-0026); 1041. Aircraft Occurrence; 233, ATSAMM. Take-off Minima/Departure Procedures, Operating Minima, General; Canada Air Pilot. A. issue the RVR and the ground visibility; (N) 314.2 A. Note: Ground visibility may be the prevailing visibility as included in the current weather sequence or as observed by an airport controller. B. issue clearance if traffic and airport conditions permit; and C. complete an aviation occurrence report, based on CAP visibility minima, after the aircraft has taken off.

314.3 When an IFR aircraft is inbound to the outer marker or final approach fix and the RVR indicates less than 1,200 feet for the runway to be used, take the following actions: A. issue the current RVR and ground visibility; B. request the pilot's intention; C. issue clearance if traffic and airport conditions permit; and D. complete an aviation occurrence report after 314.3 D. Note: the aircraft has landed. (N) If the ground visibility issued in accordance with 314.3 A. is at least 1/4 mile, an occurrence report is not required.

2005-04-14 ATC 3-16 315 DENIAL OF CLEARANCE

315.1 315.1 Note: You may base denial of a clearance upon It is expected that controllers will either confirm the instructions from an appropriate authority identity of the person requesting the denial of regarding conditions not involving air traffic. clearance or, if the request is received by phone, confirm the order to deny clearance by requesting a Appropriate authorities may include public written copy of the order be sent on official employees acting within the scope of their letterhead by facsimile. If a late request is received authority, such as: (N) by phone and the controller is unable to authenticate the request in time, the controller is expected to comply with the order and explain the reason for the denial to the pilot A. a peace officer; B. a Transport Canada Security Inspector; C. an officer of Canada Customs and Revenue: D. an officer of the Canadian Armed Forces; E. any person authorized by the State; or F. an officer of the court.

315.2 315.2 Note: If notification of a court order to seize or detain This information does not affect clearance to an an aircraft has been received by telephone: (N) aircraft in flight. A. ascertain the identity of the caller and confirm that the caller is an officer of the court; B. ascertain whether the order has actually been issued; C. request a copy of the court order by facsimile; and D. contact the ACC Shift Manager for advice.

315.3 * 315.3 Note: Do not authorize airport traffic to use an airport The Airport Operator is responsible for closing an or any part of an airport that is closed by the airport or any part of an airport’s infrastructure or Airport Operator. (N) manoeuvring area. Although the lack of airport ARFF services will affect certain aircraft operations, it does not constitute grounds for denial of clearance by controllers.

315.4 If you refuse a request for a clearance for reasons other than traffic, take the following actions: A. advise the aircraft of the reason for the denial of clearance. B. If the aircraft persists in its intention to land or take off:

2002-01-24 ATC 3-17 1. quote any pertinent NOTAM or directive 315.4 B. 1. Example: regarding airport conditions; (E) NOTAM SPRINGBANK STATES RUNWAY ZERO SEVEN IS CLOSED FOR MAINTENANCE UNTIL (Date, Time). 2. when traffic permits, inform the aircraft 315.4 B. 2. Phraseology: that landing/take-off clearance cannot be SINCE LANDING/TAKE-OFF CLEARANCE issued and that the landing/takeoff will CANNOT BE ISSUED, YOU ARE LANDING/ be solely the pilot's responsibility; and TAKING OFF ON YOUR OWN RESPONSIBILITY — and wind, if required. (P) C. complete an Aviation Occurrence Report. 315.4 D. Reference: (R) Aviation Occurrence Report; 1041.

315.5 315.5 Note: Except as permitted in 315.6, do not clear an Exceptions are permitted in accordance with aircraft to land or take off if there is an directions contained in 352.2 and 352.3. obstruction, person, or vehicle: (N)(R) 315.5 Reference: Airport Conditions; 322. Pedestrians and Vehicles; 354. A. on the landing area; or B. adjacent to the landing area so as to endanger the safety of the aircraft.

315.6 You may permit a radio-equipped flight inspection technician and a theodolite to be positioned off the edge of an active runway, provided voice advisories are issued to departing and arriving aircraft.

316 RONLY AND NORDO

316.1 You may request a RONLY aircraft to acknowledge a transmission in one of the following ways: A. to aircraft on the ground: 1. by moving the ailerons; or (P) 316.1 A. 1. Phraseology: ACKNOWLEDGE BY MOVING AILERONS. 2. by moving the rudder; (P) 316.1 A. 2. Phraseology: ACKNOWLEDGE BY MOVING RUDDER. B. to aircraft in the air, by rocking the wings; or 316.1 B. Phraseology: (P) ACKNOWLEDGE BY ROCKING WINGS.

2002-01-24 ATC 3-18 C. at night, to aircraft on the ground or in the 316.1 C. Phraseology: air, by a single flash of landing lights. ACKNOWLEDGE BY A SINGLE FLASH OF (P)(N)(R) LANDING LIGHTS. 316.1 C. Note: In order to fly at night in controlled airspace, aircraft must be equipped with an approved, serviceable and functioning radio communications system capable of two way communications. 316.1 C. Reference: Power-driven Aircraft - Night VFR; 605.16, CARs. Two-way Radio Failure in VFR Flight; 602.138, CARs.

316.2 Do not request an aircraft to acknowledge a transmission by turning the navigation lights on and off.

316.3 316.3 Note 1: Use air traffic control light signals from the The note to 316.1 C. applies here also. following table to control aircraft and the 316.3 Note 2: movement of vehicles, equipment and An arriving NORDO aircraft will join the traffic circuit on the downwind leg and a departing aircraft will personnel on the manoeuvring area when radio taxi to the edge of the manoeuvring area without a communications cannot be employed. (N)(R) clearance. However, a clearance must be obtained either by prearrangement or by visual signal before: A. proceeding any closer than 200 feet from the runway in use; B. crossing or entering any runway; C. landing or taking off; D. taxiing back along the runway in use; and E. taxiing after being stopped by a red light. 316.3 Reference: Light Gun; 432, ATSAMM.. ATC Light Signals

Movement of vehicles, equipment Color and type of signal Aircraft on the ground Aircraft in flight and personnel

Steady green Cleared for takeoff Cleared to land Not applicable

Return for landing (to be followed Flashing green Cleared to taxi by steady green at the proper Cleared to cross; proceed; go time)

Give way to other aircraft and Steady red Stop Stop; hold your position continue circling

Taxi clear of landing area or run- Flashing red Aerodrome unsafe - Do not land Vacate the runway immediately way in use

Return to starting point on the Return to starting point on the aero- Flashing white Not applicable aerodrome drome (N) Note: In the course of moving on the manoeuvring area, the vehicle operator must hold short of each runway and receive permission to proceed across.

316.4 316.4 Note: Do not project a light gun signal through mylar The color and intensity of the light signal may be shades. (N) affected by the mylar shade.

2004-07-08 ATC 3-19 317 HANG GLIDERS AND ULTRA-LIGHT AEROPLANES

317.1 317.1 Reference: Unless prohibited in a unit directive, you may Hang Glider and Ultra-light Aeroplane Definitions; authorize hang glider or ultra-light aeroplane 101, CARs. operations in the control zone. (R) Hang Glider and Ultra-light Aeroplane Operations; 602.29, CARs.

317.2 317.2 Note: For the purpose of wake turbulence separation Basic and advanced ultra–light airplanes are and cautionaries: (N)(R) identified by C–I*** registration marks. Some ultra- lights registered before 1997 may still use the identification “C-G***” or “CF-***”. 317.2 Reference: Wake Turbulence; 128 and 380. Minimum Wake Turbulence; 533. A. Consider all ultra-light aircraft as “light” category aircraft for the purpose of wake turbulence separation. B. Inform ultra-light aircraft of the type of aircraft they will be following on departure or in the vicinity of the airport. C. Consider all motorized aircraft as “heavy” aircraft in relation to hang gliders.

317.3 You may clear a hang glider or an ultra-light aeroplane to land on or take off from an area of the airport other than a runway provided the area: A. is designated as an ultra-light landing and take-off area; B. is part of the controlled manoeuvring area; and *C.is described in an Agreement between the tower and the Airport Operator.

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2004-07-08 ATC 3-20 320 ESSENTIAL FLIGHT INFORMATION

321 GENERAL

321.1 321.1 Note: Issue information on field conditions and the ATIS may be used. status of airport equipment or services, either 321.1 Reference: directly or through the IFR unit, in sufficient time Automatic Terminal Information Service (ATIS); 170. for it to be useful to the aircraft. (N)(R)

321.2 321.2 Note: Promptly provide aircraft with safety alerts The information is to be issued immediately once when required. (N)(R) the controller recognizes an unsafe situation. Once the aircraft is informed, it is solely the pilot's responsibility to determine what course of action, if any, will be taken. 321.2 Reference: Safety Alert; Definitions Safety Alert; 507.

322 AIRPORT CONDITIONS

322.1 Inform concerned aircraft of the following conditions of which you have been made aware: A. Construction or maintenance work on or 322.1 A. Example: near the manoeuvring area. (E) CONSTRUCTION WORK EAST SIDE RUNWAY THREE SIX. MAINTENANCE EQUIPMENT NORTH SIDE RUNWAY TWO SEVEN. B. Rough parts of the manoeuvring area. C. Flooded or slippery parts of the 322.1 C. Example: manoeuvring area and braking action RUNWAY TWO SIX, 100 PERCENT ICE (including CRFI) reports. (E)(R) COVERED AND SANDED, (braking action report). 322.1 C. Reference: Runway Surface Condition and Canadian Runway Friction Index (CRFI) Reports; 169. D. Obstructions on or near the manoeuvring * 322.1 D. Note: area. (N) Obstructions may include snowdrifts or piles of snow. E. Failure or irregular operation of any part of 322.1 E. Example: the airport lighting system. (E) THRESHOLD LIGHTS RUNWAY TWO NINER OUT OF SERVICE. F. Other pertinent conditions. (N) * 322.1 F. Note: This may include location of wildlife and birds.

322.2 322.2 Example: Indicate the type of aircraft and the time of the DC9 REPORTED BRAKING ACTION FAIR report if relaying a braking action report RUNWAY (number) AT 0825Z. obtained from another aircraft. (E)

2006-04-13 ATC 3-21 322.3 Inform the Airport Operator if you believe that this individual is unaware of airport conditions that may affect the safety of airport traffic.

323 ARRESTER GEAR

323.1 323.1 Phraseology: Inform all aircraft, landing or taking off, of the APPROACH/DEPARTURE END CABLE IS UP/ position and status of arrester gear that is in DOWN. CLEARED TO LAND RUNWAY (number). place across either end of the runway being 323.1 Note: Aircraft arrester gear may be used for either used. (P)(N)(R) approach-end or departure-end engagements depending upon the type of fighter aircraft. For example, CF18 operators often prefer an approach- end system for landing and a departure-end system for takeoff. 323.1 Reference: Arrester Cables; AGA 9.1, TC AIM.

323.2 323.2 Phraseology: Issue a cautionary to all aircraft taxiing over an CAUTION APPROACH END CABLE IS UP. arrester cable. (P)

323.3 If requested, inform an aircraft of: A. the distance of an in-place cable from the threshold; or B. the distance between in-place cables, if applicable.

2006-04-13 ATC 3-22 330 DEPARTURES

331 GENERAL

331.1 Reply to requests for radio checks and issue taxi instructions as necessary.

331.2 331.2 Note: Obtain and relay IFR clearances to departing This may be done using NFPDS and EXCDS aircraft by voice or by electronic platforms platforms. PDC delivery of ATC clearances are intended for this use. (N)(R) delivered via AGDL. 331.2 Reference: Clearance Format; 412.

332 PRE-TAXI

332.1 332.1 Note: Reply to a request for a radio check in the The readability scale using figures 1 to 5 has the following form: following meaning. READABILITY DESCRIPTION 1 Unreadable 2 Readable now and then 3 Readable but with difficulty 4 Readable 5 Perfectly readable A. (Aircraft identification). B. (Unit identification if required). (R) 332.1 B. Reference: Unit Identification; 215. C. READ YOU (Readability number). D. (Time and altimeter if appropriate).

332.2 You should limit or suspend routine radio maintenance checks during periods of heavy traffic.

333 IFR CLEARANCE

333.1 333.1 Note: You should obtain and relay the IFR clearance Any change to an aircraft’s original flight plan will before the aircraft begins to taxi if practicable. render the PDC datalink clearance invalid and will (N)(R) require the delivery of a new clearance by voice. 333.1 Reference: Clearances, Instructions and Readbacks; 133. Relay; 416. Release Time; 443.

2003-04-17 ATC 3-23 333.2 Relay an IFR clearance by voice in the following form: A. (Aircraft identification). B. (Unit identification, if required). (N)(R) * 333.2 B. Note: The recommended practice is to deliver the initial IFR clearance before the aircraft enters the departure runway thus avoiding delays while in position. 333.2 B. Reference: Unit Identification; 215. C. IFR CLEARANCE (wait for the aircraft to indicate that it is ready to copy). D. ATC CLEARS (clearance verbatim, as received from the IFR unit).

333.3 333.3 Phraseology: Check the details of the voice readback to READBACK CORRECT, TIME (if required) (four ensure that the aircraft has received the correct figure group) clearance and issue the time if a CC, EAC, EFC 333.3 Note 1: The aircraft must read back the clearance and any or other time was issued as part of the corrections except that traffic information may be clearance. (P)(N)(R) acknowledged by the phrase “traffic received”. 333.3 Note 2: Issuing the time to an aircraft will ensure the timely execution of CC, EAC and EFC restrictions. 333.3 Reference: Clearances, Instructions and Readbacks; 133. Compliance with ATC Instructions and Clearances; 602.31, CARs.

333.4 333.4 Note: Compare the pilot-provided Flight Plan Unique An incorrect FPUI will require voice delivery of the Identifier (FPUI) with the FPUI on the tower’s clearance. EXCDS display for accuracy. (N)

334 TAXI AUTHORIZATION

334.1 334.1 Phraseology: Do not authorize an aircraft to “push-back” or PUSH-BACK/POWER-BACK AT YOUR “power-back” from a loading position on the DISCRETION — and if possible — TRAFFIC apron. Inform a pilot who requests approval for (description). 334.1 Note: “push-back” or “power-back” that such action is Pilots may use the term “power-back” to indicate at the pilot's discretion and inform the pilot of that the power from the aircraft's engines is used to pertinent traffic. (P)(N) move the aircraft back from a loading position.

334.2 Instruct an aircraft to either “cross” or “hold short” of any runway it will cross while taxiing.

2003-04-17 ATC 3-24 334.3 334.3 Note: Issue a taxi authorization in the following form: Do not use the word “TO” in the route if an aircraft's (N) destination is a runway. A. (Aircraft identification). B. (Unit identification if required). (R) 334.3 B. Reference: Unit Identification; 215. C. RUNWAY (number). D. WIND (direction and speed). 334.3 D. Reference: Altimeter Settings and Wind Information; 135. E. ALTIMETER (setting). F. TAXI VIA (route) or CONTINUE TAXI, VIA 334.3 F. Phraseology: (route), (if applicable), CROSS RUNWAY To a departure runway — (number) or HOLD SHORT OF (runway TAXI VIA BRAVO. number or taxiway) or HOLD (position or To a departure runway via multiple taxiways — TAXI VIA BRAVO AND DELTA. direction relative to a position, runway, To cross a runway while taxiing towards the taxiway, other). (P)(N)(R) departure runway — TAXI VIA BRAVO, CROSS RUNWAY 28. To cross more than one runway or taxiway while taxiing towards the departure runway — TAXI VIA BRAVO, DELTA, CROSS RUNWAY 28 AND RUNWAY 33. To an intermediate point — TAXI VIA ECHO AND FOXTROT, HOLD SHORT OF GOLF RUNWAY 28. To resume taxiing — CONTINUE TAXI ACROSS RUNWAY 28 AND GOLF. 334.3 F. Note: Initial movement instructions given to an aircraft or vehicle should only include that portion of the intended route to the first “hold” area or intermediate point. 334.3 F. Reference: Clearances, Instructions and Readbacks; 133. Taxi Information; 303. Arrivals and Departures; 352. G. (Other information such as traffic, airport 334.3 G. Note: conditions or RVR). (N) Aircraft taxiing behind jet aircraft in freezing conditions may experience aggravated engine and airframe icing. Be alert to pilot advisories that increased taxi intervals may be required during freezing conditions. H. CONTACT TOWER (frequency) NOW/AT 334.3 H. Note: (location/time)/HOLDING SHORT or The optional use of the term “holding short” may be MONITOR TOWER (frequency) NOW/AT considered as a location for the purposes of (location/time). (N) communication transfer. The use of the term is not considered a restriction and does not require a readback.

334.4 You may authorize a departure from an intersection provided: A. the aircraft requests it; or

2003-07-10 ATC 3-25 B. you suggest it and the aircraft accepts it.

334.5 334.5 Phraseology: Inform the aircraft of the usable length of RUNWAY LENGTH REMAINING FROM INTER- runway remaining before suggesting a SECTION OF (taxiway) (number) FEET; ARE YOU departure from an intersection. (P)(R) ABLE TO DEPART FROM THE INTERSECTION? 334.5 Reference: Display of runway status; 213, ATSAMM.

334.6 334.6 Phraseology: Precede a refusal or delay to a request, with the NEGATIVE HOLD YOUR POSITION (reason); word “NEGATIVE” followed by further — or — instructions and if necessary, the reason. (P) NEGATIVE HOLD SHORT OF RUNWAY (number) (reason).

334.7 334.7 Reference: You need not include the altimeter in a taxi Pre-flight Radio Check; 332.1. authorization if the information was issued in a pre-flight radio check. (R)

334.8 You need not include the runway and wind in a taxi authorization if the information is included in the current ATIS broadcast and the aircraft acknowledges receipt of that broadcast.

335 SUCCESSIVE IFR DEPARTURES — VISUAL SEPARATION

335.1 335.1 Reference: You may release a successive departing IFR Successive IFR Departures — Visual Separation; aircraft from the same runway provided the 312, ATSAMM. following conditions are met: (R) A. your visual observation confirms that the 335.1 A. Note 1: preceding IFR aircraft has departed and has Required ceiling and visibility will vary with each turned to clear the departure path of the runway configuration and types of aircraft. In each succeeding aircraft, or has reached a point instance, they must be sufficient for the airport controller to see that the leading aircraft is clear of on its departure path where it will no longer the intended departure track of the following aircraft. conflict with the departure path of the Either or both aircraft may turn. succeeding aircraft; (N)(R)(D) 335.1 A. Note 2: Consider aircraft type, probable rotation point and the turn radius of the following aircraft when deciding the point at which the leading aircraft is clear of the assigned track of the following aircraft. 335.1 A. Reference: Terrain Clearance; 554.1 C. Note.

2003-07-10 ATC 3-26 335.1 A. Diagram 1:

30 DEGREES OR MORE

335.1 A. Diagram 2:

30 DEGREES OR MORE

B. initial departure tracks diverge by 30 335.1 B. Phraseology: degrees or more; (P) FLY HEADING (number) — and if an altitude restriction is required — MAINTAIN (altitude). C. applicable wake turbulence minima are 335.1 C. Reference: complied with, unless waived by the Wake Turbulence; 128. succeeding aircraft; (R) Wake Turbulence — Minima; 382. Aircraft Initiated Waiver; 384. Wake Turbulence Minima; 533. D. traffic information is passed to the 335.1 D. Phraseology: succeeding aircraft; and (P)(E) TRAFFIC (aircraft type) TURNING (left/right). CLEARED FOR TAKEOFF RUNWAY (number). 335.1 D. Example: GOLF CHARLIE ROMEO FOXTROT, TRAFFIC IS A DASH 8 IN A LEFT TURN, CLEARED FOR TAKEOFF RUNWAY 27. *E.the procedure to be followed shall be in 335.1 E. Reference: accordance with a unit directive or Successive IFR Departures — Visual Separation by Arrangement approved by the Manager, Airport Controllers; 312, ATSAMM. ATS Standards and Procedures, NAV CANADA. (R)

2006-07-20 ATC 3-27 335.2 335.2 Note 1: You may use visual separation to release This procedure may be applied between aircraft successive departing IFR aircraft from a runway departing from: different from that used by a preceding IFR A. intersecting runways; B. non-intersecting runways; departing aircraft provided the following C. parallel runways, where one aircraft will turn conditions are met: (N)(R) towards the adjacent parallel runway. It is not applicable between aircraft departing from parallel runways and are required to maintain runway heading (normally due to noise abatement), or follow tracks that diverge by less than 15 degrees immediately after take off. 335.2 Note 2: Aircraft departing from parallel runways and following tracks that diverge by at least 15 degrees immediately after take-off may be separated in accordance with ATC MANOPS 553.1. 335.2 Reference: Successive IFR Departures - Visual Separation by Airport Controllers; 312, ATSAMM. A. if either aircraft will turn toward, or will cross through the departure path of the other, initial tracks diverge by 30 degrees or more; B. your visual observation confirms that the 335.2 B. Note: preceding aircraft has reached a point 335.1 A. Note applies here. where it will no longer conflict with the departure path of the succeeding aircraft; (N) C. if required: 1. applicable wake turbulence minima are 335.2 C. 1 Reference: complied with, unless waived by the Wake Turbulence; 128. succeeding aircraft; (R) Wake Turbulence — Minima: 382. 2. traffic information is passed to the 335.2 C. 2. Phraseology: succeeding aircraft; and (P) TRAFFIC (details as required) (if required CAUTION, POSSIBLE WAKE TURBULENCE), CLEARED FOR TAKE OFF RUNWAY (number). *D.the procedure is conducted in accordance with a unit directive and an Arrangement with the applicable IFR unit.

336 TAKE-OFF PROCEDURES

* 336.1 * 336.1 Phraseology: Inform an aircraft of the reason for the delay if it TAXI TO POSITION AND WAIT, TWO MINUTE IFR is taxied to position and instructed to “WAIT”. DELAY. (P)(N)(R) BACKTRACK RUNWAY (number) TO POSITION AND WAIT, TRAFFIC LANDING RUNWAY (number). * 336.1 Note: Delays may be caused by preceding landing/ departing traffic, IFR delays or CRDA positioning. * 336.1 Reference: Delays to aircraft; 336.16.

2006-07-20 ATC 3-28 * 336.2 * 336.2 Phraseology: Specify the name of the taxiway or intersection TAXI TO POSITION (if departure is from the with the instruction to taxi or backtrack to threshold). position. (P) TAXI TO POSITION AT DELTA (if departure is from a taxiway). TAXI TO POSITION AT RUNWAY 24 INTERSECTION (if departure is from a runway intersection). BACKTRACK RUNWAY (number) TO POSITION AT DELTA. (If the aircraft must backtrack the departure runway for a departure from an intersection or taxiway). ADVISE WHEN READY.

* 336.3 * 336.3 Note 1: Unless takeoff clearance can be issued within It is expected that an IFR release will be obtained three minutes of the time the aircraft arrives at within three minutes of the time the departing IFR the point from which the takeoff run will begin, aircraft reaches the point from which the takeoff run will begin. do not instruct a departing aircraft to taxi to * 336.3 Note 2: position on an arrival runway: (N) Operational characteristics of some aircraft may require an extended period of time on the runway. The requirement to issue a clearance within three minutes may be waived in these situations. *A.at night; *B.during IFR meteorological conditions; or *C.if it will not be visible from the tower.

* 336.4 Except as specified in 336.16, inform an aircraft that is holding short of the runway of the reason for a delay if: A. it appears that a take-off clearance may be delayed for more than 3 minutes; and B. the reason is not apparent. (N) * 336.4 B. Note: For example, you would not be expected to inform an aircraft if the reason for delay is another aircraft ahead waiting for takeoff or an aircraft on final approach.

336.5 336.5 Note: You may taxi more than one aircraft to position “Position" may be any point on the runway for takeoff on the same runway, intersecting requested or accepted by the pilot and approved by runways or non-intersecting runways whose the controller. flight paths cross, provided: (N) A. the aircraft are sequenced in accordance 336.5 A. Note: with 336.6; (N) Caution should be exercised to prevent confusion among the involved aircraft.

2002-01-24 ATC 3-29 B. all aircraft are visible to the airport 336.5 B. Note: controller; (N)(R) If visibility does not permit visual observation of the aircraft, ASDE may be used to confirm an aircraft's position. 336.5 B. Reference: Airport Surface Detection Equipment; 307. C. traffic information is given to the second and subsequent aircraft in the departure sequence; and *D.you specify the name of the runway * 336.5 D. Reference: intersection or taxiway if “position” is not at Taxi to Position; 336.2. the threshold. (R)

336.6 336.6 Phraseology: If a departing aircraft is not number one, issue a For intersecting runways/flight paths - departure sequence number in the following NUMBER TWO FOR DEPARTURE, TRAFFIC form: (P) SEVEN TWENTY SEVEN DEPARTING RUNWAY (number). For same runway - NUMBER TWO FOR DEPARTURE, TRAFFIC KINGAIR IN POSITION (distance) FEET AHEAD. - or - NUMBER TWO FOR DEPARTURE, TRAFFIC KINGAIR IN POSITION AT (name of intersection). A. Aircraft Identification. B. Number (sequence). C. Type and position of preceding departure.

336.7 336.7 Phraseology: If requesting an IFR release specify the runway REQUEST RELEASE (aircraft ident) RUNWAY from which the aircraft will depart. (P) (number).

* 336.8 * 336.8 Reference: Include the name of the intersecting runway or Take-Off Clearance; 336.12. taxiway from which an aircraft will depart in the take-off clearance. (R)

336.9 336.9 Phraseology: Issue alternate instructions with a clearance for CLEARED FOR IMMEDIATE TAKEOFF RUNWAY an immediate takeoff unless you have (number) IF UNABLE, HOLD SHORT OF RUNWAY. previously determined that the aircraft can TAXI TO POSITION (AT LOCATION IF NOT THE THRESHOLD), BE READY FOR IMMEDIATE comply. (P)(N)(R) DEPARTURE. ARE YOU ABLE AN IMMEDIATE DEPARTURE? — then — CLEARED FOR IMMEDIATE TAKEOFF RUNWAY (number). 336.9 Note: Aircraft unable to comply with an immediate takeoff clearance are expected to hold their position and advise the tower accordingly.

2002-01-24 ATC 3-30 * 336.9 Reference: Wake Turbulence Avoidance; 383. Takeoff Clearance; RAC 4.2.8., TC AIM.

336.10 Consider known aircraft operating characteristics and the effect that precipitation and surface conditions may have on the aircraft's ability to comply with an immediate take-off clearance.

336.11 336.11 Reference: If the wind speed is 15 knots or greater issue Altimeter Settings and Wind Information; 135. the direction and speed in the take-off Units of Measurement; 214. clearance. (R)

336.12 336.12 Phraseology: Issue a take-off clearance in the following form: ADVISE WHEN READY. (P)(N)(R) WAIT! (reason for the delay). TAXI TO POSITION. BACKTRACK RUNWAY (number). LEFT/RIGHT TURN OUT, CLEARED FOR TAKE- OFF RUNWAY (number). 336.12 Note: A take-off clearance is normally issued on a tower frequency published in the Canada Air Pilot for that unit. * 336.12 Reference: Backtrack; Definitions. Visual Scanning - Manoeuvring Area; 308. Takeoff Clearance; RAC 4.2.8., TC AIM. A. (Aircraft identification). B. (Unit identification, if required). (R) 336.12 B. Reference: Unit Identification; 215. C. (Special information, such as a hazard or obstruction). D. (Control instruction, such as a turn or heading after takeoff). E. (Wind information, if required). 336.12 E. Reference: Altimeter Settings and Wind Information; 135. F. CLEARED FOR TAKE-OFF RUNWAY (number) - if from the threshold or - FROM (name of taxiway or runway intersection), CLEARED FOR TAKE-OFF RUNWAY (number).

336.13 336.13 Phraseology: You may clear the aircraft for the option CLEARED FOR THE OPTION RUNWAY (number). provided: (P)(N)(R) 336.13 Note: Normally this clearance is used during light traffic conditions.

2006-01-19 ATC 3-31 336.13 Reference: Cleared for the Option; Definitions. A. the aircraft requests it; and B. traffic permits.

336.14 336.14 Note: Confirm the departing aircraft's intentions In this situation, response means: before issuing a landing clearance to an A. immediate verbal communications, in reply to arriving aircraft using the same runway if no the clearance; or B. observed movement or non-movement of the response is received from the departing aircraft followed by verbal confirmation. aircraft. (N)

336.15 Combine take-off clearance with instructions to change from tower frequency if: A. direct communication with the next control sector/unit is needed immediately after takeoff; and B. the aircraft is a UHF-equipped, military 336.15 B. Phraseology: fighter that you know is operated by only MONITOR GUARD AND CONTACT DEPARTURE one pilot. (P)(N) CONTROL (frequency) NOW, CLEARED FOR TAKEOFF RUNWAY (number). 336.15 B. Note: Use of this phraseology ensures that 243.0 MHz will be available as a back-up communication frequency if an unusual situation occurs after the aircraft has been changed from tower frequency.

336.16 336.16 Phraseology: Inform a departing aircraft of the reason for a NEGATIVE, HOLD SHORT WAKE TURBULENCE delay and the type and position of the (type and position of wake-creating aircraft); preceding departing aircraft if: (P)(R) — or — TAXI TO POSITION AND WAIT, WAKE TURBULENCE, (type and position of wake-creating aircraft). 336.16 Reference: Minima; 382. Wake Turbulence Avoidance; 383. Wake Turbulence Minima; 533. A. the requested take-off clearance is being denied solely because of wake turbulence separation requirements; and B. a pilot-requested waiver can be granted. (R) 336.16 B. Reference: Aircraft Initiated Waiver; 384.

336.17 If a requested clearance has been withheld or delayed, issue a clearance as soon as conditions permit without waiting for a further request from the aircraft.

2006-01-19 ATC 3-32 336.18 Give the “time off” if the aircraft requests it.

337 CANCELLATION OF TAKE-OFF CLEARANCE

337.1 337.1 Phraseology If circumstances require, cancel a previously If a clearance to take off is cancelled: issued take-off clearance and, when A. before the aircraft has started to roll — appropriate, inform the aircraft of the reason. TAKE-OFF CLEARANCE CANCELLED; B. after the aircraft has started to roll — (P)(N) ABORT TAKEOFF. 337.1 Note: An aborted takeoff is an emergency procedure employed in situations where to continue would present a grave hazard to the aircraft. A controller- initiated abort of takeoff should be viewed as an extreme measure to be used only where there is no clear alternate course of action. 338 VFR DEPARTURE OF AN IFR AIRCRAFT

338.1 Obtain approval from the appropriate IFR unit if an IFR aircraft specifically requests: A. permission to depart and maintain VFR until an IFR clearance is received; or B. an IFR clearance to fly in accordance with VFR until a specified time, altitude, or location.

338.2 338.2 Reference: Inform the appropriate IFR unit if an IFR aircraft Closing and Canceling IFR Flight Plans or Flight closes its IFR flight plan. (R) Itineraries; 404.

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2002-01-24 ATC 3-33 340 ARRIVALS

341 LANDING INFORMATION

341.1 341.1 Note: Issue landing information to arriving aircraft: (N) You need not issue information that you know the aircraft has already received. A. on initial contact; or B. as soon as practicable. (N) 341.1 B. Note: Landing information should be issued in time to be of use to the pilot.

342 INITIAL CLEARANCE

342.1 Issue an initial clearance in the following form: A. (Aircraft identification); B. (Unit identification if required); (R) 342.1 B. Reference: Unit Identification; 215. C. RUNWAY (number); D. WIND (direction and speed); (R) 342.1 D. Reference: Altimeter Settings and Wind Information; 135. E. ALTIMETER (setting); F. CLEARED TO THE CIRCUIT (other specific point); G. radar identification (if required); (R) 342.1 G. Reference: Radar Identification; 511. H. (request for position reports as required); and I. (other information, such as traffic, 342.1 I. Phraseology: simultaneous crossing runway operations or SIMULTANEOUS OPERATIONS ON airport conditions). (P) INTERSECTING RUNWAYS (number) AND (number) IN EFFECT.

342.2 342.2 Phraseology: You may clear an aircraft directly to base leg or CLEARED RIGHT/LEFT BASE. final approach provided traffic permits. (P)(N) CLEARED STRAIGHT-IN APPROACH. 342.2 Note: An aircraft cleared to the circuit will join on the downwind leg unless otherwise instructed.

342.3 342.3 Note: You may clear a VFR aircraft to hold at a Although referred to as VFR Holding, the expression geographic location, a published VFR Check- to be used by controllers when issuing clearances to Point or VFR Call-Up Point in the control zone, hold is “ORBIT”. A VFR pilot may not know how to hold but will know how to orbit. If the instruction is to await a position in the landing sequence. not acceptable to the pilot, the pilot is expected to (N)(R) say so and request alternate instructions. * 342.3 Reference: Initial Clearance — VFR Holding Procedures; RAC 4.4.2, TC AIM.

2002-01-24 ATC 3-34 342.4 Include the following information in a VFR holding clearance: A. location of holding, expressed in one of four 342.4 A. Phraseology: cardinal points and direction of turns; (P) ORBIT WEST/EAST/NORTH/SOUTH OF (fix), RIGHT/LEFT TURNS. B. specified holding time; and C. traffic information. (P) 342.4 C. Phraseology: TRAFFIC (type of aircraft), HOLDING AT (fix), RIGHT/LEFT TURNS. — or — TRAFFIC (type of aircraft), PROCEEDING TO (fix), WILL MAKE RIGHT/LEFT TURNS. — or — TRAFFIC (type of aircraft) (direction) BOUND (position).

342.5 342.5 Phraseology: You may approve a full or partial circuit opposite CLEARED TO RIGHT/LEFT-HAND DOWNWIND. to the designated circuit provided traffic CLEARED TO RIGHT/LEFT BASE. permits. (P)

342.6 Give consideration to noise abatement requirements and other pertinent regulations before you authorize a deviation from the designated traffic circuit.

342.7 Know the distance and direction of each prominent landmark that may be used as a visual reporting point within a 25 mile radius of the airport.

342.8 Assist aircraft in determining the location of a visual reporting point if necessary.

342.9 342.9 Note: In all communications between ATC and pilots, VFR waypoints are being published to allow location refer to VFR waypoints by their full name and of reporting points with greater ease by the use of not by their unique five-letter identifiers. (N) GPS and other Area Navigation receivers. These waypoints depicted in latitude and longitude use unique five-letter identifiers beginning with the letters “VC”.

2006-01-19 ATC 3-35 343 APPROACH CLEARANCE

343.1 343.1 Phraseology: Issue a further clearance, to an aircraft that FOLLOW THE (aircraft type) ON RIGHT (OR LEFT) reports at the limit of its initial clearance, in the BASE. following form: (P)(N) EXTEND DOWNWIND. MAKE A LEFT (OR RIGHT) THREE SIXTY. 343.1 Note: An aircraft that reaches the limit of its clearance without further clearance being issued can be expected to continue with the circuit. A. (Aircraft identification). B. NUMBER (sequence). C. (Approach instructions, such as position, type, and, if significant, the color of the aircraft to follow, if not number one on approach).

343.2 343.2 Phraseology: Do not clear an aircraft for a simulated SIMULATED (type) APPROACH APPROVED. approach. You may, however, approve a MAINTAIN VFR AT ALL TIMES. simulated approach provided: (P) A. traffic permits; and B. you instruct the aircraft to maintain VFR at all times.

344 LANDING CLEARANCE

344.1 You should issue landing clearance: A. 1. when you are satisfied that the aircraft is on approach to the correct runway; or 2. before the aircraft turns final if it is doing an overhead break; and B. you determine that the prescribed runway 344.1 B. Reference: separation will exist. (R) Arrivals and Departures; 352.

344.2 Issue a landing clearance without waiting for a request from the aircraft.

344.3 Issue a landing clearance in the following form: A. (Aircraft identification). B. (Unit identification if required). (R) 344.3 B. Reference: Unit Identification; 215. C. (Special information, such as hazard or obstruction).

2006-01-19 ATC 3-36 D. (Control instruction, such as a runway exit 344.3 D. Phraseology: instruction). (P) MAKE FULL-STOP LANDING. EXIT ON (taxiway identification) E. (Wind information, if required). (R) 344.3 E. Reference: Issuing Wind; 344.12 and 344.13. F. CLEARED (operation) RUNWAY (number). 344.3 F. Phraseology: (P) CLEARED TO LAND RUNWAY (number). CLEARED FOR TOUCH-AND-GO RUNWAY (number). CLEARED FOR LOW APPROACH RUNWAY (number). CLEARED FOR STOP-AND-GO RUNWAY (number).

344.4 344.4 Reference: You may authorize ground traffic to cross the Traffic Information; Definitions. landing runway after a landing clearance has Visual Scanning – Manoeuvring Area; 308. been issued provided: (R) Possible pull-up; 344.10. A. the conditions in 308.2 are met; (R) * 344.4 A. Reference: Landing Clearance; RAC 4.4.3, TC AIM. B. an operational advantage will be gained; C. you consider: 1. the type and performance of ground and airborne traffic; 2. the runway condition; 3. other factors that may have an impact on 344.4 C. 3. Note: the operation; and (N) Other factors may include: A. the crossing point; B. the weather or visibility; C. night-time operations; D. the requested crossing activity, i.e., towing, runway check, etc. D. the landing aircraft is advised of the location 344.4 D. Phraseology: and the type of the crossing traffic if the (A/C ident), (type of ground traffic) CROSSING AT activity will take place in such a manner to (location). warrant the aircraft's attention. (P)(N) 344.4 D. Note: Traffic information should be provided so as to minimize disruptions during a critical phase of flight.

344.5 Subject to the prohibition in 344.6, you may clear an aircraft for a low approach to a runway whose surface is occupied provided: A. specific instructions and/or restrictions are 344.5 A. Note: issued when required; and (N) Regional or local management may issue directives for controllers to issue an altitude or turn restriction to aircraft operating over an occupied runway. Consideration should be given, but not be restricted, to turbulence and jet blast generated by heavy aircraft operating over unprotected personnel or small aircraft.

2006-01-19 ATC 3-37 B. relevant traffic information is exchanged. 344.5 B. Phraseology: (P)(N) To the aircraft: (aircraft ident), (unit ident, if required), (instructions/ restrictions), TRAFFIC AIRCRAFT/ VEHICLE/ PERSONNEL (location), CLEARED LOW APPROACH RUNWAY (number). To the person on or near the runway: (aircraft type) ON LOW APPROACH RUNWAY (number), (other information). 344.5 B. Note: It is mandatory that traffic be passed to both the aircraft doing the low approach and the aircraft, vehicle or personnel on or near the runway. In some cases, where the aircraft, vehicle or personnel on the ground will not be in continuous communication with the tower, exchange of information on anticipated traffic should be made in advance.

344.6 344.6 Reference: Do not clear an IFR aircraft for a low approach if ILS Operation; 192. the ground vehicles, on or near the runway, are within interference range of the functioning ILS transmitter being used by the aircraft. (R)

344.7 344.7 Phraseology: You may clear an aircraft for the option CLEARED FOR THE OPTION RUNWAY (number). provided: (P)(N)(R) 344.7 Note: Normally this clearance is used during light traffic conditions. 344.7 Reference: Cleared for the Option; Definitions.. A. the aircraft requests it; and B. traffic permits.

344.8 If an aircraft is doing a radar approach: A. issue the appropriate clearances, control instructions, and other pertinent information through the precision controller; and B. provide landing clearance or alternate 344.8 B. Note: instructions before the aircraft reaches 2 If a military precision radar controller does not miles from the end of the runway. (N) receive a landing clearance or other instruction from the tower by the time an aircraft doing a radar approach is one mile from the end of the runway, instructions to execute a missed approach will be issued.

2006-01-19 ATC 3-38 344.9 344.9 Note: If an aircraft is doing an emergency surveillance Depending on the weather conditions and the approach, issue a landing clearance to the IFR nature of the emergency, it is expected that controller before: (N)(R) controllers will use their judgment in notifying emergency services unless such services are requested by the aircraft. 344.9 Reference: Surveillance Approaches; 670. A. the aircraft is 2 miles from the end of the runway; or B. when requested by the IFR controller.

344.10 344.10 Phraseology: Advise the aircraft to continue approach but to CONTINUE APPROACH, POSSIBLE PULL-UP. be prepared for a possible pull-up if it appears that the runway may not be clear. (P)

344.11 344.11 Phraseology: Instruct the aircraft to pull-up if necessary. PULL-UP AND GO AROUND, (reason). (P)(N) 344.11 Note 1: This instruction is to be issued regardless of whether a landing clearance has been issued. 344.11 Note 2: Unless otherwise instructed by ATC, a VFR aircraft, or an IFR aircraft conducting a visual approach, should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern on the crosswind leg. An aircraft conducting an instrument approach should execute the published missed approach procedure unless alternate missed approach instructions have been issued by ATC.

344.12 344.12 Reference: If the wind speed is 15 knots or greater, issue Altimeter Settings and Wind Information; 135. the direction and speed when the aircraft is Units of Measurements; 214. approximately 2 miles from the end of the runway. (R)

344.13 Broadcast the wind direction and speed periodically for the benefit of all aircraft on final approach if traffic prevents you from giving this information to individual aircraft.

345 TAXI AUTHORIZATION

345.1 345.1 Note: Issue instructions for an aircraft to exit the Unless otherwise instructed by the tower, a landing runway in the following form: (N)(R) aircraft will continue to taxi in the landing direction, proceed to the nearest suitable taxiway and exit the runway without delay. * 345.1 Reference: Taxiing; RAC 4.4.4, TC AIM.

2006-01-19 ATC 3-39 A. (Aircraft identification). B. (Unit identification if required). (R) 345.1 B. Reference: Unit Identification; 215. C. (Instructions for exiting the runway). (P)(R) 345.1 C. Phraseology: BACKTRACK TO (exit point). 345.1 C. Reference: Backtrack; Definitions. D. CONTACT GROUND (frequency) NOW/ WHEN OFF/AT (location).

345.2 Normally, do not change an aircraft to ground control until it is off the runway in use.

345.3 345.3 Reference: Issue taxi authorization, to an aircraft that has Clearances, Instructions and Readbacks; 133. exited the runway in use, in the following form: Taxi Information; 303. (R) A. (Aircraft identification). B. (Unit identification if required). (R) 345.3 B. Reference: Unit Identification; 215. C. TAXI or CONTINUE TAXI, VIA (route), TO 345.3 C. Phraseology: (destination or other location), CROSS To destination: RUNWAY (number) or HOLD (position or TAXI VIA DELTA AND BRAVO TO THE APRON. direction relative to a position, runway, To an intermediate point: TAXI VIA GOLF AND FOXTROT, HOLD SHORT OF taxiway, other). (P)(R) ECHO. To resume taxiing: CONTINUE TAXI VIA ECHO TO THE FLYING CLUB. 345.3 C. Reference: Taxi Authorization; 334. D. (Special instructions or information such as traffic or airport conditions).

345.4 Give the “time on” if the aircraft requests it.

346 CATEGORY II/III ILS APPROACHES

346.1 346.1 Reference: Advise the IFR unit if an essential element of Category II/III ILS Approaches; 140. the Category II/III system fails. (R)

346.2 346.2 Note: Switch to diesel generated power in sufficient If a runway is placed on Category II/III status, the time to allow the Category II/III system to be on-site diesel power system is the “primary” source serviceable if: (N) and the commercial power becomes the “standby”. A. the approach runway is a Category II/III ILS runway;

2006-01-19 ATC 3-40 B. you have received an estimate on an inbound flight; and C. the following conditions exist or are anticipated: 1. ceiling of less than 200 feet; or 2. RVR reading of less than 2,600 feet.

346.3 346.3 Reference: Operate airport lighting in accordance with Runway Lights; 374. section 370, except that, during weather conditions which may cause the lights to ice over, the centreline and touchdown zone lights may be left off until the aircraft is by the outer marker or final approach fix on final. (R)

346.4 Hold aircraft or vehicles at least 250 feet from a functioning ILS transmitter while a Category II/ III ILS approach is being conducted.

346.5 After an arriving aircraft has passed the FAF during a Category II/III ILS approach, do not authorize aircraft or vehicles to proceed: A. onto the runway to which the aircraft is conducting the CAT II/III approach; or B. within designated areas where their 346.5 B. Note: presence will or may affect ILS signals. (N) It is the responsibility of the Airport Operator to arrange for an effective method of regulating vehicular traffic crossing approach paths and to designate the areas where the presence of aircraft or vehicles will or may affect ILS signals.

INTENTIONALLY LEFT BLANK

2005-01-20 ATC 3-41 350 AIRPORT TRAFFIC

351 APPLICATION

351.1 351.1 Note: Issue clearances and instructions, as 351.1 Diagram follows paragraph 351.8. necessary, to maintain a safe, orderly, and expeditious flow of airport traffic. (N)(D)

351.2 You may assign an altitude to a VFR aircraft to provide separation from: A. a specific airspace; B. a specific IFR or VFR traffic flow; or C. other aircraft. (R) 351.2 C. Reference: Separation; 392.

351.3 Keep aircraft informed of pertinent airport traffic.

351.4 Altitude restrictions should be applied in the form of “NOT ABOVE” or “NOT BELOW” feet.

351.5 351.5 Reference: Do not apply altitude restrictions that Minimum Altitudes and Distances; 602.14, CARs. contravene the terrain clearance requirement. (R)

351.6 351.6 Reference: You should consider surrounding terrain before Tower Radar Use; 218, ATSAMM. you assign or suggest an altitude to a VFR aircraft. (R)

351.7 351.7 Note: Ensure that separation is provided from other A visual approach is not an instrument approach airport traffic by issuing necessary clearances procedure. There is no published procedure and instructions whenever an IFR aircraft on a associated with a missed visual approach. * 351.7 Reference: visual approach must execute a go-around. Go Around; Definitions. (N)(R) Visual Approach; 344.11 Note 2. Visual Approach; RAC 9.6.2, TC AIM.

351.8 351.8 Phraseology: You may issue speed adjustment instructions REDUCE TO APPROACH SPEED. as an aid to establish visual separation INCREASE/REDUCE SPEED AS MUCH AS provided you do not assign an IAS. (P) PRACTICABLE. MAINTAIN PRESENT SPEED. RESUME NORMAL SPEED.

2005-01-20 ATC 3-42 351.1 Diagram:

STANDARD LEFT-HAND TRAFFIC CIRCUIT AIRCRAFT JOINING THE CIRCUIT FROM THE UPWIND SIDE OF THE RUNWAY ARE TO REMAIN CLEAR OF STIPPLED AREAS

UPWIND

FINAL ARRIVALS DEPARTURES BASE CROSSWIND CROSSWIND

DOWNWIND

MILITARY OVERHEAD-BREAK CIRCUIT

AIRCRAFT ENTERS INITIAL FROM ANY DIRECTION AND BREAKS DURING FIRST 3RD OF RUNWAY

INITIAL 3 TO 5 MILES *

OVERHEAD PATTERN THE OVERHEAD PATTERN IS NORMALLY CONDUCTED 500 FEET ABOVE STANDARD TRAFFIC CIRCUIT THE STANDARD CIRCUIT UNTIL TURN ONTO BASE IS COMMENCED

2006-01-19 ATC 3-43 352 ARRIVALS AND DEPARTURES

352.1 Use the following rationale when applying paragraphs in this section: A. Consider an aircraft doing a touch-and-go as an arriving aircraft until it lands and thereafter as a departing aircraft. B. Consider an aircraft doing a stop-and-go as an arriving aircraft until it stops and thereafter as a departing aircraft. C. Consider an aircraft doing a low approach as an arriving aircraft until it crosses the runway threshold or discontinues the approach and thereafter as a departing aircraft.

352.2 Separate an arriving aircraft from a preceding aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists: A. the preceding aircraft has landed and taxied 352.2 A. Diagram: off the runway; (D)

B. the preceding aircraft has landed or is over 352.2 B. Diagram: the landing runway; and (D)

NORMAL STOPPING DISTANCE OF SECOND AIRCRAFT

2006-01-19 ATC 3-44 1. is at a distance from the threshold 352.2 B. 1. Note 1: sufficient to allow the arriving aircraft to Controllers are cautioned to take into consideration complete its landing roll without the aircraft types, their performance, the runway jeopardizing safety; and (N)(R) condition and other factors that may impact on the operation. 352.2 B. 1. Note 2: The sufficient distance depicted in 352.2 B. Diagram need not be equal to the anticipated stopping distance of the second aircraft, provided the second aircraft is a light aircraft and you are satisfied no danger of collision exists. 352.2 B. 1. Reference: Wake Turbulence; 128. 2. the arriving aircraft is advised of the 352.2 B. 2. Phraseology: preceding aircraft's position and (type of aircraft) (location) EXITING TO THE intentions; (P) RIGHT/ON A TOUCH-AND-GO/(other), CLEARED TO LAND RUNWAY (number). C. the preceding aircraft is airborne; and 1. is at a sufficient distance from the 352.2 C. 1 Diagram: threshold that the arriving aircraft will not overtake it during the landing roll or conflict with it in the event of a missed approach; or (D)

2. has turned to avoid any conflict with the 352.2 C. 2 Diagram: arriving aircraft in the event of a missed approach. (D)

352.3 352.3 Reference: Separate a departing aircraft from a preceding Wake Turbulence; 380. aircraft using the same runway by ensuring that it does not begin take-off roll until one of the following conditions exists: (R)

2002-01-24 ATC 3-45 A. the preceding aircraft has landed and taxied 352.3 A. Diagram: off the runway, or there is every assurance that it will vacate the runway by the time the departure starts the take-off roll; (D)

B. the preceding aircraft has departed; and (D) 352.3 B. Diagram:

1. has turned to clear the departure path; or 2. has reached a point on the departure path where it will not conflict with the succeeding aircraft.

352.4 Separate an arriving aircraft from another aircraft using an intersecting runway, or non- intersecting runway if flight paths intersect, by ensuring that the arriving aircraft does not cross the landing threshold or flight path of the other aircraft until one of the following conditions exists:

2002-01-24 ATC 3-46 A. a preceding departing aircraft has: (N)(R)(D) 352.4 A. Note: An aircraft doing a low approach need not be considered an arriving/departing aircraft for the purposes of this paragraph, provided other control action has been taken to ensure no danger of collision exists; e.g., altitude restriction, heading/ climb restriction. 352.4 A. Reference: Application; 351. 352.4 A. Diagram 1:

2 352.4 A. Diagram 2:

1. passed the intersection or flight path; or 352.4 A. 1. Reference: (R) Wake Turbulence; 128. 2. turned to avoid any conflict;

2002-01-24 ATC 3-47 B. a preceding arriving aircraft has: (D) 352.4 B. Diagram 1:

1 352.4 B. Diagram 2:

1. taxied off the landing runway; 2. completed the landing roll and will hold 352.4 B. 2. Note: short of the intersection or flight path; or The preceding aircraft need not be stopped as long (N) as: A. it has decelerated to taxi speed before the succeeding aircraft crosses the landing threshold; and B. it will not enter the runway or cross the flight path being used by the succeeding aircraft. 3. passed the intersection or flight path. (R) 352.4 B. 3. Reference: Wake Turbulence; 128.

352.5 Separate a departing aircraft from an aircraft using an intersecting runway, or non- intersecting runway if flight paths intersect, by ensuring that the departing aircraft does not begin its take-off roll until one of the following conditions exists:

2002-01-24 ATC 3-48 A. a preceding departing aircraft has: (N)(R)(D) 352.5 A. Note: On non-intersecting runways where flight paths intersect at a considerable distance from the runway, this paragraph need not apply, provided other control action has been taken to ensure no danger of collision exists. 352.5 A. Reference: Wake Turbulence; 128. 352.5 A. Diagram 1:

352.5 A. Diagram 2:

3 1. passed the intersection; 2. crossed the departure runway; or 3. turned to avoid any conflict; B. a preceding arriving aircraft has: (D) 352.5 B. Diagram:

2002-01-24 ATC 3-49 1. taxied off the landing runway; 2. completed the landing roll and will hold 352.5 B. 2. Note: short of the intersection; (N) The preceding aircraft need not be stopped as long as: A. it has decelerated to taxi speed before the succeeding aircraft begins the take-off roll; and B. it will not enter the runway or cross the flight path being used by the departing aircraft. 3. passed the intersection; or 4. crossed over the departure runway. 352.5 B. 4 Reference: (R)(D) Wake Turbulence; 380. 352.5 B. 4 Diagram:

352.6 You may authorize simultaneous landings or a landing and a takeoff simultaneously on intersecting runways provided: A. use of this procedure is approved in unit 352.6 A. Reference: directives that specify: (R) Simultaneous Intersecting Runway Operations (SIRO); 214, ATSAMM. 1. which runways may be used; 2. the stopping distances available; and (N) 352.6 A. 2. Note: Stopping distances are not to be used for the purpose of avoiding obstructions beyond the applicable intersection. 3. the aircraft stopping distance groups that 352.6 A. 3. Reference: can be accommodated; (R) Aircraft Groups/Stopping Distance Tables; 214, ATSAMM. Stop Group; Air Traffic Designators, Part 1. B. the weather conditions are not less than a 352.6 B. Note: ceiling of 1,000 feet and visibility of 3 miles; In some cases this may require weather minima that (N) are higher than a ceiling of 1,000 feet and visibility of 3 miles. For example, when IFR aircraft are simultaneously approaching intersecting runways they may, depending on the angle between the runways, run out of radar separation while beyond 3 miles from the airport and above 1,000 feet AGL.

2002-01-24 ATC 3-50 C. an arriving aircraft is restricted from entering 352.6 C. Note 1: the runway to be used by the other aircraft When circumstances permit, apply the restriction to and, except if it is a helicopter, is advised of that aircraft which is normally better able to comply the stopping distance available; (N)(E) with the restriction. 352.6 C. Note 2: Stopping distance information need not be issued with each landing clearance if: A. an ATIS message containing the information has been acknowledged by the aircraft; B. an aircraft is performing repetitive operations on the same runway; or C. an Agreement has been negotiated with a local operator. 352.6 C. Example: For landing aircraft: HOLD SHORT OF RUNWAY THREE TWO (number) FEET AVAILABLE TO THE INTERSECTION, TRAFFIC (type, location) LANDING/DEPARTING RUNWAY THREE TWO, CLEARED TO LAND RUNWAY TWO FIVE. TRAFFIC (type, location) LANDING RUNWAY TWO FIVE WILL HOLD SHORT OF RUNWAY THREE TWO, CLEARED TO LAND RUNWAY THREE TWO. For a departing aircraft: TRAFFIC (type, location) LANDING RUNWAY TWO FIVE WILL HOLD SHORT OF RUNWAY THREE TWO, CLEARED FOR TAKE-OFF RUNWAY THREE TWO. D. you obtain an accurate readback when * 352.6 D. Reference: issuing a HOLD SHORT clearance to a General - Application; 201. landing aircraft; (R) Taxi Information; RAC 4.2.5. TC AIM. E. that, except for helicopters, the stopping 352.6 E. Note: distance group of the aircraft restricted to Where an Agreement between the ATS unit and the hold short is known and is in accordance aircraft operator has been negotiated, STOL aircraft with unit directives; (N) may hold short in distances which are less than those shown in the stopping distance table. F. the runway to be used by the restricted 352.6 F. Note: aircraft is bare; (N) During winter operations, only the centre 100 feet (50 feet either side of the centreline) of the runway must be bare. G. there is no standing water, slush, snow or 352.6 G. Note: ice (including frost), on the runways; (N) These conditions may be reported by personnel qualified to perform runway surface condition inspections or by pilots. If a pilot who has just used the runway informs you that the runway is contaminated, you should request a runway surface condition report by authorized personnel. H. for aircraft landing on any runway with a “hold short” restriction (LAHSO): 1. there is no tailwind other than a calm 352.6 H. 1. Note: wind; or (N) A tailwind is considered to exist whenever the surface wind exceeds an angle of 90o to the runway in use, thus adding to the ground speed of an aircraft using that particular runway.

2006-01-19 ATC 3-51 2. there is no crosswind component 352.6 H. 2. Note: exceeding 25 kts (including gusts). (N) To assist in the application of sub-paragraph 352.6 H. 2. concerning the selection of one or more runways, the angle between wind direction and runway, and the wind speeds that fall within the limits of crosswind components, are listed in the following table: CROSSWIND COMPONENT 25 KNOTS FOR LAND & HOLD SHORT RESTRICTED ARRIVALS ON A DRY RUNWAY ANGLE BETWEEN MAXIMUM WIND DIRECTION ACCEPTABLE AND RUNWAY WIND SPEED DEGREES KNOTS

20 73 25 59 30 50 35 44 40 39 45 35 50 33 55 31 60 29 65 28 70 27 75 26 80-90 25 I. traffic information is issued to both aircraft; J. the conditions specified in D. and I. are met 352.6 J. Note: at the time, or before, landing clearance is If a pilot prefers to use the full length of a runway or issued and in sufficient time for the pilots to a different runway the pilot is expected to advise take other action if desired; and (N) ATC in sufficient time to permit other arrangements.

2006-01-19 ATC 3-52 K. if the restricted aircraft is a helicopter, the 352.6 K. Note: point of landing is separated, as measured Helicopters normally land without ground roll. When perpendicularly, by at least 700 feet from the a pilot indicates, or a controller otherwise centreline of the other runway. (N)(R)(D) determines, that a landing will be accompanied by a ground roll, the actual point of landing must be adjusted, as necessary, to ensure that the helicopter will stop short of the other runway by the appropriate distance. 352.6 K. Reference: Helicopters; 353. Wake Turbulence Avoidance; 383. 352.6 K. Diagram:

700'

352.7 You may authorize simultaneous landings or a landing and a takeoff simultaneously on intersecting WET runways provided: A. use of this procedure is approved in unit * 352.7 A. Reference: direction including the stopping distances for Simultaneous Intersecting Runway Operations; 214, wet runways; (R) ATSAMM. B. the weather conditions are not less than a 352.7 B. Reference: ceiling of 1,000 feet and visibility of 3 miles; Weather Conditions; 352.6 B. Note. (R) C. you do not conduct simultaneous operations if the braking action is reported less than good; D. there is no standing water, slush, snow or 352.7 D. Note: ice (including frost), on the runways; (N) These conditions may be reported by personnel qualified to perform runway surface condition inspections or by pilots. If a pilot who has just used the runway informs you that the runway is contaminated, you should request a runway surface condition report by authorized personnel. E. for aircraft landing on any runway with a “hold short” restriction (LAHSO):

2004-07-08 ATC 3-53 1. there is no tailwind other than a calm 352.7 E. 1. Note: wind; or (N) A tailwind is considered to exist whenever the surface wind exceeds an angle of 90o to the runway in use, thus adding to the ground speed of an aircraft using that particular runway. 2. there is no crosswind component 352.7 E. Note 2: exceeding 15 kts (including gusts). (N) To assist in the application of sub-paragraph 352.7 E. 2. concerning the selection of one or more runways, the angle between wind direction and runway, and the wind speeds that fall within the limits of crosswind components, are listed in the following table: CROSSWIND COMPONENT 15 KNOTS FOR LAND & HOLD SHORT RESTRICTED ARRIVALS ON WET RUNWAY ANGLE BETWEEN MAXIMUM WIND DIRECTION ACCEPTABLE AND RUNWAY WIND SPEED DEGREES KNOTS

20 50 30 32 40 24 50 22 60 18 70 17 80-90 15 F. you do not instruct Group 6 aircraft to HOLD SHORT of an intersecting runway: and G. traffic information is issued to both aircraft.

352.8 You may authorize simultaneous landings or a landing and a takeoff simultaneously on intersecting runways in tailwind conditions that are greater than four knots provided: A. you suggest it and the aircraft accepts it; or 352.8 A.Note 1: (N) A request to an aircraft to land and hold short with a tailwind should be considered only for tactical purposes and not be advertised or planned as a routine procedure. 352.8 A. Note 2: Clearly indicate the wind direction and speed to the aircraft at the time you suggest the landing AND with the landing clearance.

2004-07-08 ATC 3-54 B. the aircraft requests a landing on a runway in which a “hold short” restriction will be issued; and C. the restricted aircraft's stop group category is compatible with the reduced runway length available to the pilot; and D. the tailwind speed does not exceed ten knots; and E. the runway that requires a “hold-short” restriction is dry.

352.9 Hold a taxiing aircraft, until traffic using the runway has passed the point at which the aircraft is holding: A. at a taxi holding position, if one has been established; B. at least 200 feet from the edge of the runway, unless other holding positions are established by markings or signs; or C. at a sufficient distance from the edge of the runway to ensure that no hazard is created to arriving or departing aircraft, if it is not practicable to comply with A. or B.

353 HELICOPTERS

353.1 * 353.1 Note 1: Issue take-off or landing clearance to a Because of their operational characteristics, it is not helicopter provided the operation takes place always necessary that helicopters adhere to the on the manoeuvring area. (N)(R) standard traffic circuit, land or take off on the same runway or follow the flight path used by fixed-wing aircraft. In IMC, however, helicopters conducting IFR flights are expected to climb out from or approach to an instrument runway. They may, of course, originate from or terminate at other locations on the airport via airborne or ground taxiing. 353.1 Note 2: An area other than a runway or taxiway may be designated as manoeuvring area by the Airport Operator if it has been approved by the responsible Regional authorities. 353.1 Reference: Take-off Clearance; 336.

2003-01-23 ATC 3-55 353.2 353.2 Phraseology: If a helicopter intends to take off or land outside (aircraft identification)(unit identification, if required) the manoeuvring area: (P)(E)(R) (special information, such as traffic, hazard or obstruction)(control instructions, such as departure routing or turn after takeoff)(wind information, if required) TAKE OFF AT YOUR DISCRETION (location) — or — (Control instructions)(traffic or other information) LAND AT YOUR DISCRETION. 353.2 Example: GOLF JULIETT ALFA DELTA, TRAFFIC CHEROKEE DEPARTING RUNWAY 31, HOLD SHORT OF RUNWAY 31, WIND 300 AT 15 TAKE OFF AT YOUR DISCRETION FROM APRON 4. 353.2 Reference: Take -off Clearance; 336. A. provide instructions and traffic information, as necessary, for control purposes; and B. inform the aircraft that landing or takeoff will be at the pilot's discretion.

353.3 353.3 Reference: Include the specific route in a clearance to or Wake Turbulence; 380. from the landing area to ensure safe conformance with, or avoidance of other airport traffic, as necessary. (R)

353.4 353.4 Phraseology: Clear helicopters to air taxi unless: (P)(N) CLEARED TO AIR TAXI or AIR TAXI, VIA (route), TO (location), (restrictions and special instructions as necessary), (traffic information, wake turbulence and other hazards), (wind information if required). 353.4 Note 1: Due to the possible absence of visual cues to the pilot, caution is required when authorizing helicopter taxi operations at night or during daylight periods when ceiling or visibility is below VFR minima. It may be preferable in these circumstances for the helicopter to operate in the hover mode over lighted portions of the movement area. 353.4 Note 2: Air taxi is the preferred method for helicopter movements on airports provided ground operations and conditions permit. Air taxi authorizes the pilot to proceed above the surface either via hover taxi or flight at speeds more than 20 knots. Unless otherwise requested or instructed, the pilot is expected to remain below 100 feet AGL. The pilot is solely responsible for selecting a safe airspeed and altitude for the operation being conducted. A. the aircraft has specifically requested clearance to hover taxi or taxi on the surface; or

2003-01-23 ATC 3-56 *B.the unit manager has directed that helicopters are to taxi only via the hover mode in specified situations.

353.5 Do not issue an air taxi or hover taxi clearance that will knowingly require a helicopter to pass over persons, vehicles, or aircraft.

353.6 Include explicit route details in an air taxi or hover taxi clearance, if necessary, due to traffic or known ground hazards.

* 353.7 At those locations where air taxi or hover taxi routes have been designated, clear helicopters along these routes in accordance with direction issued for their use.

353.8 353.8 Reference: Apply appropriate wake turbulence procedures Wake Turbulence; 128 and 380. to helicopters during air taxi or hover taxi as though they were departing aircraft. (R)

353.9 Avoid requiring frequency changes by helicopters known to be single-piloted while air taxiing, hovering or flying at low level.

354 PEDESTRIANS AND VEHICLES

354.1 354.1 Reference: Keep ground traffic, such as pedestrians, Coordination; 360 vehicles, or construction equipment, away from Wake Turbulence Cautionary; 128. taxiing aircraft. (R) Local procedures; 211, ATSAMM.

354.2 Hold ground traffic: A. at least 200 feet from the edge of an active runway, unless other holding positions are established by markings or signs; or B. at a sufficient distance from the edge of the runway to ensure that no hazard is created to arriving or departing aircraft, if it is not practicable to comply with A.

2005-01-20 ATC 3-57 354.3 354.3 Note: Inform concerned aircraft of the circumstances This may be necessary during certain operations, if: (N)(R) such as construction, maintenance, or flight checks. 354.3 Reference: Airport Conditions; 322. A. ground traffic is located less than 200 feet from the edge of the runway in use, unless other holding positions are established by markings or signs closer than 200 feet; and B. it is not practicable to close the runway.

354.4 354.4 Reference: Take extra care at night and during periods of Display of Runway Status; 213, ATSAMM. restricted visibility to ensure that: (R) A. the runway is clear for use when required; and B. information concerning the location of ground traffic is maintained by restricting vehicle movements to a particular runway, taxiway or other specific area on the airport.

354.5 Do not use words and terms “go ahead”, “clear” or “cleared” in radiotelephony communications for ground vehicle operations.

354.6 354.6 Reference: Respond to a radio call from a vehicle operator Local Procedures; 211, ATSAMM. in the following form: (R) A. (Vehicle identification). B. Unit function. C. STATE YOUR REQUEST or WHAT ARE YOUR INTENTIONS.

354.7 354.7 Reference: Instruct a vehicle to either “cross” or “hold Taxi Information; 303. short” of any runway it will cross while on the manoeuvring area. (R)

354.8 Issue vehicle movement instructions as follows: A. (Vehicle identification). B. PROCEED VIA (route), (if applicable), 354.8 B. Note: CROSS RUNWAY (number) or PROCEED Do not use the word “TO” in the route if a vehicle's ONTO RUNWAY (number) TO (destination destination is a runway. other than a runway), HOLD SHORT OF 354.8 B. Reference: Clearances, Instructions and Readbacks; 133. (runway, taxiway, other). (N)(R) C. (if required) LEAVE, EXIT, GET OFF RUNWAY (number) AT (location).

2005-01-20 ATC 3-58 D. (When required) REPORT/ADVISE OFF. (N) 354.8 D. Note: Airport operating procedures require vehicle operators to report off the runway when instructed to leave/exit or get off.

354.9 354.9 Note: Do not issue instructions that permit This type of instruction includes, but is not limited to: unrestricted movement of vehicles on the “proceed on the field”, “proceed unrestricted”, manoeuvring area. (N) “proceed full length” or “proceed as requested”.

354.10 354.10 Phraseology: When required, for snow removal operations, PROCEED ONTO RUNWAY (number) AND THE issue combined instruction to operate on a (name of intersecting runway) INTERSECTION runway and a specific intersection. (P)(N) FOR SNOW REMOVAL. 354.10 Note: An authorization to proceed on a runway and specific intersection will permit repetitive operations, including crossing and circular snow-removal patterns at the intersection. Care should be taken to ensure that the authorization is rescinded when the runway being crossed is required by a departing or arriving aircraft.

354.11 354.11 Phraseology: Precede a refusal or delay to a request, with the NEGATIVE HOLD YOUR POSITION (reason). word “NEGATIVE” followed by further — or — instructions and if necessary, the reason. (P) NEGATIVE HOLD SHORT OF RUNWAY (number) (reason).

354.12 * 354.12 Reference: Use the direction contained in 316.3 to control RONLY and NORDO; 316. aircraft and the movement of vehicles, Visual Signals; RAC 4.4.7, TC AIM. equipment and personnel on the manoeuvring area when radio communications cannot be employed. (R)

354.13 If all other forms of communication fail, you may flash the runway lights on and off as a signal to vehicles and pedestrians to vacate the active runway.

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2006-01-19 ATC 3-59 360 COORDINATION

361 REPORTS

361.1 Except as provided in 361.2, keep IFR units promptly advised of pertinent information concerning IFR or CVFR aircraft, including the following items: A. arrival or control transfer times; (N)(R) 361.1 A. Note: If an exemption is stated in an Arrangement and the IFR unit is satisfied that radar-displayed information at the control transfer point is adequate, the Control Tower does not need to inform the IFR unit of an arrival or control transfer time. 361.1 A. Reference: Control Transfer; 362. B. cancellation or closure of IFR flight plan 361.1 B. Note: time; (N)(R) When an IFR aircraft informs the tower controller it is canceling IFR and intending to land at an aerodrome where there is not an operating air traffic control unit or flight service station, the controller shall follow the procedure contained in 404.2. 361.1 B. Reference: Requirement to File an Arrival Report; 602.77, CARs. C. departure times; (N) 361.1 C. Note: Departure times may be forwarded verbally or via electronic means. D. position reports; E. missed approach times; and F. available information relating to overdue or unreported aircraft.

361.2 You may omit passing arrival or control transfer times if: A. the exemption is stated in an Agreement or an Arrangement; and B. a PSR is located on or in close proximity to the airport in use.

* 361.3 * 361.3 Reference: Inform the airport operator or agency providing Dangerous Goods; 702. ARFF, of any in-flight emergency involving an arriving aircraft carrying dangerous goods. (R)

2006-01-19 ATC 3-60 361.4 361.4 Note: Report the departure and arrival times of VFR For this purpose, the time an aircraft joins the traffic aircraft, for which a flight plan or a flight itinerary circuit is considered the arrival time. has been filed, to the appropriate ACC or FSS. (N)

361.5 361.5 Reference: Coordinate with the appropriate IFR unit to Assistance to VFR Aircraft Encountering Instrument determine the action to be taken if a VFR Meteorological Conditions; 640. aircraft states that it has encountered, or is about to encounter, IMC. (R)

361.6 Coordinate fully with all operating positions concerned if: A. an active runway is changed; B. there is to be a landing or takeoff on a runway other than the active; or C. a greater approach interval is required to 361.6 C. Reference: assist in expediting the movement of airport Coordination; 580. traffic. (R)

361.7 Do not authorize ground traffic to operate on a runway being used for landing and takeoff unless you have coordinated with the airport controller.

361.8 361.8 Reference: Take action to display, at operating positions, ATS Unit/Airport Management — Coordination; 212, the status of any runway on which sanding, ATSAMM. ploughing, sweeping, calibration, inspection, Local Procedures; 211, ATSAMM. maintenance or any similar operation has been approved that will affect its availability to landing and departing traffic. (R)

362 CONTROL TRANSFER

362.1 362.1 Reference: Transfer responsibility for control of an aircraft Local Procedures; 211, ATSAMM. between the ground controller and the airport controller in accordance with locally developed procedures. (R)

2006-07-20 ATC 3-61 362.2 The responsibility for control of a departing IFR or CVFR aircraft is automatically transferred from the tower to the appropriate IFR unit, as soon as the aircraft is airborne unless otherwise coordinated.

362.3 362.3 Note: The responsibility for control of an arriving IFR An aircraft that cancels or closes its IFR flight plan or CVFR aircraft is automatically transferred automatically becomes a VFR flight. from the IFR unit to the tower, as soon as the aircraft has landed unless otherwise coordinated. (N)

362.4 362.4 Reference: Request control of an arriving IFR or CVFR Control Transfer; 495. aircraft in the following form: (R) A. REQUEST CONTROL OF (aircraft identification). B. NOW/AT (specific point).

362.5 You may assume responsibility for control of an arriving IFR or CVFR aircraft that has been cleared for an approach provided: A. VFR conditions exist at the airport; B. you have sighted the aircraft and are 362.5 B. Note: satisfied that it will remain in sight and not At locations where a Tower Radar Plan exists and a have to return to IFR conditions; (N) transfer of control is effected in accordance with an Arrangement, there is no need to have sighted the aircraft. C. the aircraft intends to land and not continue 362.5 C. Note: on an IFR clearance; and (N) Control transfer cannot be effected if the aircraft conducting the approach has indicated no intention of landing upon completion of the approach and will continue to operate on an IFR clearance, i.e., the aircraft will execute a missed approach, perform another instrument approach or proceed to another location. D. the aircraft is at a position within the control zone/or the Tower Radar Area agreed upon by: 1. you and the IFR controller when you requested control; or 2. both units as specified in an 362.5 D. 2. Reference: Arrangement. (R) Agreements and Arrangements — General; 301, ATSAMM.

2006-07-20 ATC 3-62 362.6 362.6 Reference: Forward a control transfer time in the following Reports; 361. form: (R) A. (Aircraft identification). B. MY CONTROL. C. NOW/AT (specific time).

363 COMMUNICATION TRANSFER

363.1 363.1 Phraseology: When a change of frequency is required, CONTACT/MONITOR (unit/function/agency) ON instruct the aircraft to contact or monitor: (P)(N) (frequency) NOW/AT (time) AT/OVER (location/fix). 363.1 Note: During an emergency, the aircraft may be required to contact the ARFF on the DEF or change to the ECC frequency as outlined in an Agreement. A. a specified unit/function/agency; (R) 363.1 A. Reference: Unit Identification; 215. B. on a specified frequency; and C. 1. now; 2. at a specified time; 3. at a specified location on the airport; or 363.1 C. 3. Note: (N) The term “holding short” can be used as a location for the purpose of communication transfer and does not require a readback. 4. over a specified fix.

363.2 Normally, do not release a VFR aircraft from the tower frequency while operating in the control zone.

363.3 You may release a VFR aircraft from tower frequency without specifying another frequency provided the aircraft is leaving the control zone.

363.4 363.4 Phraseology: Change an IFR or CVFR aircraft to the CONTACT (name) DEPARTURE (frequency) NOW/ frequency of the IFR unit or to the frequency AT (time)/OVER (location). specified in the IFR or CVFR clearance if: (P) CONTACT (name) CENTRE (frequency) NOW/AT (time)/OVER (location). A. direct communication can be established on the IFR frequency; and B. the aircraft is at a point agreed upon by both units.

2005-07-07 ATC 3-63 363.5 You may release an IFR or CVFR aircraft from tower frequency without specifying another frequency provided: *A.the aircraft is leaving the control zone and 363.5 A. Phraseology: direct communications cannot be CHANGE TO EN ROUTE FREQUENCY NOW/AT established on an IFR frequency; or (P) (time)/OVER (location). B. a SID was assigned that contains communications transfer instructions.

2005-07-07 ATC 3-64 370 AIRPORT LIGHTING

371 GENERAL

371.1 Operate airport lights: A. as indicated in this section; B. as requested by an aircraft; or (N) 371.1 B. Note: Paragraph 377.2 requires continuous operation of obstruction lights under specified conditions. These cannot be compromised by an aircraft's request. C. as required to facilitate or safeguard airport traffic.

371.2 Do not operate any airport light longer than required.

372 AIRPORT BEACON

372.1 372.1 Note: Operate the airport beacon at night only, during At some airports, rotating beacons are being the unit hours of operation, or at other times as replaced with strobe-type beacons with similar specified by the Unit Manager. (N)(R) positioning and which emit white flashes at a frequency of 20 to 30 flashes per minute. At the pilot's request, strobe beacons may be turned off momentarily during the arrival and departure phases of flight. * 372.1 Reference: Airport Beacon; 318, ATSAMM.

373 APPROACH AND RUNWAY IDENTIFICATION LIGHTS

373.1 Operate the approach lights at night or in daytime IMC for an arriving aircraft: A. at least 5 minutes before the ETA of the aircraft; and B. until the aircraft has landed.

373.2 Operate the runway identification lights for an arriving aircraft if: A. the visibility is 5 miles or less; or B. the ceiling is 1,000 feet or less.

2003-07-10 ATC 3-65 374 RUNWAY LIGHTS

374.1 Operate runway edge, runway centreline, and touchdown zone lights at night for an arriving aircraft: A. at least 5 minutes before the ETA of the aircraft; and B. until the aircraft has taxied clear of the runway.

374.2 Operate runway edge and runway centreline lights at night for a departing aircraft: A. before the aircraft enters the runway; and B. until at least 3 minutes after the aircraft has departed.

374.3 Use the following table to determine the correct operation of in-runway lights during conditions of blowing or drifting snow, unless otherwise requested by the aircraft. AND IF THE AIRPORT THEN LEAVE IF THE VISIBILITY IS: STAFF INDICATES THAT: IN-RUNWAY LIGHTS: 3 MILES OR MORE OFF NO ICE BUILD-UPS ON RVR 2600 OR MORE ARE FORMING BUT LESS THAN 3 ICE BUILD-UPS MILES OFF ARE FORMING NO ICE BUILD-UPS ON ARE FORMING

OFF

EXCEPT THAT THEY MAY BE RVR LESS THAN TURNED ON WHEN AN 2600 AIRCRAFT IS AT THE OUTER ICE BUILD-UPS MARKER OR FINAL ARE FORMING APPROACH FIX ON FINAL APPROACH AND TURNED OFF AFTER THE AIRCRAFT HAS COMPLETED THE APPROACH

2003-07-10 ATC 3-66 375 VASIS OR PAPI

375.1 375.1 Note: Operate the VASIS or PAPI if the runway it It is especially important that the VASIS or PAPI be serves is in use. (N)(R) turned off immediately if its use is not required for aircraft operations. 375.1 Reference: Airport Lighting, General; 370.

375.2 375.2 Note: Unless specifically requested by an aircraft, do The VASIS or PAPI is to be turned off to avoid not operate VASIS or PAPI if: (N) possible contradiction between the precision approach and VASIS or PAPI glide paths. A. the aircraft is conducting a precision approach; and B. weather conditions are less than: 1. ceiling 500 feet, or 2. visibility 1 mile.

376 TAXIWAY LIGHTS

376.1 Operate taxiway lights so that a continuous indication of the route is presented.

377 OTHER LIGHTS

377.1 377.1 Note: Operate the apron flood lights and lead-in lights The Unit Manager shall coordinate lighting as detailed in Unit Directives. (N) requirements with aircraft operators and airport staff.

377.2 Operate the obstruction lights continuously: *A.at night; and *B.during the day when the visibility is 3 miles or less.

377.3 377.3 Note: Operate the wind direction indicator light in Switching for the wind direction indicator lights is conjunction with the runway lights. (N)(R) normally interlocked and operated in conjunction with the activation of runway edge lights. 377.3 Reference: Runway Lights: 374.

378 INTENSITY SETTINGS

378.1 378.1 Note 1: Adjust airport lights with variable intensity A light setting may be adjusted at the pilot's request. settings in accordance with the following tables: 378.1 Note 2: (N) The Sequenced Flashing Lights may be turned off at the pilot's request.

2005-01-20 ATC 3-67 A. High-intensity or medium-intensity approach 378.1 A. Note: lights such as SSALR, ALSF2 or MALSR High or medium-intensity approach and high and high-intensity runway edge, runway intensity runway centreline, runway edge, and centreline and touchdown zone lighting touchdown zone lights need not be used, during daylight hours, when the ceiling is 1,000 feet or systems: (N) higher and the visibility is more than 3 miles. 5 SETTING INTENSITY SWITCH INTENSITY VISIBILITY SETTING DAY NIGHT 1 More than 3 miles 2 1-3 miles More than 2, up to 3 and including 3 miles Less than 1 mile 3-4 (RVR 50) 1-2 miles Less than 1/2 mile 4 (RVR 26) Less than 1 mile Aircraft request 5 (RVR 50)

3 SETTING INTENSITY SWITCH INTENSITY VISIBILITY SETTING DAY NIGHT 1 More than 3 miles 2 More than 1-3 miles 1 mile 3 1 mile or less Less than 1 mile

B. Medium-intensity runway lights: 3 SETTING INTENSITY SWITCH INTENSITY VISIBILITY SETTING DAY NIGHT 1 More than 2 miles 2 1-2 miles 3 3 miles or less Less than 1 mile (RVR 50) C. VASIS or PAPI: 5 SETTING INTENSITY SWITCH INTENSITY VISIBILITY SETTING DAY NIGHT 3 All conditions 4-5 All conditions Aircraft request 5 Aircraft request

3 SETTING INTENSITY SWITCH INTENSITY VISIBILITY SETTING DAY NIGHT 1 All conditions 2-3 All conditions Aircraft request 3 Aircraft request

2005-01-20 ATC 3-68 D. ODALS: 3 SETTING INTENSITY SWITCH INTENSITY VISIBILITY SETTING DAY NIGHT More than 2 1 miles 2 More than 3 miles 1-2 miles 3 3 miles or less Less than 1 mile

378.2 Do not operate high-intensity runway lights at a setting lower than that used for the high- intensity approach lights.

378.3 378.3 Note: Do not leave the intensity switch for the runway These settings will result in incorrect readings, edge lights at setting 4 or 5 while the lights are because the RVR digital readout is connected to the off if RVR is being provided. (N) intensity selector switch, and the readout is compensated for the additional distance that the pilot is expected to see lights on setting 4 or 5, whether the lights are on or off.

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2002-01-24 ATC 3-69 380 WAKE TURBULENCE

381 APPLICATION

381.1 381.1 Note: Except as stipulated in 384, apply the There are no wake turbulence non-radar minima for appropriate wake turbulence separation arriving or en route aircraft. Only in a radar minimum to: (N)(R) environment are normal IFR separation minima less than required for wake turbulence. 381.1 Reference: Minima; 382. A. any category aircraft that takes off into the 381.1 A. Note: wake of a known heavy aircraft; and when For the purpose of wake turbulence application, the specified (N) Boeing 757 is to be considered a heavy when it is the preceding aircraft. B. a light aircraft that takes off into the wake of a known medium aircraft.

* 381.2 * 381.2 Reference: You may use a radar minimum in lieu of 2 Wake Turbulence Minima; 382.1, 382.3 and 533. minutes wake turbulence spacing between departures provided: (R) *A.you are certified to use radar between * 381.2 A. Reference: departures; and (R) Release of IFR Departures by Airport Controllers; 311, ATSAMM. *B.you ensure that the appropriate radar minimum exists at the point when the following aircraft becomes airborne.

382 MINIMA

382.1 382.1 Note: Apply 2 minutes separation to any category An aircraft in the departure phase of a stop-and-go aircraft that takes off into the wake of a known or a touch-and-go is treated as a takeoff. heavy aircraft on: (N)(R)(D) 382.1 Reference: Wake Turbulence Minima; 533. 382.1 Diagram:

LESS THAN 2,500 FEET

A. the same runway; or

2002-01-24 ATC 3-70 B. a parallel runway less than 2,500 feet away.

382.2 382.2 Diagram: Apply 3 minutes separation to any category aircraft that takes off into the wake of a known heavy aircraft or a light aircraft that takes off into the wake of a medium aircraft if: (D)

ROTATION POINT

A. the following aircraft starts its take-off roll from an intersection or a point significantly further along the runway, in the direction of takeoff, than the preceding aircraft; or B. you have reason to believe that rotation may occur beyond the rotation point of the preceding aircraft.

382.3 382.3 Reference: If the projected flight paths will cross, apply 2 Wake Turbulence; 128. minutes to any category aircraft that takes off 382.3 Diagram: behind a heavy aircraft that has taken off or is doing a low or missed approach on: (R)(D)

2,500 FEET OR MORE

A. a crossing runway; or B. a parallel runway 2,500 feet or more away.

2004-07-08 ATC 3-71 382.4 382.4 Note: If aircraft utilize the same runway or a parallel For the purpose of wake turbulence application, a runway less than 2,500 feet away, apply 3 heavier aircraft that takes off in the opposite minutes separation to any category aircraft that direction is considered to have effected a low or missed approach. takes off after a heavy or heavier category 382.4 Diagram 1: aircraft has overflown the runway in the same or opposite direction. (N)(D)

3 MINUTES

382.4 Diagram 2:

3 MINUTES

383 WAKE TURBULENCE AVOIDANCE

383.1 383.1 Note: Do not approve a “break” by an Aurora/Orion An Aurora/Orion aircraft performing a “break” may aircraft when light or other medium aircraft are generate much stronger wake vortices than its in the circuit, nor when light or other medium weight would indicate. aircraft will fly through the area concerned within less than 2 minutes of “the break”. (N)

383.2 383.2 Note: If a helicopter is hovering or is airborne while Helicopters produce rotor downwash if hovering and taxiing, you should keep it well clear of light vortices if in forward flight. aircraft. (N)

2004-07-08 ATC 3-72 383.3 383.3 Note 1: Provide information concerning wake Watch for: avoidance if you consider it necessary. (N)(D) A. calm winds and stable air; B. a light crosswind or tailwind that could keep a vortex on the runway; or C. turbulence drifting to another runway. 383.3 Note 2: An aircraft operating behind an aircraft that has taken off can avoid the vortex: A. if landing, by touching down before the rotation point of the heavier aircraft; or B. if taking off, by rotating before the rotation point of the heavier aircraft and climbing out above its flight path. 383.3 Note 3: An aircraft operating behind an aircraft that has landed can avoid the vortex: A. if landing, by remaining above the flight path of the heavier aircraft and touching down beyond its touchdown point; or B. if taking off, by rotating beyond the touchdown point of the heavier aircraft. 383.3 Diagram 1:

ROTATION POINT

NO VORTEX ZONE

383.3 Diagram 2:

TOUCHDOWN POINT

NO VORTEX ZONE

383.4 You should clear a lighter category aircraft for takeoff first in order to avoid wake turbulence if:

2004-07-08 ATC 3-73 A. the lighter and heavier aircraft are both ready for takeoff at the same time; and B. no undue delay will be created for the 383.4 B. Note: heavier category aircraft. (N) For example, it may be possible to avoid undue delay by issuing a turn after takeoff to ensure expeditious clearing of the flight path.

384 AIRCRAFT INITIATED WAIVER

384.1 384.1 Note: Issue take–off clearance to an aircraft that has Controllers may consider an aircraft initiated waiver waived wake turbulence separation, except, if it as acceptance of responsibility for wake turbulence is a light or medium aircraft departing: (N)(R) separation. * 384.1 Reference: Take-Off Clearance; 336. Wake Turbulence; RAC 4.1.1, TC AIM. A. behind a heavy aircraft and takeoff is started from an intersection or a point significantly further along the runway, in the direction of takeoff; B. behind a heavy aircraft that is taking off or making a low or missed approach in the opposite direction on the same runway; or C. behind a heavy aircraft that is making a low or missed approach in the same direction on the same runway.

384.2 384.2 Phraseology: Issue wake turbulence cautionary information CAUTION. POSSIBLE TURBULENCE FROM prior to clearing the aircraft for takeoff. (P) DEPARTING (type of aircraft).

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2004-07-08 ATC 3-74 390 RADAR SERVICE

391 APPLICATION

391.1 391.1 Reference: Provide radar service to aircraft in accordance Tower Radar Use; 218, ATSAMM. with a Tower Radar Plan in effect for the unit. (R)

391.2 391.2 Note: Apply the applicable rules and procedures The radar service referred to in this section must be contained in ATC MANOPS Part 5 as provided by a commissioned radar system. supplemented by this Section and the Tower 391.2 Reference: Tower Radar Use; 218, ATSAMM. Radar Plan for the unit when providing radar service to aircraft operating in areas designated by the Tower Radar Plan. (N)(R)

391.3 Use caution when issuing headings or assigning altitudes to VFR aircraft.

391.4 Identify VFR aircraft, in accordance with ATC MANOPS 511, prior to providing radar service.

391.5 391.5 Phraseology: Inform aircraft if radar service: (P) UNABLE TO PROVIDE RADAR SERVICE (reason) RADAR SERVICE TERMINATED. CHANGE TO FREQUENCY (en route frequency) (or other special instructions). A. cannot be provided; or (R) 391.5 A. Reference: Provision of Service; 501. B. is terminated.

391.6 391.6 Note: Issue position information and traffic Traffic information to aircraft may be based on other information, as necessary, to assist aircraft in radar observed aircraft that in your judgment establishing visual separation from other constitute a hazard. 391.6 Reference: aircraft. (N)(R) Visual Separation; Definitions. Radar Traffic Information; 165.

2006-01-19 ATC 3-75 391.7 391.7 Note: You may vector an aircraft within the control Accepting a vector does not relieve a VFR aircraft of zone or a Tower Radar Area to establish visual its responsibility for: separation or approach sequence provided a A. avoiding other aircraft; B. avoiding flight in IMC; and special service, including the provision of C. maintaining adequate obstacle clearance. vectoring, is established in accordance with a * 391.7 Reference: Tower Radar Plan, if: (N)(R) Position and Traffic Information; 391.6. Termination of Vectoring; 547. Tower Radar Use; 218, ATSAMM. Radar Service — Procedures; RAC 1.5.2., TC AIM.

A. the aircraft requests it; B. you suggest it and the aircraft accepts it; or C. you consider it necessary for flight safety.

391.8 You may vector an IFR aircraft within the control zone or a Tower Radar Area provided: A. responsibility for control has been 391.8 A. Reference: transferred to the tower; and (R) Control Transfer; 362. B. one of the conditions specified in 391.7 is met.

391.9 391.9 Reference: You may assign an altitude to a VFR aircraft if Airport Traffic - Application; 351. you consider it necessary. (R) Application of Vectors; 542.

391.10 391.10 Reference: Do not use a turn to identify an IFR aircraft Radar Identification; 511. unless responsibility for control has been transferred to the tower. (R)

391.11 Do not vector or assign an altitude to a SVFR aircraft.

391.12 391.12 Phraseology: Promptly cancel restrictions issued to VFR (Aircraft ident) ALTITUDE RESTRICTION IS aircraft if: (P) CANCELLED MAINTAIN VISUAL SEPARATION FROM (aircraft type). A. they are no longer required; or B. visual separation has been achieved.

391.13 391.13 Phraseology: You may issue speed adjustment instructions REDUCE TO APPROACH SPEED. as an aid to establish visual separation INCREASE/REDUCE SPEED AS MUCH AS provided you do not assign an IAS. (P) PRACTICABLE. MAINTAIN PRESENT SPEED. RESUME NORMAL SPEED.

2006-01-19 ATC 3-76 391.14 391.14 Note: Express a speed adjustment in units or Aircraft complying with speed adjustments are multiples of 10 knots, based on IAS. (N) expected to maintain a speed within plus or minus 10 knots of the specified speed.

391.15 Do not apply speed adjustment instructions to IFR or CVFR aircraft except if: A. you have assumed responsibility for control; 391.15 A. Reference: or (R) Control Transfer; 362. B. coordination has been effected with the IFR unit.

392 SEPARATION

392.1 Separate CVFR aircraft in Class B airspace above 12,500 feet ASL by standard IFR separation.

392.2 Separate CVFR aircraft in Class B airspace 12,500 feet ASL and below in accordance with ATC MANOPS 392, 393, 532.1 D. or 532.1 E. as applicable.

392.3 392.3 Phraseology: Aircraft that report sighting their traffic are (Aircraft ident) NUMBER THREE FOLLOW THE considered visually separated. Further (aircraft type). clearances or instructions may be issued to the — or — (Aircraft ident) PASS BEHIND THE (aircraft type) aircraft in relation to the traffic. (P) AND PROCEED ON COURSE.

392.4 392.4 Reference: Aircraft are considered visually separated when Wake Turbulence; 128. the tower controller visually sights the aircraft Visual Separation; Definitions. and no conflict exists. (R)

392.5 392.5 Reference: Aircraft that have reported over separate, Lateral Separation; 473. clearly defined geographical points and their intended routes of flight will not conflict thereafter, are considered separated. (R)

2006-01-19 ATC 3-77 393 MINIMA

393.1 393.1 Note: In the provision of separation or conflict 500 feet vertical separation need not be applied resolution, separate aircraft vertically by a when aircraft are separated visually as stipulated in minimum of 500 feet unless additional MANOPS 392. 393.1 Reference: separation is required for wake turbulence. Wake Turbulence; 128 and 380. (N)(R) Radar Service - Application; 391.

393.2 393.2 Note 1: When providing separation or conflict resolution Target resolution separation need not be applied using a tower radar display, apply target when aircraft are separated using one of the resolution separation, by ensuring radar targets methods outlined in 392 or 393.1 of ATC MANOPS. 393.2 Note 2: do not touch, provided: (N)(R) The appropriate minimum radar separation for wake turbulence must be applied to radar vectored aircraft until visual separation is established. When visual separation is established, a cautionary is issued. 393.2 Reference: Visual Separation; Definitions. Application; 531. Wake turbulence minima; 128. Wake turbulence; 533. A. at least one of the aircraft is VFR; B. a minimum RPS size 2 is selected; C. a maximum of 20 miles is displayed on the radar display; D. mode C altitude information is displayed for both aircraft; or E. if mode C is not displayed on both aircraft, the aircraft are 3,000 feet Above Airport Elevation or below; and *F.the position of the centre of the radar display is such that the maximum range the service can be provided to does not exceed 20 miles from the RSE.

393.3 If a unit does not meet all the requirements of 393.2, use a minima described in 532.1 when providing separation or conflict resolution using a tower radar display.

393.4 In the application of 532.1, a maximum of 20 miles is to be displayed on the radar display.

2006-01-19 ATC 3-78 394 CONFLICT RESOLUTION

394.1 394.1 Note: Conflict resolution only applies in a radar In the provision of conflict resolution, target environment. (N)(R) resolution or 500 feet vertical separation need not be applied if, after receiving traffic information, one of the aircraft reports the traffic in sight or, in the controller's judgment, the aircraft will not conflict. 394.1 Reference: Conflict Resolution; Definitions

394.2 In Class C airspace, provide conflict resolution between IFR and VFR aircraft and upon pilot request between VFR aircraft.

394.3 394.3 Note: If equipment and workload permit, in Class D A facility which is equipped with a commissioned airspace, provide conflict resolution between radar is deemed to meet the equipment IFR and VFR aircraft and upon request requirements to provide conflict resolution. between VFR aircraft. (N)

394.4 When providing conflict resolution, if unable to apply visual separation, apply a minimum contained in ATC MANOPS 393 or 532.1.

2005-09-29 ATC 3-79 PART 4 — AREA AND TERMINAL CONTROL

400 _ GENERAL 401 PROVISION OF SERVICE 402 SPECIAL VFR 403 RESTRICTION OF VFR 404 CLOSING AND CANCELING IFR FLIGHT PLANS OR FLIGHT ITINERARIES 405 TRAFFIC INFORMATION 406 POSITION REPORTS 407 ALTIMETER SETTINGS 408 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) CONTROL PROCEDURES 410 _ CLEARANCES 411 GENERAL 412 FORMAT 413 ALTERNATE INSTRUCTIONS 414 COMPOSITE FLIGHT PLANS 415 AMENDMENTS 416 RELAY 420 _ CLEARANCE LIMITS AND ROUTES 421 CLEARANCE LIMITS 422 ROUTE DESCRIPTION 423 LOCAL FLIGHTS 424 LEAVING OR ENTERING CONTROLLED AIRSPACE 425 FLIGHT OF SHORT DURATION 426 INSTRUMENT APPROACHES EN ROUTE 430 _ ALTITUDE ASSIGNMENT 431 GENERAL 432 DIRECTION OF FLIGHT 433 MINIMUM ALTITUDES 434 SEPARATION BETWEEN FLIGHT LEVELS AND ALTITUDES ASL 435 ONE THOUSAND ON TOP 436 VFR CLIMB/DESCENT 437 ALTITUDE REPORTS 438 CONTROLLED VFR 440 _ DEPARTURES 441 CLEARANCES 442 STANDARD INSTRUMENT DEPARTURES 443 RELEASE TIME 444 VFR RELEASE OF AN IFR AIRCRAFT 445 DELAYS

2005-01-20 ATC 4-1 450 _ HOLDING 451 HOLDING AREAS 452 HOLDING FIXES 453 HOLDING PATTERNS 454 CLEARANCES 455 SEQUENCING 460 _ ARRIVALS 461 LANDING INFORMATION 462 EN ROUTE DESCENT 463 CLEARANCE LIMIT 464 APPROACH SEQUENCES 465 APPROACH CLEARANCES 466 CONTACT APPROACH 470 _ SEPARATION 471 APPLICATION 472 VERTICAL SEPARATION 473 LATERAL SEPARATION 474 LONGITUDINAL SEPARATION 475 INITIAL SEPARATION 476 SEPARATION FROM CLASS F AIRSPACE 477 SEPARATION FROM AIRSPACE RESTRICTED BY THE MINISTER 478 SEPARATION FROM PHOTOGRAPHIC SURVEY AIRCRAFT 480 _ RNPC 481 RNPC GENERAL 482 RNPC VERTICAL SEPARATION 483 RNPC LATERAL SEPARATION 484 RNPC LONGITUDINAL SEPARATION 485 RNPC LONGITUDINAL SEPARATION — MACH-NUMBER TECHNIQUE 486 RNPC PARALLEL OFFSET PROCEDURES - NON-RADAR ENVIRONMENT 490 _ COORDINATION 491 FLIGHT DATA TRANSFER 492 IFR UNIT — IFR UNIT 493 IFR UNIT — TOWER AND FLIGHT SERVICE STATION 494 COMMUNICATION TRANSFER 495 CONTROL TRANSFER 496 AIRCRAFT DIVERSIONS

INTENTIONALLY LEFT BLANK

2005-01-20 ATC 4-2 PART 4 — AREA AND TERMINAL CONTROL

400 GENERAL

401 PROVISION OF SERVICE

401.1 The objective of IFR control service is to maintain a safe, orderly, and expeditious flow of air traffic under the control of an IFR unit.

401.2 Provide IFR control service to: A. IFR aircraft operating within controlled airspace; and B. VFR aircraft operating within Class A 401.2 B. Note: airspace and within Class B airspace above CARs permits VFR operations in Class A airspace if 12,500 feet ASL. (N)(R) an authorization has been issued by the Minister of Transport. 401.2 B. Reference: VFR flight in Class A airspace; 601.06, CARs.

401.3 401.3 Note: You may regulate the number of aircraft to a Only the Minister of Transport has the authority to number that you can control safely and restrict or suspend access to airspace. efficiently by: (N) A. instructing aircraft to hold on the ground or in the air; B. informing an adjacent sector or unit that approval will be required before an aircraft is allowed to enter your area of responsibility; or C. doing both A. and B.

401.4 If you deem it necessary to regulate traffic in accordance with 401.3: A. inform the supervisor; and B. conform with any National, Regional, or Unit directives as supplemented by decisions of your supervisor.

2005-01-20 ATC 4-3 402 SPECIAL VFR

402.1 402.1 Note: Within a control zone where there is an airport The airport controller is responsible for authorizing controller on duty, specify the period of time each individual aircraft. during which SVFR flight is approved. (N)

402.2 402.2 Phraseology: Approve or refuse to approve a tower's request SPECIAL VFR IS APPROVED (altitude restriction if for SVFR on the basis of current or anticipated required) IN THE (name) CONTROL ZONE UNTIL IFR traffic only. (P) (time)/FROM (time) TO (time). SPECIAL VFR IS APPROVED IN (specified portion) OF THE (name) CONTROL ZONE UNTIL (time)/ FROM (time) TO (time).

402.3 402.3 Reference: Authorize or refuse to authorize an aircraft's Special VFR Flight; 602.117, CARs. request for SVFR on the basis of: (R) A. current or anticipated IFR traffic; or B. current weather conditions. (N) 402.3 B. Note: The visibility minima for SVFR are: A. 1 mile for fixed wing aircraft; and B. 1/2 mile for rotorcraft.

402.4 402.4 Note: Within a control zone where there is no airport Communication with ATC may occur by DCPC, or controller on duty, take one of the following through a FSS. actions: (N) A. Authorize one or more SVFR aircraft. (P) 402.4 A. Phraseology: SPECIAL VFR IS AUTHORIZED FOR (aircraft ident) TO OPERATE WITHIN/ENTER/EXIT/PASS THROUGH THE (name) CONTROL ZONE, (additional instructions, as necessary). B. Authorize SVFR for a specified period of 402.4 B. Phraseology: time. (P) SPECIAL VFR IS AUTHORIZED IN THE (name) CONTROL ZONE UNTIL (time), (additional instructions, as necessary). C. Refuse authorization provided you inform 402.4 C. Phraseology: the FSS or the aircraft of the reason. (P) UNABLE SPECIAL VFR (reason).

402.5 402.5 Reference: With the exception of helicopters, do not Special VFR; 311. authorize SVFR aircraft to depart or transit the SVFR Flight; 602.117, CARs. zone at night. (R)

2005-01-20 ATC 4-4 403 RESTRICTION OF VFR

403.1 403.1 Note: You may restrict or suspend VFR operations Only the Minister of Transport has the authority to within a control zone or a Tower Radar Area if a restrict or suspend access to airspace. NOTAM has been issued by the Regional 403.1 Reference: VFR Traffic Management; 312. Director, Civil Aviation. (N)(R) Restrictions and Prohibitions for Safety Purposes; 5.1 Aeronautics Act.

404 CLOSING AND CANCELING IFR FLIGHT PLANS OR FLIGHT ITINERARIES

404.1 404.1 Note: If an aircraft informs you that it is closing an IFR An aircraft's decision to close an IFR flight plan or flight plan or flight itinerary while airborne or on flight itinerary is not subject to approval by ATC. the ground: (N) A. acknowledge the closure; B. if you know that the aircraft is operating in 404.1 B. Note: an airspace where VFR flight is not You are expected to pass the most current weather permitted, because of the airspace sequence and ask the aircraft its intentions. classification or current weather conditions, 404.1 B. Reference: Requirement to File an Arrival Report; 602.77, inform the aircraft; (N)(R) CARs. C. inform the aircraft that flight plan alerting 404.1 C. Phraseology: service is terminated; and (P) ROGER, ALERTING SERVICE IS TERMINATED. D. notify the agency responsible for alerting service at the destination.

404.2 404.2 Note 1: If an aircraft informs you that it is cancelling An aircraft's decision to cancel an IFR flight plan or IFR: (N) flight itinerary or change to a VFR flight plan or flight itinerary is not subject to approval by ATC. 404.2 Note 2: By regulation, the phrase “cancelling IFR” does not close the flight plan or flight itinerary. A. acknowledge the cancellation; B. ask the aircraft if it is closing the IFR flight 404.2 B. Phraseology: plan or flight itinerary; and (P) ROGER, ARE YOU CLOSING YOUR FLIGHT PLAN or FLIGHT ITINERARY? 1. if the aircraft confirms closing the flight 404.2 B. 1. Phraseology: plan advise the aircraft that alerting ROGER, ALERTING SERVICE IS TERMINATED. service is terminated; or (P) 2. if the aircraft informs you that it is 404.2 B. 2. Phraseology: cancelling IFR but not closing the flight ROGER, AN ARRIVAL REPORT IS REQUIRED plan or flight itinerary advise the aircraft AFTER LANDING. that an arrival report is required after landing. (P)

2005-01-20 ATC 4-5 C. if you know that the aircraft is operating in 404.2 C. Note: an airspace where VFR flight is not You are expected to pass the most current weather permitted, because of the airspace sequence and ask the aircraft its intentions. classification or current weather conditions, 404.2 C. Reference: Requirement to File an Arrival Report; 602.77, inform the aircraft. (N)(R) CARs.

404.3 If an aircraft informs you that it is changing to a VFR flight plan and a composite IFR-VFR flight plan has not been filed: A. obtain the following information and pass it to the ATOS for processing: 1. aircraft destination; 2. ETA; and 3. search and rescue time; (N) 404.3 A. 3. Note 1: Consideration should be given to location of destination, direct communication with the appropriate AOR unit and flight time remaining. 404.3 A. 3. Note 2: The IFR unit is responsible for passing the VFR estimate to the appropriate AOR unit for the destination. B. if you know the aircraft is operating in an 404.3 B. Note: airspace where VFR flight is not permitted, You are expected to pass the most current weather because of the airspace classification or sequence and ask the aircraft its intentions. current weather conditions, inform the aircraft. (N)

405 TRAFFIC INFORMATION

405.1 405.1 Reference: Issue traffic information to all concerned aircraft Radar Traffic Information; 165. if: (R) Non-Radar Traffic Information; 166. Traffic Information; 732. A. you clear an aircraft to maintain “at least 405.1 A. Reference: 1,000 feet on top”; (R) One Thousand on Top; 435. Separation - Application; 471. B. you clear an IFR aircraft to fly in accordance 405.1 B. Reference: with VFR; (R) VFR Climb/Descent; 436. Separation - Application; 471. VFR Release of an IFR Aircraft; 444. C. an aircraft requests it; or D. you consider it necessary.

405.2 405.2 Phraseology: Inform aircraft cleared to hold of other aircraft TRAFFIC (type of aircraft) HOLDING AT (fix) holding at the same fix unless they will be MAINTAINING (altitude). separated by more than the vertical separation minimum. (P)

2005-01-20 ATC 4-6 406 POSITION REPORTS

406.1 Include a request for a position report in a clearance if you require a report other than one that will be made over a designated compulsory reporting point.

406.2 You should not request an aircraft operating in the HLA to report over a reporting point that is not depicted on a high-level en route chart.

406.3 You may instruct an aircraft: A. to report leaving or passing a reporting 406.3 A. Phraseology: point; and (P) REPORT LEAVING/PASSING (reporting point). B. to forward any other information you require.

406.4 Do not request an aircraft to pass the same position report to more than one ATS facility.

407 ALTIMETER SETTINGS

407.1 407.1 Reference: If an en route aircraft operating within the Altimeter Setting Procedures; 602.35, CARs. Altimeter Setting Region makes a position report via DCPC, issue the current altimeter setting for: (R) A. the station over which the aircraft reports; and B. the next station along the route of flight.

407.2 If an aircraft will proceed from the Standard Pressure Region to the Altimeter Setting Region, issue the current altimeter setting before the transition occurs.

2006-07-20 ATC 4-7 408 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) CONTROL PROCEDURES

* 408.1 * 408.1 Phraseology: Apply RVSM criteria and procedures to RVSM UNABLE ISSUE CLEARANCE INTO RVSM aircraft operating within RVSM airspace. Do not AIRSPACE, MAINTAIN (altitude). provide non-RVSM aircraft with the reduced * 408.1 Note 1: Canadian Domestic RVSM Airspace delimitation is separation criteria that apply only to RVSM found in the Designated Airspace Handbook. aircraft. (P)(N) RVSM airspace outside of Canadian Domestic Airspace for which the responsibility for the provision of Air Traffic Control has been designated to NAV CANADA is referenced in International Agreements. * 408.1 Note 2: Consider aircraft in formation as non-RVSM aircraft.

* 408.2 * 408.2 Reference: Assign altitudes to RVSM aircraft in preference Operation of Non-RVSM Aircraft in RVSM Airspace; to non-RVSM aircraft in RVSM airspace. (R) RAC 12.16.6, TC AIM.

* 408.3 * 408.3 Reference: You may not clear a non-RVSM aircraft to enter Operation of Non-RVSM Aircraft in RVSM Airspace; RVSM airspace unless the aircraft is: (R) RAC, 12.16.6, TC AIM. A. a state aircraft; (N) * 408.3 A. Note: State aircraft are those aircraft used in military, customs and police services. B. on an initial delivery flight; C. an aircraft that was formerly RVSM certified but has experienced an equipment failure and is being flown to a maintenance facility for repair/re-certification; D. a mercy or humanitarian flight; E. a photographic survey aircraft; (N)(R) * 408.3 E. Note: Authorization to operate in RVSM airspace applies to the areas of surveying or mapping operations and not to flight to or from the areas. 408.3 E. Reference: Separation from Photographic Survey Aircraft; 478. F. conducting a flight check of a NAVAID; or * 408.3 F. Note: (N) Authorization to operate in RVSM airspace applies to flight check operations and not to flight to or from flight checks.

2006-07-20 ATC 4-8 G. conducting a monitoring/certification or * 408.3 G. Note: developmental flight. (N) To ensure collection of sufficient position data, height keeping performance monitoring flights must be straight and level at any altitude between FL 290 and FL 410 inclusive, for at least 30 minutes duration.

408.4 408.4 Note 1: If informed that an RVSM aircraft operating It is recognized that at the time of an in flight within RVSM airspace is no longer RVSM equipment failure which renders an aircraft no certified due to an in flight equipment failure: longer RVSM certified, separation may no longer exist if 1,000 ft vertical separation was being applied (N)(R) between aircraft, and that the traffic situation may not immediately permit the controller to establish separation. 408.4 Note 2: Should an RVSM aircraft advise that it is operating with a single primary altimeter, acknowledge the transmission and continue to treat the aircraft as an RVSM aircraft. 408.4 Reference: In-Flight Contingencies; RAC 12.16.14 Figure 12.4, TC AIM. A. Traffic permitting, establish: *1.2,000 ft vertical separation or another form of separation with other aircraft in RVSM airspace; or *2.issue a clearance out of RVSM airspace; B. obtain the aircraft’s intentions; C. pass traffic information, if necessary; (R) 408.4 C. Reference: Radar Traffic Information; 165. Non-Radar Traffic Information; 166. *D.advise adjacent units/sectors of the * 408.4 D. Phraseology: situation, if appropriate; and (P) UNABLE RVSM DUE EQUIPMENT. E. notify the supervisor.

408.5 408.5 Note: Provided a non-RVSM aircraft will be separated Operators are only permitted to file a flight plan to from all other aircraft by the applicable vertical, conduct the climb/descent through RVSM airspace lateral or longitudinal separation minimum, you if the aircraft is capable of a continuous climb/ descent through RVSM airspace at a normal rate, may: (N)(R) and does not need to level off at an intermediate altitude for operational considerations. 408.5 Reference: Flight Planning Requirements; RAC 12.16.5, TC AIM. Operation of Non-RVSM Aircraft in RVSM Airspace; RAC 12.16.6, TC AIM. A. clear the aircraft to climb or descend through RVSM airspace; or B. level-off the aircraft in RVSM airspace for traffic management.

2006-07-20 ATC 4-9 * 408.6 408.6 Reference: In RVSM airspace, do not provide reduced Separation between Flight Levels and Altitudes vertical separation between an RVSM aircraft ASL; 434. and the vertical limit of Class F airspace. (R)

* 408.7 In RVSM non-radar airspace, if an aircraft being provided with 1,000 ft vertical separation reports greater than moderate turbulence, and/ or mountain wave activity that is of sufficient magnitude to significantly affect altitude keeping, and the aircraft is 5 minutes or less from another aircraft: A. traffic permitting, establish 2,000 ft 408.7. A. Note: separation or applicable lateral or A clearance may be issued to another RVSM flight longitudinal separation minimum; (N) level that is not experiencing the turbulence. B. pass traffic information; and (R) 408.7 B. Reference: Radar Traffic Information; 165. Non-Radar Traffic Information; 166. C. report the turbulence and/or mountain wave 408.7 C. Note: activity to the supervisor or shift manager. The shift manager or delegate may temporarily (N)(R) suspend RVSM in selected areas and/or flight levels. 408.7 C. Reference: RVSM Suspension; 349, ATSAMM.

* 408.8 408.8 Reference: In RVSM radar airspace, if an aircraft report Turbulence Reporting Criteria Table; MET 3.7, greater than moderate turbulence, and/or TC AIM. mountain wave activity that is of sufficient magnitude to significantly affect altitude keeping, and 1,000 ft vertical separation exists between 2 aircraft, and targets appear likely to merge: (R) A. pass traffic information; and *B.vector 1 or both aircraft to establish radar separation; or C. provide 2,000 ft vertical separation until the * 408.8 C. Phraseology: pilot reports clear of the greater than CONFIRM ABLE TO RESUME RVSM. moderate turbulence or mountain wave activity. (P)

* 408.9 * 408.9 Phraseology: If operation in RVSM airspace is authorized for NEGATIVE RVSM. a non-RVSM aircraft identify the status of the aircraft when passing and receiving a control estimate. (P)

2006-07-20 ATC 4-10 410 CLEARANCES

411 GENERAL

411.1 Do not accept responsibility for separating aircraft in Class G airspace.

411.2 411.2 Note: Issue clearances and instructions that ensure This may necessitate detailed instructions, such as an aircraft will remain within controlled airspace the heading, or radial to fly, especially during climb unless the aircraft requests otherwise. (N)(R) or descent. 411.2 Reference: Route Description; 422. Departure Clearances; 441. Application of Vectors; 542.

411.3 411.3 Reference: If you accept an abbreviated flight plan in order Requirement to file a Flight Plan or Flight Itinerary; to issue a clearance, inform the aircraft that a 602.73, CARs. complete flight plan must still be filed with FSS. (R)

412 FORMAT

412.1 412.1 Note: Issue clearance items, as appropriate, in the It is important that an IFR clearance contain positive following order: (N)(R) and concise data phrased in a consistent manner. This is especially true of a clearance that will be relayed through a communication agency, since the clearance must be relayed verbatim. 412.1 Reference: Message Format; 217. A. Prefix. B. Aircraft identification. C. Clearance limit. D. SID. E. Route. F. Altitude. G. Mach-number. H. Departure, en route, approach, or holding instructions. I. Special instructions or information. J. Traffic information.

413 ALTERNATE INSTRUCTIONS

413.1 413.1 Phraseology: Issue alternate instructions if: (P) IF UNABLE, (alternate instructions) AND ADVISE.

2005-01-20 ATC 4-11 A. you clear an IFR aircraft to fly in accordance 413.1 A. Reference: with VFR and there is a possibility that VFR VFR Climb/Descent; 436. flight may become impossible; (R) Separation - Application; 471. VFR Release of an IFR Aircraft; 444. B. failure of an unmonitored precision * 413.1 B. Note: approach aid could result in inadequate The Technical Operations Branch is responsible for separation or endanger the safety of aircraft; monitoring ground based NAVAIDs. The status of or (N) precision approach aids are made available to ATS facilities where simultaneous parallel approaches are conducted or where a requirement has been determined. Unless otherwise informed, unmonitored navigation aids are considered serviceable and alternate instructions are not normally required. C. you consider that a possibility exists that the 413.1 C. Note: aircraft may be unable to comply with a Failure of an underlying navigational aid associated clearance or instruction. (N)(R) with a procedure may prevent an aircraft from complying with a clearance or instruction. 413.1 C. Reference: One Thousand on Top; 435. Contact Approach; 466.

414 COMPOSITE FLIGHT PLANS

414.1 Instruct an aircraft that has filed VFR for the first part of a flight and IFR for the last part to contact the appropriate ATC unit for clearance, approaching the point where the IFR part of the flight begins.

414.2 Clear an aircraft that has filed IFR for the first part of a flight and VFR for the last part to the point at which the IFR part of the flight ends.

415 AMENDMENTS

415.1 415.1 Note: You may issue a clearance amending a The last clearance issued has precedence over and previous clearance. (N) cancels any related item of a previous clearance.

415.2 If it is necessary to amend a previously issued clearance, use one of the following:

2005-01-20 ATC 4-12 A. If amending the route: (E) 415.2 A. Example: WJA92 RECLEARED TO THE WINNIPEG AIRPORT VIA PRINCETON, J504 LUMSDEN, BALANCE OF CLEARANCE UNCHANGED; or — WJA92 RECLEARED TO THE WINNIPEG AIRPORT VIA PRINCETON, J504 LUMSDEN, J500 LANGRUTH, J515 WINNIPEG. In this case, WJA92 had been cleared to the Winnipeg Airport via J500 Langruth J515 Winnipeg. Before reaching Princeton, the aircraft was rerouted via Princeton J504 Lumsden J500 Langruth J515 Winnipeg. 1. state the amendment to the route and, if applicable, state that the rest of the route is unchanged; or 2. issue the entire route. B. If amending the altitude: (E) 415.2 B. Example: ACA506 MAINTAIN 15,000 CROSS KATSY AT 7,000 OR BELOW, CROSS NORCH AT 9,000 OR ABOVE; — then — ACA506 MAINTAIN 17,000, PREVIOUS RESTRICTIONS UNCHANGED. In this case ACA506 had flight planned 17,000, was restricted to 15,000 with crossing restrictions at KATSY and NORCH intersections. Before reaching KATSY 17,000 became available. 1. restate all applicable altitude restrictions; or 2. state that applicable altitude restrictions are still in effect. C. If amending both route and altitude, ensure that the conditions listed in both 415.2 A. and B. are met.

415.3 Identify and correct any error made during transmission of a clearance or instruction. Cancel and restate the clearance in full if there is any possibility of misunderstanding.

415.4 If you approve a requested change in flight plan, include the exact nature of the change in the clearance.

415.5 If you are unable to approve a requested change in flight plan: A. inform the aircraft that you are unable; and

2005-01-20 ATC 4-13 B. include: 1. the reason for non-approval; and 2. a suggested alternative if practicable.

416 RELAY

416.1 416.1 Note: If a communication agency informs you that a It is the responsibility of the communication agency clearance has not been delivered, instruct the to which a clearance is issued to transmit it to the agency to take one of the following actions: (N) aircraft immediately upon receipt, unless an attempt-delivery time has been specified. The controller will be notified if the clearance is not delivered within 3 minutes after receipt, or of the attempt-delivery time when specified. A. To continue attempting to deliver and to report if undelivered by a specified time. B. To attempt to deliver at a specified time. C. To cancel the clearance.

2005-01-20 ATC 4-14 420 CLEARANCE LIMITS AND ROUTES

421 CLEARANCE LIMITS

421.1 421.1 Note 1: At least 5 minutes before an aircraft reaches its If a clearance is not received, the aircraft is clearance limit, issue: (N)(R) expected to hold in a published holding pattern or if there is no published pattern, a standard pattern on the inbound track to the clearance limit and to request further clearance or an approach clearance. If communication cannot be established with ATC, the aircraft is then expected to proceed in accordance with communication failure rules and procedures described in the Canada Air Pilot and the Canada Flight Supplement , Section F8. 421.1 Note 2: An arriving aircraft, which has filed an RNAV STAR, is expected to fly this route, as cleared, to the terminal area entry fix (bedpost) or fix associated with the RNAV STAR. If no further clearance has been received upon reaching that point, the pilot is expected to fly the lateral route of the RNAV STAR for the instrument approach(es) serving the runway(s) in use, as specified on the ATIS, maintaining the last assigned altitude. In the event of a communication failure the pilot is expected to squawk 7600, fly the RNAV STAR as published, including the vertical and speed requirements as depicted in the procedure, intercept the final approach, fly inbound land as soon as possible. 421.1 Reference: Two-way Radio Failure in IFR Flight; 602.137, CARs. A. a further clearance; B. an approach clearance; or C. a holding clearance. (N)(R) 421.1 C. Note: A late clearance may cause an aircraft to overshoot the holding fix. 421.1 C. Reference: Holding Clearances; 454.

421.2 421.2 Note: You should inform a high-performance aircraft if Aircraft require time to make any necessary you anticipate that it may be required to hold adjustments needed to prepare for a restriction. For en route or during descent. (N) example, an aircraft could overshoot the holding area if it enters the holding pattern at a speed exceeding the applicable maximum holding speed.

2005-07-07 ATC 4-15 422 ROUTE DESCRIPTION

422.1 422.1 Phraseology: Specify the name of the departure airport as VIA TERRACE, FLIGHT PLANNED ROUTE. the first element of the route if you issue a VIA SEPT ILES, DIRECT (location), FLIGHT departure clearance: (P) PLANNED ROUTE. A. through an FSS; or B. directly to an aircraft on the ground using DCPC.

422.2 * 422.2 Phraseology: Issue a detailed route description as necessary. VIA (airway designators). (P) VIA (North American Route designator). VIA (fix) AND (fix). (Fix) DIRECT (fix). CROSS/JOIN (airway designator)(number) MILES (direction) OF (fix).

422.3 You may use the phrase “via flight planned route” provided: A. the previously filed route has not been changed; B. the flight plan is not an “airfile”; and *C.1.the clearance specifies the route to the first compulsory reporting point and, if routes diverge at that point, the route to the next compulsory reporting point; or 2. the aircraft will be radar-monitored until past the first compulsory reporting point.

422.4 You may use the phrase “via centre-stored flight planned route” provided: A. the flight plan has been filed in accordance with a stored-flight plan Agreement; and B. no handwritten changes have been made to the machine-printed route.

422.5 You may use the phrase “via requested routing” provided: A. the aircraft has given the detailed route description in its request; and B. DCPC is used.

2005-07-07 ATC 4-16 422.6 You may clear an aircraft “Via Direct” provided the altitude is at or above the minimum IFR altitude for the controlled airspace in which the flight will operate.

422.7 422.7 Phraseology: If it is necessary to clear an aircraft to a fix short EXPECT FURTHER CLEARANCE VIA (airways, of the destination airport and if any part of the routes, or fixes). route beyond the clearance limit differs from the 422.7 Reference: Two Way Communications Failure; 602.137, CARs. last routing assigned to the aircraft, issue the Two Way Communications Failure; Section F8, route the aircraft may expect beyond the Canada Flight Supplement. clearance limit. (P)(R)

422.8 422.8 Phraseology: You may instruct an aircraft to follow a specified PROCEED VIA/REMAIN ON (specified radial or track or heading for a specified time, to a course) UNTIL (time or location). location, or to an altitude, provided the CLIMB/DESCEND TO (altitude) ON (specified radial or course). instruction does not prevent the aircraft from 422.8 Reference: clearing all obstructions and terrain in Minimum Altitudes; 433. accordance with the specified minimum. (P)(R) IFR Obstacle Clearance Altitude; 602.124, CARs.

422.9 422.9 Note: Issue specific transition instructions if you clear For example, transition instructions could be a direct an arriving aircraft to a fix not on the previously route from a specific position, an OMNI radial, or a assigned route. (N) vector.

423 LOCAL FLIGHTS

423.1 423.1 Phraseology: Clear an aircraft that requests local IFR flight in CLEARED TO (fix) TO FLY (specified courses, the vicinity of a ground based NAVAID: (P) radials, quadrants, bearings or sectors) OF (fix) WITHIN (number) MILES OF (location). MAINTAIN (altitude). EXPECT APPROACH CLEARANCE AT (time). A. to fly specified courses, radials, quadrants, bearings or sectors within a specified radius; B. to maintain an approved altitude; and C. to expect approach clearance at a specified time.

424 LEAVING OR ENTERING CONTROLLED AIRSPACE

424.1 424.1 Phraseology: Use the phrase “while in controlled airspace” in MAINTAIN (altitude) WHILE IN CONTROLLED conjunction with the altitude if an aircraft will be AIRSPACE. entering or leaving controlled airspace. (P)

2006-01-19 ATC 4-17 424.2 424.2 Phraseology: Specify the point at which an aircraft is to leave LEAVE/ENTER CONTROLLED AIRSPACE or enter controlled airspace laterally if the (number) MILES (direction) OF (fix) AT (altitude). instruction is required for separation purposes. (P)

424.3 424.3 Phraseology: You may clear an aircraft to descend out of low CLEARED TO DESCEND OUT OF CONTROLLED level controlled airspace provided you inform AIRSPACE VICINITY OF (location). THE (minimum the aircraft of the minimum IFR altitude IFR altitude) IS (number). If required — applicable to the airspace. (P)(N)(R) REPORT LEAVING (number). 424.3 Note: If the possibility exists that visual conditions may not be encountered at the minimum IFR altitude, it is the pilot's responsibility to arrange with the controller for protection of an altitude in controlled airspace for up to 30 minutes to permit descent to the minimum IFR altitude, and then a climb, if necessary, to the protected altitude. * 424.3 Reference: Minimum IFR Altitude; Definitions. Unit Directives; 204, ATSAMM. Approach Clearance; RAC 9.3, TC AIM. Descent Out of Controlled Airspace; RAC 9.4, TC AIM.

424.4 424.4 Phraseology: You may clear an aircraft to descend out of ATC CLEARS (aircraft identification) OUT OF controlled airspace via a published instrument CONTROLLED AIRSPACE VIA (name, type) approach procedure. (P)(N)(R) APPROACH. 424.4 Note: Instrument approach procedures may be published in the CAP, the GPH200 or an inventory of RIPs. * 424.4 Reference: Instrument Approach Procedure; Definitions. Approach Clearance; RAC 9.3, TC AIM. Descent Out of Controlled Airspace; RAC 9.4, TC AIM.

424.5 424.5 Phraseology: Clear the aircraft out of controlled high-level ATC CLEARS (aircraft identification) OUT OF (type airspace if: (P)(N)(E) of airspace). 424.5 Note 1: An MEA of 22,000 feet ASL exists within Canada. 424.5 Note 2: If there is controlled low-level airspace underlying controlled high-level airspace, the procedures specified in 424.3 or 424.4 apply. 424.5 Example: ATC CLEARS CANFORCE 426 OUT OF THE NORTHERN CONTROL AREA. CROSS CAMBRIDGE BAY FL250 OR BELOW REPORT LEAVING FL230.

2006-01-19 ATC 4-18 A. the destination airport underlies controlled high-level airspace; and B. there is no minimum IFR altitude established in the area that would prohibit such a manoeuvre.

425 FLIGHT OF SHORT DURATION

425.1 425.1 Example: You may clear an aircraft, at the point of ATC CLEARS (aircraft identification) TO THE departure, to the destination airport for an (name) AIRPORT FOR AN APPROACH, approach provided: (E)(R) PROCEED VIA (route). DO NOT CLIMB ABOVE (altitude). 425.1 Reference: Approach Clearances; 465. A. no other traffic is expected; and B. 1. the estimated time en route is 25 minutes or less; or 2. the distance between the point of departure and the destination airport is 75 miles or less.

426 INSTRUMENT APPROACHES EN ROUTE

426.1 426.1 Note: Apply the rules and procedures contained in A single flight plan, filed for the entire flight, will this subsection to an IFR training aircraft that include in the “other information” portion the conducts an approach and missed approach at aircraft's estimated times for instrument approaches and missed approaches at intermediate locations. an intermediate location. (N)(R) * 426.1 Reference: Cross Country Instrument Training Flights; RAC 3.11, TC AIM.

426.2 Clear the aircraft to final destination.

426.3 426.3 Note: Issue a time or specify the location for the If communication failure occurs before an approach aircraft to expect higher altitude when it is not clearance at an intermediate location is practicable to initially assign an operationally acknowledged, the aircraft is expected to continue to destination in accordance with published suitable altitude or flight level. (N)(R) communication failure procedures. 426.3 Reference: Altitude Assignment — General; 431. Communication Failure in IFR Flight; 602.137, CARs. Section F8; Canada Flight Supplement.

2006-01-19 ATC 4-19 426.4 426.4 Note 1: Issue approach and missed approach If communication failure occurs after an aircraft has clearance if the aircraft requests an approach acknowledged an approach clearance at an clearance at an intermediate location. (N)(E) intermediate location, the aircraft is expected: A. to land; or B. if landing is impracticable, to proceed to destination in accordance with the missed approach and published communication failure procedures. 426.4 Note 2: The aircraft will revise the ETA at destination by adding the estimated times provided in the flight plan for each approach and missed approach that was carried out. 426.4 Example: ON MISSED APPROACH. CLEARED TO THE NORTH BAY VOR VIA VICTOR THREE SEVEN MAINTAIN ONE SEVEN THOUSAND. UPON LEAVING THREE THOUSAND TURN LEFT DIRECT MUSKOKA NDB, PROCEED ON COURSE.

426.5 426.5 Example: If the aircraft requests a low approach or a CLEARED TO THE NORTH BAY VOR VIA VICTOR touch-and-go upon completion of the approach, THREE SEVEN MAINTAIN ONE SEVEN issue appropriate detailed departure THOUSAND. AFTER THE LOW APPROACH OR TOUCH-AND -GO RUNWAY 18 TURN LEFT instructions. (E) DIRECT MUSKOKA NDB PROCEED ON COURSE.

426.6 If traffic does not permit an approach: A. clear the aircraft to continue to the destination airport; or B. issue holding instructions, if requested by the pilot.

426.7 Revise the ETA of the aircraft at the destination airport by adding: A. the estimated time indicated on the flight plan for approach and missed approach at the intermediate location, if a clearance for missed approach has been acknowledged; and B. any holding time issued.

2006-01-19 ATC 4-20 430 ALTITUDE ASSIGNMENT

431 GENERAL

431.1 431.1 Phraseology: Include one or more of the following items in an MAINTAIN (altitude) TO (reporting point)/UNTIL altitude instruction: (P) PAST (reporting point)/UNTIL (time). MAINTAIN AT LEAST 1,000 FEET ON TOP. CROSS (reporting point) AT (altitude)/AT OR ABOVE (altitude)/AT OR BELOW (altitude). CLIMB/DESCEND TO (altitude) IMMEDIATELY/ IMMEDIATELY AFTER PASSING (reporting point)/ AT (time). CLIMB/DESCEND TO REACH (altitude) AT (time)/ AT (reporting point). CLIMB TO (altitude) ON HEADING (number) BEFORE PROCEEDING ON COURSE. EXPEDITE CLIMB/DESCENT [UNTIL PASSING (altitude)]. A. The approved altitude ASL or flight level. B. The altitude at which to cross a reporting point if climbing or descending. C. The place or time at which to start climb or * 431.1 C. Note: descent. (N) Controllers should be aware that pilots who operate frequently in the United States may react differently to the expression “at pilot's discretion” when used in conjunction with an altitude assignment, than that which is stated in TC AIM, RAC 8.4.1. In particular, the FAA Airman's Information Manual states: “The term 'at pilot's discretion' included in the altitude information of an ATC clearance means that ATC has offered the pilot the option to start climb or descent when the pilot wishes. The pilot is authorized to conduct the climb or descent at any desired rate, and to temporarily level off at any intermediate altitude. However, once the aircraft has vacated an altitude, it may not return to that altitude”. D. The place or time at which an altitude is to be reached.

2006-01-19 ATC 4-21 E. The time or location to expect higher altitude 431.1 E. Note: when it is not practicable to initially assign The following may be considered operationally an operationally suitable altitude or flight suitable altitudes or flight levels: level. (N) A. in the low level air structure, the flight-planned altitude or an altitude as near as possible to the flight planned altitude, taking into consideration the aircraft's route of flight; or B. in the high level air structure, an altitude no more than 4,000 feet below the flight planned altitude. However, if it is not practicable to assign the flight planned altitude and if the aircraft has not been informed when it may expect clearance to another altitude, it is the responsibility of the pilot to advise ATC if the assigned altitude will not permit the aircraft to proceed to the airport of destination if a communications failure should occur. F. Detailed instructions for departure or 431.1 F. Reference: approach. (R) Departure Clearances; 441.

431.2 431.2 Note: Clear an aircraft to maintain only one altitude Normally, this is the altitude at which the aircraft will beyond your area of responsibility unless enter the adjacent area. otherwise coordinated with the concerned 431.2 Reference: Coordination: IFR Unit — IFR Unit; 492. sector or unit. (N)(R)

431.3 431.3 Note: Issue clearance to the altitude or flight level the The altitude to be expected, which was included in aircraft was told to expect, prior to the time or the clearance, is not applicable location specified, if: (N)(R) A. once the aircraft has proceeded beyond the fix; or B. the time designated if the clearance has expired. * 431.3 Reference: Two Way Radio Failure in IFR Flight 602.137, CARs. Two-Way Communications Failure RAC 6.3.2 TC AIM. Two Way Communications Failure; Section F8 Canada Flight Supplement. A. it was not practicable to initially assign an 431.3 A. Note: operationally suitable altitude or flight level; Where SIDs are not used, and interim altitude or (N) restrictions are required, the following is the proper application: An aircraft has filed FL370. FL190 is immediately available and FL370 will be available at 80 DME east of Prince George VORTAC. The clearance will read — “MAINTAIN FLIGHT LEVEL ONE NINE ZERO. EXPECT FLIGHT LEVEL THREE SEVEN ZERO, EIGHT ZERO DME EAST OF PRINCE GEORGE VORTAC”.

2006-01-19 ATC 4-22 B. a SID was used. (N)(R) 431.3 B. Note: SIDs based on the criteria in Standards for the Development of Standard Instrument Departures and Standard Terminal Arrivals contain instructions informing the aircraft when to expect clearance to flight planned altitude or flight level. 431.3 B. Reference: Standard Instrument Departures; 442.

431.4 431.4 Phraseology: If an aircraft requests additional altitudes REQUEST FURTHER ALTITUDE CHANGE EN beyond your area of responsibility, instruct the ROUTE. aircraft to request the change en route. (P)

432 DIRECTION OF FLIGHT

432.1 432.1 Reference: Assign a cruising altitude appropriate to the Cruising Altitudes and Cruising Flight Levels; aircraft track: (R) 602.34, CARs. A. except as specified in this section; B. unless the airspace is structured for a one- 432.1 B. Reference: way traffic flow; or (R) Structure Airspace — One-way Traffic Flow; 323, ATSAMM. C. unless an aircraft is transitioning to or from oceanic airspace within 200 nautical miles along the aircraft track from the oceanic entry/exit fix.

432.2 You may assign an altitude inappropriate to the direction of flight if: A. no alternate separation minima can be 432.2 A. Reference: applied provided: (R) Reduced Vertical Separation Minimum (RVSM) Control Procedures; 408. 1. the altitude has been approved by affected sectors/units; and 2. the aircraft will be cleared to an appropriate altitude as soon as possible; B. an aircraft requests it because of icing, 432.2 B. Note: turbulence, or fuel considerations provided: “Fuel considerations” means that an aircraft will (N)(R) make a request only to avoid a fuel situation that might cause an otherwise unnecessary technical stop short of flight planned destination. 432.2 B. Reference: Airframe Icing; MET 2.4, TC AIM. Turbulence Reporting Criteria Table; MET 3.7, TC AIM. Altitudes and Direction of Flight; RAC 8.7.2, TC AIM.

2006-07-20 ATC 4-23 1. the aircraft informs you of the time or 432.2 B. 1. Phraseology: location at which it can be cleared to an AT WHAT TIME OR PLACE CAN YOU ACCEPT AN appropriate altitude; and (P)(N) ALTITUDE APPROPRIATE TO DIRECTION OF FLIGHT? 432.2 B. 1. Note: If the information provided is not precise, obtain sufficient information to determine with which sectors/units approval must be coordinated. 2. the altitude has been approved by affected sectors/units; or C. an aircraft is: 1. holding, arriving, or departing; 2. conducting a flight check of a NAVAID; 3. operating within an altitude reservation; or *4.engaged in an aerial survey, mapping 432.2 C. 4. Reference: flight or test flight. (R) Cruising Altitudes and Cruising Flight Levels; 602.34, CARs. D. an aircraft, while operating in uncontrolled 432.2 D. Reference: airspace, wishes to traverse an airway at an 433.2 Note applies to this paragraph. altitude below the MEA provided; (R)(D) 432.2 D. Diagram:

UNCONTROLLED 12,600 AIRSPACE

MOCA 12,600 MEA 14,000

UNCONTROLLED AIRSPACE

1. the aircraft requests it for operational 432.2 D. 1. Example: reasons; and (E) The aircraft is unable to operate at an altitude appropriate for the direction of flight due to pilot or aircraft limitations. 2. its track crosses the airway at an angle of 45 degrees to 135 degrees inclusive.

2006-07-20 ATC 4-24 432.3 432.3 Phraseology: Issue radar vectors or offset tracks to establish ADVISE IF ABLE TO PROCEED PARALLEL an aircraft at least 5 miles from the centreline of OFFSET. the airway or published track otherwise PROCEED OFFSET (number) MILES (right/left) OF centreline (track/route) FROM (significant point/ authorized if: (P)(N)(R) time) UNTIL (significant point/time). CANCEL OFFSET. FOR VECTORS (direction) OF (airway/track) TURN (left/right) TO HEADING (degrees). 432.3 Note: This procedure is intended to maintain controller involvement and provide an additional margin of safety while aircraft are operating on wrong way altitudes. This 5 mile spacing does not exempt controllers from applying the appropriate radar minima between aircraft. 432.3 Reference: Minima; 532. Parallel Offset Procedures; 506. A. applying 432.2 A. or 432.2 B. in high level radar-controlled airspace; and B. the airway or published track is displayed on the radar.

432.4 432.4 Phraseology: If you are unable to approve the aircraft's UNABLE (altitude) (reason). ADVISE YOUR request made under 432.2 B., provide the INTENTIONS. reason and request the aircraft's intentions. (P)

432.5 You may approve a block altitude provided: A. 1. the aircraft requests it as per 432.2 B.; or 432.5 A. 1. Note: (N) The provisions in 432.2 B. are not required for approving special military activity operating within block altitudes. 2. the aircraft making the request is an IFR training flight, MEDEVAC flight or is flight-checking NAVAID; or *3.the aircraft is an aerial survey, mapping flight or test flight. B. the procedures contained in paragraphs 432.5 B. Note: 432.3 and 432.6 through 432.8 are adhered Except for sub-paragraph 432.6 B., paragraphs to. (N) 432.3, 432.6 and 432.8 may be waived for the purpose of approving an aerial survey or mapping flight or special military activity.

2006-07-20 ATC 4-25 432.6 * 432.6 Note: If a cruising altitude inappropriate to the For strip marking purposes, the following direction of flight is assigned: (N) abbreviations may be used: A. For separation — “WW (altitude) SEP”. B. At pilot's request due to: 1. icing — “WW (altitude) ICNG”; 2. turbulence — “WW (altitude) TURB”; 3. fuel considerations — “WW (altitude) FC”; *4.flight check of a NAVAID — “WW (altitude) FLTCK”; and *5.test flight — “WW (altitude) FLTST”. A. instruct aircraft to make position reports; B. identify an altitude as “Wrong Way” when: 432.6 B. Example: (E) ACA185, WRONG WAY, FLIGHT LEVEL 370. 1. passing and receiving a control estimate; 2. giving and receiving a radar hand-off; or 432.6 B. 2. Reference: (R) Hand-off Transferring Controller; 512. 3. coordinating with an adjacent sector/unit; and C. post warning indicators by: 1. circling the altitude in red on the appropriate flight progress strip; and 2. using the wrong-way altitude alerting 432.6 C. 2. Note: function, if practicable. (N) Either manual or automated indication of wrong-way altitude is acceptable.

432.7 Do not use the words “Wrong Way” in communication with an aircraft.

432.8 432.8 Reference: If an altitude inappropriate to direction of flight Control Transfer; 139, 495 and 583. is assigned, inform the receiving controller prior to transfer of control whether the assignment was pilot or controller initiated and the reason for the assignment. (R)

433 MINIMUM ALTITUDES

433.1 433.1 Reference: Except as provided in 546.3, do not approve or Minimum IFR Altitude; Definitions. assign any altitude that is below the minimum Cruising Altitudes and Cruising Flight Levels; IFR altitude. Inform an aircraft if a requested 602.34, CARs. ATC Assignment of Altitudes; RAC 8.7 TC AIM. altitude is below the minimum IFR altitude. (R)

2006-07-20 ATC 4-26 433.2 433.2 Note: You may clear aircraft operating on an airway/ MEAs are applicable to aircraft that have been air route below the MEA, but not below the cleared via airways/air routes. When aircraft operate MOCA, provided it is specifically requested by below the MEA the required signal coverage may not exist requiring an increase in the lateral airspace an aircraft: (N)(R) to be protected. 433.2 Reference: Direction of Flight; 432. Lateral Separation; 344, ATSAMM. Transition To and From Signal Coverage; 345, ATSAMM. Cruising Altitudes and Cruising Flight Levels; 602.34, CARs. A. in the interest of flight safety; (N) 433.2 A. Note: Flight safety may be jeopardized by such conditions as icing or turbulence. B. flight checking a NAVAID; C. on a MEDEVAC flight; or D. if the navigation method used is GPS. (N) 433.2 D. Note: Since GPS does not require ground-based NAVAID signal coverage to provide navigation accuracy additional protected airspace is not required.

433.3 433.3 Note: You may clear aircraft traversing airways/air Aircraft are considered to be “traversing an airway/ routes below the MEA but not below the air route” when the airspace to be protected for the applicable minimum IFR alitude. (N)(R) track of the aircraft infringes on the airspace to be protected for the airway/air route. An aircraft cleared “via direct” on a track that is coincident with an airway/air route is considered traversing the airway/ air route. 433.3 Reference: Direction Of Flight; 432. Cruising Altitudes and Cruising Flight Levels; 602.34, CARs.

433.4 Issue a revised clearance without waiting for a request from the aircraft if an aircraft has been cleared at an altitude that is below the minimum IFR altitude for a subsequent portion of the route.

2005-01-20 ATC 4-27 433.5 433.5 Diagram: If it is necessary for an aircraft to make a change in altitude because of a higher MEA

beyond the next fix, clear the aircraft to climb in EA 5,000 sufficient time to enable it to cross the fix at or

above the MEA established beyond the fix. (D) MEA 3,000

433.6 433.6 Diagram: If an altitude lower than the MEA for the leg being flown, but at or above the MEA MEA 5,000 established beyond the next fix, is requested, do not clear the aircraft to descend below the MEA 3,000 MEA for the leg being flown until after passing the fix beyond which the lower MEA is established. (D)

434 SEPARATION BETWEEN FLIGHT LEVELS AND ALTITUDES ASL

434.1 Do not assign any flight level that is lower than the lowest usable flight level determined from the following table::

IF THE ALTIMETER THEN THE LOWEST SETTING IS USABLE FLIGHT LEVEL IS

29.92 OR HIGHER FL180 29.91 TO 28.92 FL190 28.91 TO 27.92 FL200 27.91 OR LOWER FL210

434.2 434.2 Reference: Determine, from the following table, the lowest Vertical Separation; 472. assignable flight level that will ensure at least Vertical Separation From Active Class F Airspace; the required vertical separation minimum 476. between an aircraft flying on the standard pressure setting and: (R) A. an aircraft flying on an altimeter setting; or

2005-01-20 ATC 4-28 B. the upper limit of a Class F Restricted 434.2 B. Note: Airspace, if the upper limit is defined in Additional vertical separation is not required if the terms of altitude ASL. (N)(R) upper limit is defined in terms of flight level. 434.2 B. Reference: RNPC Vertical Separation; 482.

IF THE AIRCRAFT AND IF THE THEN THE FLYING ON THE ALTIMETER SEPARATION STANDARD SETTING IS REQUIRED IS PRESSURE SETTING IS AT FL290 OR BELOW 1,000 29.92 OR HIGHER 2,000 29.91 TO 28.92 3,000 28.91 TO 27.92 4,000 27.91 OR LOWER

ABOVE FL290 2,000 29.92 OR HIGHER 3,000 29.91 TO 28.92 4,000 28.91 TO 27.92 5,000 27.91 OR LOWER

434.3 Determine from the following table, the vertical separation required between an aircraft flying on an altimeter setting and the lower limit of a Class F Restricted airspace if the lower limit is defined in terms of flight level. IF THE ALTIMETER VERTICAL SEPARATION SETTING IS REQUIRED 29.92 OR HIGHER 1,000 FEET 29.91 TO 28.92 2,000 FEET 28.91 TO 27.92 3,000 FEET 27.91 OR LOWER 4,000 FEET

434.4 434.4 Reference: Coordinate with adjacent sectors/units if a Vertical Separation; 472. change in altimeter setting necessitates an Separation from Class F Airspace; 476. increase, or permits a decrease, in: (R) A. the lowest usable flight level; or B. the separation between flight levels and altitudes ASL.

435 ONE THOUSAND ON TOP

435.1 435.1 Note: You may clear an aircraft to maintain “at least It is the aircraft's responsibility to ensure that the 1,000 feet on top” provided: (N)(R) requested operation can be conducted above all cloud, haze, smoke, or other formation, with a flight visibility of 3 miles or more. An aircraft's request can be considered as confirmation that conditions are adequate. 435.1 Reference: Traffic Information; 405. Application of Separation; 471.

2006-07-20 ATC 4-29 A. the aircraft requests it; and B. the aircraft will operate within Class B 435.1 B. Phraseology: airspace 12,500 feet ASL and below, Class MAINTAIN 1,000 ON TOP WHILE IN C, D or E airspace. (P) CONTROLLED AIRSPACE NOT ABOVE 12,500 FEET.

435.2 435.2 Note: You may clear an aircraft to maintain “at least In this case, you are expected to ask the aircraft to 1,000 feet on top” without meeting the confirm that it can maintain a flight visibility of 3 requirements of 435.1 provided this action is miles or more on top. required to alleviate an emergency situation. (N)

436 VFR CLIMB/DESCENT

436.1 436.1 Phraseology: You may clear an aircraft to change altitude in CLIMB/DESCEND VFR FROM (altitude) TO accordance with VFR provided: (P)(R) (altitude). — and, if necessary — IF UNABLE, (alternate instructions) AND ADVISE. — if required — CAUTION, WAKE TURBULENCE, (type and position of wake generating aircraft). 436.1 Reference: Wake Turbulence; 128. Traffic Information; 405. Alternate Instructions; 413. Separation - Application; 471. A. the aircraft requests it; and (N)(R) 436.1 A. Note: It is the aircraft's responsibility to ensure that the requested operation can be performed in visual meteorological conditions (VMC). An aircraft's request can be considered as confirmation that such conditions exist. 436.1 A. Reference: IFR Clearance with VFR Restrictions; RAC 6.2.1, TC AIM. B. the change will occur within Class B airspace 12,500 feet ASL and below, or within Class C, D or E airspace.

437 ALTITUDE REPORTS

437.1 437.1 Phraseology: Ask an aircraft for verification of altitude if it REPORT YOUR ALTITUDE. does not provide this information on initial 437.1 Note: contact. (P)(N)(R) Pilots of IFR and CVFR flights are required to state altitude information on initial contact or when changing from one ATC frequency to another. 437.1 Reference: Altitude Reports; RAC 8.4, TC AIM.

2006-07-20 ATC 4-30 437.2 You may instruct an aircraft to report: A. reaching or leaving an altitude; or (P)(N)(R) 437.2 A. Phraseology: REPORT REACHING/LEAVING (altitude). * 437.2 A. Note: Pilots of IFR and CVFR flights are not required to report when leaving or reaching an assigned altitude unless instructed to do so. 437.2 A. Reference: Altitude Reports; RAC 8.4, TC AIM. B. passing an altitude during climb or descent. 437.2 B. Phraseology: (P) REPORT PASSING (altitude).

437.3 437.3 Phraseology: Include the phraseology “Report Reaching” in CLIMB/DESCEND TO (altitude) REPORT all clearances for a climb or descent that will REACHING. take place in whole or in part in RVSM non- 437.3 Reference: Altitude Reports; RAC 8.4, TC AIM. radar airspace. (P)(R)

438 CONTROLLED VFR

438.1 438.1 Example: Include the contraction “VFR” in conjunction MAINTAIN ONE FOUR THOUSAND VFR. with the approved altitude in all clearances issued to a CVFR aircraft. (E)

INTENTIONALLY LEFT BLANK

2005-01-20 ATC 4-31 440 DEPARTURES

441 CLEARANCES

441.1 441.1 Example: If required for control, specify the following DEPART RUNWAY ZERO SIX TURN LEFT items in a departure clearance: (E)(R) HEADING ZERO FOUR ZERO UNTIL ABLE DIRECT NOT ABOVE FIVE THOUSAND UNTIL 20 DME. 441.1 Reference: Altitude Assignment — General; 431. A. Direction of takeoff and turn after takeoff. (P) 441.1A. Phraseology: DEPART RUNWAY (number), TURN LEFT/RIGHT (if required). B. Initial heading or track to be flown before 441.1 B. Note 1: proceeding on course. (N)(R) Aircraft issued a SID are expected to fly the headings or tracks specified on the SID chart until a radar vector is issued. 441.1 B. Note 2: Aircraft instructed to fly “runway heading“ or a SID or departure procedure for which no specific heading is published, are expected to fly the heading that corresponds with the extended centreline of the departure runway until otherwise instructed. Drift correction will not be applied; e.g. Runway 04, magnetic heading of the centreline is 044 degrees, aircraft will fly heading 044 degrees. 441.1 B. Note 3: If an airport and navigational aids of the same name are in close proximity to each other, detailed departure instructions may be required if there is doubt as to the pilot's intentions after departure. This is to prevent the pilot from proceeding to a NAVAID to establish a course of flight when a direct route is required for control purposes. * 441.1 B. Reference: Initial Separation; 475. Standard Instrument Departure; RAC 7.5, TC AIM. C. Altitude to be maintained before continuing climb to assigned altitude. D. Time or point at which an altitude or heading change is to be commenced or completed. E. Any other necessary manoeuvre.

441.2 441.2 Reference: If you specify the time or point at which a Noise Abatement; 136. departing aircraft is to start a turn, ensure that Protected Airspace for Departure; 356, ATSAMM. the clearance does not prevent the aircraft from Minimum Altitudes and Distances; 602.14 CARs. clearing all obstacles and terrain. (R)

2005-01-20 ATC 4-32 441.3 441.3 Note: You may expedite a departure by suggesting a It is the pilot's responsibility to decide among: take-off direction other than into wind. (N) A. making the takeoff; B. waiting for takeoff into wind; or C. requesting takeoff in another direction.

441.4 441.4 Note: You should make every effort to permit an Heavy take-off weights may make the early part of a aircraft that is departing on a long-range flight: flight critical. (N) A. to proceed on course with as few turns as possible; and B. to climb to the assigned altitude with as few restrictions as possible.

441.5 441.5 Reference: Clear a departing aircraft to the destination Flight of Short Duration; 425. airport except in the following circumstances: (R) A. You may clear an aircraft to a published 441.5 A. Note: radio fix serving the destination airport, Radio fixes used as clearance limits are published provided the destination airport is within in the Canada Air Pilot and the Canada Flight your control area or FIR. (N) Supplement. B. Clear an aircraft to a point other than the destination airport if: 1. the destination airport is within another unit's control area or FIR; and 2. the other unit requests you to do so.

441.6 441.6 Note: If you issue a clearance to a fix not serving the This is necessary to permit the pilot to prepare for destination airport, you should inform the the restriction. aircraft of any further restriction that is anticipated. (N)

442 STANDARD INSTRUMENT DEPARTURES

442.1 442.1 Phraseology: You may assign a SID and any necessary (SID name and number) DEPARTURE. transition at those locations where a SID is — or — published. (P)(N) (SID name and number) DEPARTURE, (SID termination fix) (SID transition). 442.1 Note: 441.1 B. Note 2 also applies here.

442.2 442.2 Example: If using a SID, include the following: (E) CLEARED TO THE CALGARY AIRPORT, TORONTO ONE DEPARTURE, CENTRE-STORED FLIGHT PLAN.

2006-01-19 ATC 4-33 A. name of SID; B. SID termination fix, if appropriate; (R) 442.2 B. Reference: Application of Vectors; 542. C. if applicable, transition; and D. if necessary, time or location for the aircraft 442.2 D. Reference: to expect climb to an operationally suitable Operationally Suitable Altitude; 431.1 E. Note. altitude or flight level. (R)

442.3 442.3 Example: You may issue an altitude different from the CLEARED TO THE CALGARY AIRPORT, altitude specified in the SID provided: (E) TORONTO ONE DEPARTURE, CENTRE-STORED FLIGHT PLAN ROUTE, MAINTAIN SEVEN THOUSAND. A. the altitude is stated; and B. a readback is obtained prior to departure.

443 RELEASE TIME

443.1 If an aircraft must not depart until after a specified time or event, and: A. the clearance is issued through a control tower: 1. specify a clearance valid time; (P) 443.1 A. 1. Phraseology: CLEARANCE VALID AT (time). 2. if a clearance valid time is deemed 443.1 A. 2. Note: inappropriate, specify that a clearance The term “clearance validation required” is not part validation is required; or (N) of the clearance. This internal ATC phraseology will permit the tower to deliver the clearance prior to obtaining release approval from the IFR controller. 3. specify the event which must occur. 443.1 A. 3. Phraseology: (P)(N) CLEARANCE VALID WHEN (event). 443.1 A. 3. Note: An enabling event may be an aircraft arrival, departure or other traffic situation which may be observed by or reported to the airport controller. B. the clearance is not issued through a control tower: 1. specify in the clearance that the aircraft 443.1 B. 1. Phraseology: is not to depart until a specified time; or (IFR clearance) DO NOT DEPART UNTIL (time) (P) (reason).

2006-01-19 ATC 4-34 2. specify in the clearance that the aircraft 443.1 B. 2. Phraseology: is not to depart until a specified event (IFR clearance) DO NOT DEPART UNTIL (event) has occurred; and (P)(N) (reason). 443.1 B. 2. Note: It is essential that the aircraft be able to positively determine that the enabling event has occurred. Consideration should be given to the following possibilities: A. The proposed departure may not be on the same frequency as the conflicting aircraft. B. The proposed departure may not be able to positively distinguish the conflicting aircraft from other similar aircraft. C. A third party may not be aware of the need to relay information to a proposed departure unless that need is stated by the controller. 3. state the reason for the delay.

443.2 If a departure time or event cannot be specified as in 443.1 B., do not issue a clearance until the clearance is valid.

443.3 443.3 Phraseology: Issue a clearance cancelled time or specify that CLEARANCE CANCELLED IF NOT AIRBORNE BY the clearance will be cancelled by an event if an (time). aircraft must depart at or before a specified time CLEARANCE CANCELLED IF NOT AIRBORNE BEFORE (event). or before the occurrence of an event. (P)(N) 443.3 Note: For a clearance cancelled time, the effective time is the hour and minute stated in the clearance. Since seconds are not considered as part of the effective time, a clearance is cancelled when the stated time appears on the clock.

443.4 443.4 Phraseology: Respond to a request for release of an IFR (aircraft ident) VALID RUNWAY (number). aircraft by stating the runway number. (P)

444 VFR RELEASE OF AN IFR AIRCRAFT

444.1 444.1 Phraseology: You may approve an IFR aircraft's request to CONTACT (unit) ON (frequency) AT (specific time, depart and maintain VFR until an IFR clearance altitude, or location)/WHEN AIRBORNE, FOR IFR is received provided you specify a time, altitude, CLEARANCE. or location at which the aircraft is to contact you for its IFR clearance. (P)

2006-01-19 ATC 4-35 444.2 444.2 Phraseology: You may issue an IFR clearance for a departing (IFR clearance), MAINTAIN VFR UNTIL (time)/TO aircraft to fly in accordance with VFR until a (altitude or fix). specified time, altitude, or location provided: — and if necessary — IF NOT POSSIBLE, (alternate instructions) AND (P)(R) ADVISE. 444.2 Reference: Traffic Information; 405. Alternate Instructions; 413. A. the aircraft requests it; and (N)(R) 444.2 A. Note: It is the aircraft's responsibility to ensure that the requested operation can be performed in visual meteorological conditions (VMC). An aircraft's request can be considered as confirmation that such conditions exist. * 444.2 A. Reference: VFR Release of an IFR Aircraft; RAC 6.2.2, TC AIM. B. the restriction is only applied within Class B airspace 12,500 feet ASL and below, or within Class C, D or E airspace.

444.3 444.3 Phraseology: If you are unable to approve a VFR departure, UNABLE REQUEST (reason). inform the aircraft of the reason for refusal. (P)

445 DELAYS

445.1 445.1 Reference: Inform the operator of the time at which it is Operator; Interpretation; 101.01, CARs. expected that an aircraft can be accommodated, if it will be necessary to delay the departure of an aircraft for a prolonged period of time. (R)

2006-01-19 ATC 4-36 450 HOLDING

451 HOLDING AREAS

451.1 451.1 Note: Determine holding areas in accordance with the It has been determined that the airspace to be directives contained in the ATC Holding Criteria protected for aircraft holding using GPS matches Document. (N) the criteria in the ATC Holding Criteria Document.

452 HOLDING FIXES

452.1 452.1 Note 1: Do not use a DME fix located within the cone of When holding away from the NAVAID, the entire ambiguity as a holding fix. (N)(R) holding area must be clear of the cone of ambiguity. 452.1 Note 2: When a TACAN facility has been specified as the clearance limit, special procedures are required because of the cone of ambiguity. Pilots have been advised that if no further clearance has been issued by the time the 10 DME is reached, the pilot is to commence a standard hold on the inbound radial between 10 DME and 15 DME and request further clearance. The 10 DME will be considered the holding fix. In addition, when a TACAN is being used as the primary navigation aid, and the clearance limit is a TACAN approach fix which is located on a radial other than the inbound radial of the aircraft, the aircraft is expected to hold, if required to do so, on the fix radial in a direction specified by the approach procedure. 452.1 Reference: Cone of Ambiguity; para. 5.6, Holding Criteria Document.

452.2 452.2 Note: Do not hold aircraft flying a GPS procedure at Approach certified GPS receivers change to the FAF. (N) approach mode at 2 miles prior to the FAF. This provides significant changes to the course deviation indicator sensitivity, and RAIM, which can result in unpredictable results by the GPS receiver.

2005-01-20 ATC 4-37 452.3 452.3 Diagram: If you use an intersection as a holding fix, ensure that: (D) ANGLE OF DIVERGENCE (MINIMUM 45 DEGREES) FIX

HOLDING AREA

CROSSING RADIAL (MAXIMUM 45 MILES)

A. the angle of the divergence of the bearings or radials is at least 45 degrees; and B. the ground based NAVAID providing the crossing radial or bearing is not more than: 1. 30 miles from the intersection if it is an 452.3 B. 1. Note: NDB; or (N) This distance may be increased provided the minimum angle of divergence is increased by 1 degree for each mile in excess of 30 miles. 2. 45 miles from the intersection if it is not 452.3 B. 2. Note: an NDB. (N) This distance may be increased provided the minimum angle of divergence is increased by 1/2 a degree for each mile in excess of 45 miles.

453 HOLDING PATTERNS

453.1 If holding an aircraft at a fix for which there is no established holding area and which is not depicted on En route or IFR Terminal Charts, you should, as appropriate, take the following actions: A. Assign a standard holding pattern unless a 453.1 A. Note: non-standard holding pattern is required. A standard holding pattern involves right-hand turns (N) with an adjustment to the outbound times to achieve 1 minute inbound legs up to and including 14,000 feet ASL and 1-1/2 minute inbound legs above 14,000 feet ASL. B. Hold a military jet aircraft, other than a transport aircraft, on the side of the fix opposite that which will be used for the penetration procedure. C. Hold other aircraft on the side of the fix that will be used for the instrument approach procedure.

2005-01-20 ATC 4-38 453.2 You may approve an aircraft's request to deviate from a standard holding procedure provided you protect any necessary additional airspace.

453.3 453.3 Note 1: If a holding clearance is necessary at a fix for The most frequently used holding patterns are which a holding pattern is depicted, use the depicted on En route Low Altitude and En route phraseology specified in 454.1 E. If the holding High Altitude Charts and IFR Terminal Area Charts. 453.3 Note 2: location required differs from that depicted use Pilots have been informed that upon reaching a another appropriate phraseology as specified in clearance limit for which a holding pattern is 454.1. (N) depicted they are to hold in the location depicted unless cleared otherwise by ATC.

454 CLEARANCES

454.1 454.1 Reference: If necessary, issue one of the following holding Clearance - Format; 412. clearances: (R) Clearance Limits; 421. A. Standard holding clearance. (P) 454.1 A. Phraseology: CLEARED TO THE (fix), HOLD (direction) ON (specified) RADIAL/COURSE/INBOUND TRACK. B. Non-standard holding clearance. (P) 454.1 B. Phraseology: CLEARED TO THE (fix), HOLD (direction) ON (specified) RADIAL/COURSE/INBOUND TRACK, LEFT TURNS. C. Detailed holding clearance. (P) 454.1 C. Phraseology: CLEARED TO THE (fix), HOLD ON (specified) RADIAL/COURSE/INBOUND TRACK, BETWEEN (location) AND A POINT (number) MINUTES (direction), RIGHT/LEFT TURNS. D. DME holding clearance. (P) 454.1 D. Phraseology: CLEARED TO THE (name) TACAN/VOR/NDB (specified) RADIAL/BEARING (number) DME FIX, HOLD BETWEEN (number) AND (number) DME. E. Published holding pattern clearance. (P) 454.1 E. Phraseology: CLEARED TO THE (fix), HOLD (direction) AS PUBLISHED.

454.2 454.2 Phraseology: Issue, with the holding clearance, an expect- EXPECT APPROACH CLEARANCE AT (time). approach-clearance time, expect-further- EXPECT FURTHER CLEARANCE AT (time). clearance time, or the time to depart the fix, and DEPART (fix) AT (time). 454.2 Reference: revise it as necessary. (P)(R) IFR Clearance; 333.

2005-01-20 ATC 4-39 454.3 454.3 Note: When clearing a GNSS equipped aircraft to an DME holding fixes may be offset due to slant range. established DME hold, ensure the protected 454.3 Reference: airspace of the GNSS equipped aircraft is ATC Holding Criteria Document – GPS Holding, Chapter 6.1.2. completely contained within the established DME hold. (N)(R)

455 SEQUENCING

455.1 455.1 Reference: If it is necessary to establish a “stack,” you Flight Priority; 132. should: (R) Approach Sequence; 464. A. assign the lowest altitude to the first aircraft estimated to arrive over the holding fix; and B. assign succeeding aircraft successively higher altitudes.

455.2 If a succeeding aircraft would be required to hold at an excessively high altitude, you should hold it at another fix until a lower altitude is available at the primary holding fix.

455.3 If the weather is below the landing minima for an aircraft in an approach sequence and the aircraft informs you that it wants to hold and wait for an improvement in the weather, take one or more of the following actions: A. If necessary, remove the aircraft from its position in the approach sequence and either clear it to an adjacent fix or reclear it in the stack at an altitude which will permit other holding aircraft to do an approach. B. Ascertain the aircraft's intentions in the 455.3 B. Phraseology: event of a communication failure occurring ADVISE YOUR INTENTIONS IN EVENT OF before receipt of an approach clearance. (P) COMMUNICATION FAILURE. C. Issue appropriate communication failure 455.3 C. Phraseology: instructions that cover the aircraft's stated IF COMMUNICATION FAILS, PROCEED VIA intentions, if the intentions require other (route) TO (airport) MAINTAIN (altitude) DEPART than normal communication failure (fix) AT THE EXPECT-APPROACH-CLEARANCE TIME. procedures. (P)

455.4 If an aircraft is expected to be delayed 30 minutes or more at the destination airport: A. issue, either directly or through another unit, an expect-approach-clearance time; and

2005-01-20 ATC 4-40 B. inform the aircraft operator if practicable.

2006-01-19 ATC 4-41 460 ARRIVALS

461 LANDING INFORMATION

461.1 If DCPC is used, issue landing information before or shortly after the descent clearance.

461.2 461.2 Example: Include the following items, as appropriate, in AIR CANADA NINE ONE TWO CALGARY landing information: (E) ARRIVAL, WEATHER AT 1700Z; WIND THREE TWO ZERO AT TEN, VISIBILITY THREE, LIGHT FREEZING RAIN; CEILING EIGHT HUNDRED OVERCAST; ALTIMETER TWO NINE FIVE FOUR; RUNWAY THREE FOUR, EXPECT ILS THREE FOUR; ICE PATCHES ON RUNWAY, DC9 REPORTED BRAKING ACTION FAIR AT ONE SIX FOUR FIVE. A. Wind. 461.2 A. Reference: Altimeter Settings and Wind Information; 135. B. Visibility. C. Ceiling. D. Altimeter setting. E. Pertinent remarks from the current weather report. F. Conventional or RNAV STAR, including any transition. G. Runway in use. H. Approach aid in use. I. Pertinent airport conditions.

461.3 461.3 Reference: You may use the term “CAVOK” if applicable. CAVOK; Definitions.. (R) Weather Information; 134.

461.4 461.4 Reference: Except during rapidly changing conditions, you Automatic Terminal Information Services; 170. need not issue information included in the current ATIS broadcast, provided the aircraft acknowledges receipt of the broadcast. (R)

461.5 461.5 Phraseology: When issuing landing information, inform the ALTIMETER SETTING FOR (location) NOT aircraft if no altimeter, either local or remote, is AVAILABLE. available for that location. (P) (R) * 461.5 Reference: Procedure Altitudes and Current Altimeter Setting; RAC 9.17, TC AIM. Remote Altimeter Setting; RAC 9.17.2 TC AIM.

2006-01-19 ATC 4-42 461.6 461.6 Reference: Issue a remote altimeter setting when Altimeter Setting and Wind Information; 135. applicable. (R)

461.7 Issue to an aircraft any subsequent information, of which you have been made aware, that may affect its descent, approach, or landing.

462 EN ROUTE DESCENT

462.1 462.1 Reference: If you clear a high-performance aircraft to Altitude Reports; 437. descend and it is necessary to use a step-down procedure, you should issue further clearance well before the aircraft reaches the specified interim altitude. (R)

462.2 462.2 Reference: If an altitude report is necessary during a step- Altitude Reports; 437. down procedure, you should specify an altitude that is 2,000 feet or more from the altitude to which the aircraft has been cleared. (R)

463 CLEARANCE LIMIT

463.1 463.1 Note: Clear an arriving aircraft to a published fix from Radio fixes used as clearance limits are published which an instrument approach can be carried in the Canada Air Pilot and the Canada Flight out by specifying: (N)(R) Supplement. 463.1 Reference: Holding Fixes; 452. Vectoring — General; 541. A. the name of the fix; and (N) 463.1 A. Note: It is expected you will assign the final approach course fix, or the initial or intermediate approach fix, for the anticipated approach in use as the clearance limit. B. the route of flight.

463.2 You may omit clearing an arriving aircraft to a published fix from which an instrument approach can be carried out, provided the aircraft has been cleared for a RNAV STAR.

2005-04-14 ATC 4-43 464 APPROACH SEQUENCES

464.1 464.1 Reference: Normally, clear IFR or CVFR aircraft for Flight Priority; 132. approach in the order in which they are Sequencing; 455. estimated to arrive over the fix from which approaches are commenced. (R)

464.2 464.2 Reference: Do not clear a succeeding aircraft for an Jet Approaches and Penetration Turn Procedures; approach until the preceding aircraft: (R) 846. A. has cancelled or closed its IFR flight plan; B. is transferred to tower's control; (R) 464.2 B. Reference: Control Transfer; 495. C. has landed (except during instrument 464.2 C. Note: meteorological conditions at an airport The preceding aircraft may be considered clear of served by a FSS, the preceding aircraft the runway if the aircraft has reported clear or the must be clear of the runway to be used by FSS has observed the aircraft to be clear. the succeeding aircraft); or (N) D. is established on a missed approach procedure that provides the required IFR separation minima.

464.3 During instrument meteorological conditions at an airport served by an FSS, if an arriving aircraft has landed but a clear of runway report has not been received, you may clear a succeding aircraft for an approach provided: A. you attempt to determine the location of the 464.3 A. Note: preceding aircraft; and (N) You are expected to use such facilities as necessary to attempt to locate the position of the preceding aircraft. For example, request a visual scan of the airport area by the FSS or an airport official. B. you inform the succeeding aircraft that the preceding aircraft has landed but has not been reported clear of the runway.

2005-04-14 ATC 4-44 465 APPROACH CLEARANCES

* 465.1 465.1 Phraseology; Except as indicated in 465.9, specify in an CLEARED TO THE (name) AIRPORT (type) approach clearance the published name of the APPROACH. approach as it appears in the CAP or RCAP, — or — CLEARED TO THE (name) AIRPORT RNAV RWY and the route to be flown, if adherence to a (number) APPROACH. particular procedure is required. Use the prefix — or — “RNAV” in radio communications concerning CLEARED TO THE (name) AIRPORT (type) RNAV(GPS) approaches. (P)(N) APPROACH. PROCEED FROM (fix) TO (fix) VIA (route). 465.1 Note 1: Unless a specific route has been issued with the approach clearance, the pilot may proceed via: A. the previously cleared route and transition to a fix; or B. any position along the route of flight directly to a fix; which will permit the aircraft to commence a published instrument approach. 465.1 Note 2: Routing an aircraft via the Intermediate Waypoint (IWP), when on a GPS approach prevents the pilot from descending below the MSA until that fix. This may create a situation, where the pilot may be forced to descend at a greater than the recommended maximum permissible descent gradient as specified in TP 308. It is therefore recommended to route an aircraft via the IAWP if the difference between the initial and the intermediate segment altitudes is such, that a clearance via the IWP may cause the aircraft to be too high to complete the approach. 465.1 Note 3: If visual reference to the ground is established before completion of a specified approach procedure, the aircraft is expected to continue with the entire procedure unless control is transferred to the tower or the IFR flight plan is cancelled.

* 465.2 You may issue a restricted instrument procedure for an IFR flight, provided: *A.the aircraft requests it; or *B.it is specified in the flight plan. (R) * 465.2 B. Reference: Restricted Instrument Procedure; Definitions.

2006-07-20 ATC 4-45 465.3 465.3 Phraseology: If requested by an aircraft, or if an aircraft INITIAL APPROACH AT (altitude). OUTBOUND indicates that it is unfamiliar with the approach (specified) RADIAL/COURSE/ TRACK. procedure, specify the following information as PROCEDURE TURN (direction) AT (altitude) WITHIN (distance) OF (NAVAID or FAF). FINAL applicable: (P) APPROACH (specified) RADIAL/COURSE/TRACK. AUTHORIZED MINIMUM (altitude). IF APPROACH MISSED, (missed approach instructions). A. Initial approach altitude. B. Outbound track. C. Procedure turn direction and altitude. D. Distance within which procedure turn is to be completed. E. Final approach course. F. Authorized minimum altitude. (N) 465.3 F. Note: Authorized minimum altitude may be a decision height (DH) or a minimum descent altitude (MDA) as applicable. G. Missed approach procedure.

465.4 465.4 Phraseology: Specify, in an approach clearance, any CLEARED TO THE (name) AIRPORT (type) restrictions necessary to confine descent of an APPROACH. MAKE DESCENT (instructions). aircraft to a specific airspace, if: (P)(N)(R) 465.4 Note: If an aircraft, cleared without restriction to an airport, is approaching the fix or facility at an altitude higher than the procedure turn altitude, descent may be made in any sector to the sector altitude before commencing the established procedure. 465.4 Reference: Shuttle Procedures; RAC 10.9, TC AIM. A. the aircraft is approaching the fix or facility, from the initial approach or from within the holding pattern, at an altitude which is above the procedure turn altitude; B. it is necessary to confine the aircraft to a specific area for the provision of separation from other aircraft, including departures; and C. a shuttle pattern has not been published for 465.4 C. Note: the approach. (N) Shuttle patterns are usually published where the initial approach altitude is more than 2,000 feet higher than the procedure turn altitude.

2006-07-20 ATC 4-46 465.5 465.5 Phraseology: Include, in an approach clearance, a clearance CLEARED TO THE (name) AIRPORT (type) to circle to the runway in use, if the landing will APPROACH, CIRCLING PROCEDURE (direction if be made on a runway other than that aligned required) FOR RUNWAY (number). CLEARED TO THE (name) AIRPORT (type) with the instrument approach aid. (P)(N) APPROACH, CIRCLING PROCEDURE FOR ANY RUNWAY IS APPROVED. 465.5 Note 1: If a missed approach is initiated during a circling procedure, the aircraft is expected to fly the published procedure as shown for the instrument approach just completed. The procedure for the runway on which the landing was planned will not be used. 465.5 Note 2: Military aircraft may request to conduct an overhead break procedure utilizing VFR.

465.6 465.6 Note: Specify the direction of a circling procedure in Do not use the terms “left” or “right”. relation to compass points. (N)(E) 465.6 Example: CIRCLING PROCEDURE NORTH/SOUTH FOR RUNWAY ZERO SEVEN.

* 465.7 You may issue a clearance for a GNSS overlay approach provided: A. the pilot requests it; and *B.the aircraft is GNSS equipped - suffix “G”. * 465.7 B. Phraseology: (P)(N)(E) CLEARED TO THE (name) AIRPORT – GNSS OVERLAY (runway) APPROACH. 465.7 B. Note 1: The protected airspace for an overlay approach is coincident with that of the underlying NAVAID approach. * 465.7 B. Note 2: Approval of the “GNSS Overlay Approach” is independent of the serviceability of the underlying NAVAID. * 465.7 B. Example: CLEARED TO THE NORTH BAY AIRPORT GNSS OVERLAY RWY 08 APPROACH.

* 465.8 You should request which GNSS overlay approach the pilot is planning if more than one is published for the approach runway.

2006-01-19 ATC 4-47 465.9 465.9 Phraseology: You may issue a non-specific approach CLEARED TO THE (name) AIRPORT FOR AN clearance, traffic permitting. (P)(N)(E)(R) APPROACH. 465.9 Note: If the type of approach is not specified, the pilot has the option of carrying out any approach. This does not include a contact approach or a visual approach (published or non-published). As soon as practicable after receipt of this type of clearance, the pilot should advise ATC or FSS of the type of approach procedure to be carried out, or request a visual or contact approach. 465.9 Example: Following receipt of a non-specific approach clearance to the airport, the aircraft requests a visual or contact approach. If approving the visual or contact approach, since the aircraft has already been cleared to the airport, the controller need only advise the aircraft as follows: ROGER VISUAL/CONTACT APPROACH APPROVED. 465.9 Reference: Approach Clearance; RAC 9.3, TC AIM.

465.10 465.10 Note 1: If weather conditions are close to the minima for A pilot will follow the published missed approach the approach in use, you should plan for the procedure for the instrument approach just possibility of a missed approach. (N)(E)(R) completed if alternate missed approach instructions are not received. 465.10 Note 2: Alternate missed approach instructions must not prevent the aircraft from clearing all obstacles and terrain. 465.10 Example: Clearance not including specific missed approach instructions — IN THE EVENT OF MISSED APPROACH CLEARED TO THE YELLOWKNIFE VOR VIA VICTOR TWO ONE. MAINTAIN EIGHT THOUSAND. -or- Clearance containing alternate missed approach instructions — IN THE EVENT OF MISSED APPROACH CLIMB TO SIX THOUSAND ON THE FORT ST. JOHN VOR ZERO EIGHT NINE DEGREE RADIAL BEFORE PROCEEDING ON COURSE. 465.10 Reference: Missed Approach Procedures; RAC 9.26, TC AIM.

2006-01-19 ATC 4-48 466 CONTACT APPROACH

466.1 466.1 Phraseology: You may clear an aircraft for a contact approach CLEARED TO THE (name) AIRPORT, CONTACT provided: (P)(N)(R) APPROACH. CLEARED TO THE (name) AIRPORT, CONTACT APPROACH (runway). 466.1 Note: Contact approaches may offer an operational advantage under marginal weather conditions when an aircraft indicates it is able to complete its approach by visual reference to the ground. 466.1 Reference: Contact Approach; Definitions. Separation from Class F Advisory and Restricted Airspace; 476. A. the aircraft requests it; (N) 466.1 A. Note: It is the aircraft's responsibility to ensure that the requested operation can be conducted clear of cloud with at least 1 nautical mile flight visibility with a reasonable expectation of continuing to the destination in those conditions. An aircraft's request can be considered as confirmation that such conditions exist. B. there is an approved functioning instrument 466.1 B. Note: approach, or published GPS/GPS overlay If the only published instrument approach to the approach for the airport; and (N) destination airport is a GPS approach, and the aircraft requests a contact approach, the request indicates that the aircraft is aware of the lack of ground based navaid approaches and able to fly the GPS approach. C. you inform the aircraft when: 1. the destination airport has published GPS/ GPS overlay approach(es) as well as a ground based NAVAID approach(es); and 2. a suitable ground based NAVAID 466.1 C. 2. Note: approach is unavailable or An approach may be unavailable due to a weather unserviceable. (N) phenomenon, activated class F airspace, or other factors.

466.2 * 466.2 Reference: Issue alternate or missed approach instructions Alternate Instructions; 413. if weather conditions are such that completion Contact Approach; RAC 9.6.1, TC AIM. of a contact approach is in doubt. (R)

466.3 466.3 Note: Maintain an IFR separation minimum between A radar or non-radar separation minimum may be an aircraft cleared for a contact approach and applied. Visual separation is not permitted. other IFR and CVFR aircraft. (N)

INTENTIONALLY LEFT BLANK

2005-01-20 ATC 4-49 470 SEPARATION

471 APPLICATION

471.1 471.1 Note 1: Apply lateral, longitudinal or vertical separation Separation is applied regardless of weather between aircraft operating in accordance with conditions. an IFR or CVFR clearance, through consistent 471.1 Note 2: The primary responsibility of controllers is to safely reference to and use of, the following three separate aircraft. elements that are fundamental to safe, orderly 471.1 Note 3: and expeditious control: (N)(R) Although controllers must -ensure that aircraft are separated by not less than the appropriate minimum, in order to ensure an expeditious flow of traffic, you are expected to operate as closely to the prescribed minimum as circumstances permit. 471.1 Reference: Civil IFR and CVFR Formation Flights; 703. Military IFR Formation Flights; 843.

A. Planning — determine the appropriate separation minimum required. B. Executing — implement the selected standard. C. Monitoring — ensure that the planned and executed separation is maintained.

471.2 You need not apply separation provided: A. an aircraft has been authorized to maintain 471.2 A. Reference: “at least 1,000 feet on top”, except: (R) One Thousand on Top; 435. 1. at night, apply separation between an aircraft maintaining “at least 1,000 feet on top” and other aircraft if any of the aircraft are holding; and 2. between an aircraft maintaining “at least 471.2 A. 2. Reference: 1,000 feet on top”, and an aircraft Separation; 832. operating on an ALTRV APVL; (R) B. a VFR restriction has been applied to an 471.2 B. Reference: aircraft climbing or descending en route or VFR Climb/Descent; 436. to a departing aircraft; or (R) VFR Release of an IFR Aircraft; 444. C. control of an arriving aircraft has been 471.2 C. Reference: transferred to the tower. (R) Control Transfer; 495.

471.3 471.3 Reference: Apply greater separation than the specified Separation Between Flight Levels and Altitudes minimum if exceptional circumstances call for ASL; 434. this extra precaution. (R)

2005-01-20 ATC 4-50 471.4 471.4 Note: If the type of separation or the minimum used to For example, if two aircraft are on converging tracks, separate aircraft cannot be maintained, take ensure that vertical or longitudinal separation exists action to ensure that another type of separation before the second aircraft passes the point on its route at which the appropriate lateral separation exists, or another minimum is established, would be infringed. before the previously used separation would be insufficient. (N)

471.5 471.5 Reference: Predicate control on ATC estimates based on Vertical Separation; 472. aircraft performance as verified by position Lateral Separation; 473. reports over fixes, determined by radio aids, Longitudinal Separation; 474. radar, RNAV, or visual means that accurately define the position of the aircraft. (R)

471.6 471.6 Note: Use aircraft estimates to verify ATC estimates. The requirement to use pilot estimates as a cross If a discrepancy exists between an aircraft's and check of ATC estimates will vary depending upon an ATC estimate for the same reporting point, the traffic density, the type of operations: arrival/ departure, enroute, radar, and if there is a known and separation could be affected: (N) and valid wind component. In situations where there is limited opportunity to obtain position reports, ATC should obtain pilot estimates for a cross check (eg. an IFR flight, where the arrival fix is the only position after departure). A. check the accuracy of the ATC estimate; B. if a discrepancy remains, request the pilot to check the aircraft estimate; and C. if following this action a discrepancy still exists, take appropriate action to ensure separation will not be compromised.

471.7 Do not base separation on the assumption that the estimated time is correct if a position report is not received within a reasonable length of time after the estimated time over a reporting point. Take action to obtain the position report: A. as soon as practicable; or B. not later than 5 minutes after the estimated time over the reporting point, if flight safety is likely to be affected.

472 VERTICAL SEPARATION

472.1 Apply vertical separation by assigning different altitudes.

2005-01-20 ATC 4-51 472.2 472.2 Reference: Separate aircraft vertically by using one of the Separation Between Flight Levels and Altitudes following minima: (R) ASL; 434. Separation from Class F Advisory and Restricted Airspace; 476. A. Below FL290 - 1,000 feet. *B.FL290 - FL410: *1.1,000 feet between RVSM aircraft; *2.2,000 feet between a Non-RVSM aircraft and any other aircraft. *C.Above FL410 - 2,000 feet.

472.3 472.3 Note: You may assign an altitude to an aircraft, only The climb or descent rate of both aircraft must be after an aircraft previously at the altitude, or an considered in determining when an aircraft may be aircraft climbing or descending through the cleared to the altitude that has been vacated. 472.3 Reference: altitude, has reported or is observed: (N)(R) Altitude Readouts; 503. A. leaving or passing the altitude; or B. leaving or passing another altitude separated from the first by the appropriate minimum, if severe turbulence is known to exist.

472.4 472.4 Phraseology: You may request an aircraft to maintain a CLIMB/DESCEND WITH AT LEAST (number) specified vertical separation from a preceding THOUSAND FEET VERTICAL SEPARATION aircraft provided the aircraft are: (P) BELOW/ABOVE (aircraft identification). A. climbing or descending; and B. in direct communication with each other.

472.5 Following are specific limitations concerning the use of paragraph 472.4. A. Use this procedure between two aircraft only. B. Do not stipulate specified vertical speeds (rates of climb/descent). C. Do not require an aircraft to restrict its rate 472.5 C. Phraseology: of climb when below the minimum IFR WHEN LEAVING (minimum IFR altitude) CLIMB altitude. (P) WITH AT LEAST (number) THOUSAND FEET VERTICAL SEPARATION BELOW (aircraft identification).

2005-01-20 ATC 4-52 472.6 472.6 Diagram: Apply vertical separation between aircraft on ESTIMATED TO PASS reciprocal tracks from 10 minutes before until AT THIS POINT 10 minutes after their estimated passing time. 10 MINUTES (D)

10 MINUTES

472.7 472.7 Reference: You may discontinue vertical separation Separation - Minima; 532. between aircraft on reciprocal tracks provided one of the following conditions is met: (R) A. Both aircraft have reported by the same 472.7 A. Note: ground based NAVAID and, if at FL180 or The requirement to have the aircraft 2 minutes apart above, are 2 minutes apart. (N)(D) at FL180 and above compensates for overhead fix tolerance. 472.7 A. Diagram:

2 MINUTES

FL180

VAID

B. Both aircraft have reported passing the same OMNI radial at an angle of 45 degrees or more and are: 1. 2 minutes apart if 25 miles or less from the NAVAID producing the radial; or 2. 4 minutes apart if more than 25 miles from the NAVAID producing the radial.

2006-01-19 ATC 4-53 C. DME and/or GPS position reports, 472.7 C. Note 1: determined in relation to a common point, If the outbound aircraft from the common point is /G indicate that aircraft have passed and are 5 equipped, slant range is not a factor. miles apart, provided the outbound aircraft, 472.7 C. Note 2: Paragraph 474.7 does not apply here. if utilizing DME, is 15 miles or more from the 472.7 C. Diagram 1: DME facility. (N)(D) 5 MILES

15 MILES (only if utilizing DME)

472.7 C. Diagram 2:

5 MILES

15 MILES (only if utilizing DME)

D. Both aircraft are below FL180 and both have reported passing each other, or both have reported passing the same visual fix. E. Both aircraft are in Class A airspace, are 472.7 E. Note: separated vertically by not more than 2,000 Controllers should exercise caution if the proximity feet, and both aircraft report visual of other aircraft could make it difficult for either pilot confirmation that they have passed each to accurately identify the traffic. other. (N)

472.8 472.8 Note: Unless lateral separation exists, apply vertical This paragraph does not apply when: separation to an en route aircraft before and A. the second of two aircraft in trail, separated by a after the outer edge of the protected airspace, longitudinal minimum, enters a hold; or B. the second of two aircraft in trail is put in a hold for a holding aircraft, or an aircraft on an to achieve longitudinal separation. instrument approach procedure, for the 472.8 Reference: following time period: (N)(R) Lateral Separation; 473. A. 15 minutes. (R) 472.8 A. Reference: Separation - Application; 471.

2006-01-19 ATC 4-54 B. 10 minutes provided NAVAID coverage 472.8 B. Reference: permits determination of position and speed 474.9 B. Notes 1 and 2 apply to this paragraph. at intervals not exceeding 40 minutes flying time. (R)

472.9 472.9 Diagram: You may discontinue vertical separation between an en route aircraft and a holding FIX USED AS A REPORTING aircraft or an aircraft on an instrument approach POINT BY THE EN ROUTE AIRCRAFT procedure provided the en route aircraft: (D)

5 MINUTES

HOLDING OR APPROACH AREA

A. has reported over a fix within the appropriate protected airspace; and B. is 5 minutes from the outer edge of the holding or approach area.

473 LATERAL SEPARATION

473.1 * 473.1 Reference: Apply lateral separation by requiring operation Area Navigation; Definitions. on different routes or in different areas or RNAV (Area Navigation); COM 3.15, TC AIM. geographic locations as determined by the use of radar, NAVAIDs, RNAV, or visual reference to the ground. (R)

473.2 Do not use position information derived from visual reference to the ground for lateral separation purposes if the concerned aircraft is operating at FL180 or above.

2005-01-20 ATC 4-55 473.3 473.3 Diagram: Separate aircraft laterally by ensuring that the following protected airspaces do not overlap. (D)

HOLDING AREA

PROTECTED AIRSPACE

A. Holding areas. B. 1. low-level airways; and 2. the airspace to be protected, including additional protected airspace for change of direction, for: a. high-level airways; and b. off-airway tracks. C. Initial, intermediate, final, missed approach and departure areas.

473.4 473.4 Reference: If applying separation based on the airspace-to- Lateral Separation; 344, ATSAMM. be-protected concept, protect the airspace as Protected Airspace for Instrument Approaches; 351, depicted by the airspace planners, or determine ATSAMM. the appropriate protected airspace dimensions in accordance with direction from unit management. (R)

473.5 473.5 Reference: Geographical separation is a form of lateral Geographic Separation; 347, ATSAMM. separation positively indicated by position information derived from radar, NAVAIDs, RNAV or visual reference to the ground. (R)

473.6 473.6 Reference: Consider aircraft geographically separated if Fix Tolerance Area; Definitions. one aircraft is over a location whose fix tolerance area does not overlap: (R)

2005-01-20 ATC 4-56 A. the fix tolerance area for other aircraft over 473.6 A. Diagram: different geographical locations; or (D)

NAVAID

AIRCRAFT’S RADAR OBSERVED POSITION REPORTED POSITION

B. the protected airspace for other aircraft. (D) 473.6 B. Diagram:

PROTECTED AIRSPACE

DME FIX TOLER- ANCE AREA

NAVAID

FIX TOLERANCE AREA

473.7 If applying geographical separation, determine the appropriate fix tolerance area in accordance with the following: A. If position information is derived from radar, 473.7 A. Note: use the appropriate radar separation This does not apply if both aircraft are radar minimum. (N)(R) identified. 473.7 A. Reference: Fix Tolerance Area; 473.6 A. B. If position information is derived from 473.7 B. Reference: NAVAIDs, use the values as depicted by the Navigation System Accuracies; 342, ATSAMM. airspace planners or in accordance with direction from unit management. (R) C. If position information is derived from RNAV and you are controlling RNPC or CMNPS airspace, use the minima in sections 480 and 740 respectively. D. If position information is derived from visual 473.7 D. Reference: reference to the ground, use caution to Lateral Separation; 473. ensure that the aircraft's position is accurately defined. (R)

2005-01-20 ATC 4-57 473.8 473.8 Diagram: Consider an aircraft that is proceeding away from protected airspace to be geographically 5° THE EASTBOUND AIRCRAFT separated when it has reported crossing a MUST BE VERTICALLY RADIAL “A” SEPARATED UNTIL PAST radial that: (D) RADIAL “A” 45° OR MORE

A. provides at least 5 degrees clearance from the area of overlap; and B. intersects the track of the traversing aircraft at an angle of at least 45 degrees.

473.9 473.9 Note 1: Unless alternate instructions are issued, apply Protection of holding airspace, in this case, is part of restrictions to an aircraft approaching protected the planning process. It does not necessarily mean airspace, which ensure that there will be no that a hold will be effected, nor that a holding clearance will be issued. overlap of protected airspaces. (N)(R)(D) 473.9 Note 2: If an along track DME fix can be used as the point to effect the restriction, it must be at a sufficient distance to enable the aircraft to enter a hold, without there being overlap of airspace to be protected. The following table may be used, to determine the minimum distance that the DME fix may be from the airspace to be protected for the other aircraft, provided that the turn for any required holding is specified as being away from the protected airspace. For example, in 473.9 Diagram, right turns must be specified, to prevent an overlap of airspace to be protected. 12,000 and below — 15 DME 13,000 to FL250 — 25 DME FL260 and above — 35 DME The above distances are meant to be used on an ad hoc basis and, as such, are predicated on worst case scenarios. Lesser distances based on slower speeds and lower altitudes may be used, if they are confirmed through plotting or developed in accordance with the Holding Criteria Document and published in a unit directive. 473.9 Reference: Alternate Instructions; 413. Geographical Separation; 347, ATSAMM.

2005-01-20 ATC 4-58 473.9 Diagram:

HOLDING AREA

473.10 473.10 Note 1: If the airspace to be protected for turns of 16 Additional airspace need not be protected for degrees or more has not been depicted, protect aircraft completing a turn below FL180, nor in the overflown side of the track as follows: (N) protected airspace extending 45 miles each side of track. In these cases, aircraft are expected to remain within the airspace protected for the track. 473.10 Note 2: After the change of direction has been completed and the aircraft is back on course, the appropriate minima for the route may be used. A. For turns of 16 degrees through 90 degrees: 473.10 A. Diagram: (D)

14/17 MILES

1. 14 miles from FL180 to FL230 inclusive; or 2. 17 miles above FL230.

2005-01-20 ATC 4-59 B. For turns of 91 degrees through 180 473.10 B. Diagram: degrees, in addition to the 14/17 miles

protected on the overflown side of the track, 14/17 protect: (D) MILES

28/34 MILES

1. 28 miles from FL180 to FL230 inclusive on the manoeuvring side of the track; or 2. 34 miles above FL230 on the manoeuvring side of the track.

473.11 DME Lateral Separation: You may apply one of the following DME or lateral separation minima: A. between aircraft maintaining specified arcs of the same DME facility: 1. 20 miles; or (D) 473.11 A. 1. Diagram:

20 MILES

35 MILES

2005-01-20 ATC 4-60 2. 10 miles — provided both aircraft are 35 473.11 A. 2. Diagram: miles or less from the DME facility. (D)

35 MILES 10 MILES

B. between an aircraft that is maintaining a specified arc of a DME facility and the outer- edge of protected airspace for other aircraft: 1. 10 miles; or (D) 473.11 B. 1. Diagram:

35 MILES

HOLDING AREA

10 MILES

2. 5 miles — provided the aircraft 473.11 B. 2. Diagram: maintaining the specified arc is 35 miles or less from the DME facility. (D)

35 MILES HOLDING AREA

5 MILES

2005-01-20 ATC 4-61 473.12 473.12 Note 1: OMNI-Track Separation. The terms “inbound” and “outbound” are used in You may apply one of the following separation relation to the facility. Same direction aircraft are minima provided you establish aircraft on aircraft whose direction differs by less than 90 degrees. Opposite direction aircraft are aircraft different specified radials of the same OMNI whose direction differs by 90 degrees or more. facility. (N) 473.12 Note 2: Where OMNI and DME facilities are collocated, you may use DME as follows, to satisfy the 15 miles requirement: Below FL180 — 17 DME FL180 — FL450 inclusive — 18 DME Above FL450 up to FL600 — 19 DME

A. 30 degrees between: (D) 473.12 A. Diagram:

30°

15 MILES

1. Same direction, departing, outbound aircraft that are 15 miles or less from the facility. 2. Same direction, en route, outbound aircraft that are 15 miles or less from the facility, provided the aircraft are 3 minutes or more from the facility. B. 15 degrees between: 1. Same direction, outbound aircraft 473.12 B. 1. Diagram: provided at least one aircraft is more than 15 miles from the facility. (D)

15°

15 MILES

2005-01-20 ATC 4-62 2. Same direction, inbound aircraft 473.12 B. 2. Diagram: provided the second aircraft is more than 15 miles, and 10 minutes or more, from the facility. (D) 15°

10 MINUTES

15 MILES

3. Opposite direction aircraft provided: a. they will pass at a point more than 15 473.12 B. 3. a. Diagram: miles from the facility; or (D)

AIRCRAFT WILL PASS BEYOND 15 15° MILES

15 MILES

b. the outbound aircraft is more than 15 miles from the facility.

473.13 473.13 Reference: You may separate aircraft operating in the same Traffic Information; 405. or opposite direction by requiring operation on opposite sides of a track that can be accurately determined, provided an emergency condition necessitates this action. (R)

473.14 For aircraft operating on the same or reciprocal tracks: A. maintain vertical separation until an aircraft diverging from an area of overlap, at an angle less than 45 degrees, is separated from the area of overlap by the greater of: 1. 5 minutes; or 2. half the longitudinal separation minimum applicable; or

2005-01-20 ATC 4-63 B. establish vertical separation before an aircraft converging to an area of overlap, at an angle of less than 45 degrees, reaches a point that is separated from the area of overlap by the greater of: 1. 5 minutes; or 2. half the longitudinal separation minimum applicable.

474 LONGITUDINAL SEPARATION

* 474.1 Separate aircraft longitudinally by a minimum expressed in time or miles.

* 474.2 * 474.2 Note: Apply longitudinal separation so that the After an aircraft passes a specific point, a spacing between the estimated positions of the succeeding aircraft at the same altitude must not aircraft is never less than a prescribed arrive over the same point within less than the minimum number of minutes required by the minimum. (N) (D) standard. * 474.2 Diagram:

Specific Point

FASTER*

SAME SPEED

TIME MINIMUM BASED ON CONTROL ESTIMATES

* Another form of separation must be established by this point.

474.3 Establish longitudinal separation by clearing an aircraft: A. to depart at a specified time; B. to arrive over a specified fix at a specified 474.3 B. Phraseology: time; (P) ARRANGE YOUR FLIGHT TO ARRIVE OVER (reporting point) NOT BEFORE/LATER THAN (time). C. to hold at a fix until a specified time; or D. to reverse heading.

474.4 Establish longitudinal separation on the basis of position reports only if:

2005-01-20 ATC 4-64 A. both aircraft have reported over the same reporting point; or B. the following aircraft has confirmed not yet reaching the reporting point used by the leading aircraft.

474.5 474.5 Note 1: Initially establish longitudinal separation, You may continue to provide longitudinal separation expressed in miles, on the basis of position based on position reports in relation to adjacent reports from the concerned aircraft determined DME facilities, provided both aircraft are en route between the same two facilities and the lead aircraft in relation to a common point. (N) has changed over to the next facility along the route. 474.5 Note 2: Common point may be the same DME NAVAID, the same GPS reference position or a collocated DME NAVAID/GPS reference position. 474.5 Note 3: GPS receivers typically display distance information in relation to the next waypoint. Pilots can provide distance information to other fixes upon request. When using GPS position reports to establish longitudinal separation, controllers must ensure that the distance reports are in relation to a common point. 474.5 Note 4: Position reports based on RNAV and GPS will be provided in miles (e.g. 30 miles from Sumspot VOR). When position reports are based on DME, pilots will state DME (e.g. 30 DME from Sumspot VOR).

474.6 Apply longitudinal separation expressed in miles by: A. maintaining DCPC except when using DME 474.6 A. Reference: and/or GPS to establish vertical separation; Using DME and/or GPS to Establish Vertical without and (R) Establishing DCPC; 474.11 D. B. requesting DME and/or GPS position reports, as necessary, to ensure the required separation is being maintained or increased.

474.7 474.7 Note: To establish longitudinal separation between Once longitudinal separation is established, there is aircraft providing a mix of DME and GPS no requirement to impose another form of position reports, the DME aircraft must be separation, while the DME aircraft transits the DME NAVAID within 10 miles, above 10,000 feet. either 10,000 feet or below or outside of 10 474.7 Reference: miles from the DME NAVAID, to account for Geographic Separation; 347, ATSAMM. DME slant range. (N)(R)

2005-01-20 ATC 4-65 474.8 474.8 Phraseology: You may request aircraft to maintain a specified MAINTAIN AT LEAST (number) MILES/MINUTES longitudinal separation provided the aircraft are: SEPARATION FROM (aircraft identification). (P) A. in direct communication with each other; and B. using NAVAIDs that permit determination of 474.8 B. Reference: position and speed at intervals not 474.9 B. Notes 1 and 2 apply to this paragraph. exceeding 40 minutes flying time. (R)

474.9 Separate aircraft on the same track by using one of the following minima: A. 15 minutes. (R) 474.9 A. Reference: Separation - Application; 471. B. 10 minutes provided NAVAID coverage 474.9 B. Note 1: permits determination of position and speed The phrase “NAVAID coverage permits at intervals not exceeding 40 minutes flying determination of position and speed” means that time. (N)(D) ATC must obtain a position report at least once every 40 minutes to continue to apply longitudinal minimum of 10 minutes or less. 474.9 B. Note 2: In addition to the actual NAVAID fixes used for position reports, radials from VHF NAVAIDs, DME arcs, bearings from a NDB, waypoints from RNAV and full degrees of longitude or latitude from GPS equipped aircraft may also be used. If any of the above are used, the fix positions must be such that when considering the speed of the aircraft, the estimates and subsequent position reports between reporting fixes are no more than 40 minutes flying time apart. 474.9 B. Diagram:

NAVAID NAVAID

10 MINUTES

C. 5 minutes between: 1. aircraft that have departed from adjacent locations and have reported over the same reporting point; 2. en route aircraft that have reported over the same reporting point; or

2005-01-20 ATC 4-66 3. a departed aircraft behind an en route 474.9 C. 3. Reference: aircraft that has reported over the 474.9 B. Notes 1 and 2 apply to this paragraph. reporting point serving the point of departure; (R) provided that, in each case, the leading aircraft is maintaining a speed that is 20 knots or more faster than the following aircraft and NAVAID coverage permits determination of position and speed at intervals not exceeding 40 minutes flying time. D. 3 minutes between: (D) 474.9 D. Diagram:

REPORTING POINT

3 MINUTES

1. aircraft that have departed from adjacent locations and have reported over the same reporting point; 2. en route aircraft that have reported over the same reporting point; or 3. a departed aircraft behind an en route 474.9 D. 3. Reference: aircraft that has reported over the 474.9 B. Notes 1 and 2 apply to this paragraph. reporting point serving the point of departure; (R) provided that, in each case, the leading aircraft is maintaining a speed that is 40 knots or more faster than the following aircraft and NAVAID coverage permits determination of position and speed at intervals not exceeding 40 minutes flying time.

474.10 Separate aircraft on the same track using DME and/or GPS by one of the following minima: A. 20 miles.

2005-01-20 ATC 4-67 B. 10 miles between: (D) 474.10 B. Diagram:

10 MILES

COMMON COMMON POINT POINT

IF LEAD AIRCRAFT IS 20 KNOTS OR MORE FASTER

1. aircraft that have departed from adjacent locations and have reported over the same reporting point; 2. en route aircraft that have reported DME 474.10 B. 2. Note: and/or LTD in relation to a common LTD is the Along Track Distance derived from a GPS point; or (N) receiver, typically in relation to the next waypoint. 3. a departed aircraft behind an en route aircraft that has reported over the reporting point serving the point of departure; provided that, in each case, the leading aircraft is maintaining a speed that is 20 knots or more faster than the following aircraft. C. 5 miles between: (D) 474.10 C. Diagram:

5 MILES

COMMON COMMON POINT POINT

IF LEAD AIRCRAFT IS 40 KNOTS OR MORE FASTER

1. aircraft that have departed from adjacent locations and have reported over the same reporting point; 2. en route aircraft that have reported DME 474.10 C. 2. Note: and/or LTD in relation to a common 474.10 B. 2. Note applies here. point; or (N) 3. a departed aircraft behind an en route aircraft that has reported over the reporting point serving the point of departure;

2005-01-20 ATC 4-68 provided that, in each case, the leading aircraft is maintaining a speed that is 40 knots or more faster than the following aircraft.

474.11 Separate aircraft on the same track, at the time altitude levels are crossed, by using one of the following minima: A. minimum specified in 474.9 or 474.10. B. 5 minutes provided: (D) 474.11 B. Diagram 1:

REPORTING POINT

13 000

9 000

10 MINUTES 5 MINUTES

474.11 B. Diagram 2:

REPORTING POINT

13 000

9 000 10 MINUTES 5 MINUTES

1. the altitude change is commenced not later than 10 minutes after the following aircraft has reported over the reporting point used by the leading aircraft; 2. the leading aircraft is descending through the altitude of the following aircraft or the following aircraft is climbing through the altitude of the leading aircraft; and 3. the vertical separation at the time of commencement of change is 4,000 feet or less. C. 10 miles provided:

2005-01-20 ATC 4-69 1. both aircraft are using DME and/or GPS; and 2. the leading aircraft is descending through the altitude of the following aircraft or the following aircraft is climbing through the altitude of the leading aircraft. D. When you are unable to establish DCPC, 10 474.11 D. Reference: miles provided: (R) Maintaining DCPC; 474.6. 1. both aircraft are using the same DME 474.11 D. 1. Note: and/or LTD from a common point; (N) 474.10 B. 2. Note applies here. 2. the leading aircraft is 20 knots or more faster than the following aircraft; 3. the leading aircraft is descending through the altitude of the following aircraft or the following aircraft is climbing through the altitude of the leading aircraft; 4. the vertical separation at the commencement of change is 4,000 feet or less; and 5. the position of the lead aircraft is determined before that of the following aircraft.

474.12 474.12 Reference: Separate aircraft on crossing tracks by using Geographic Separation; 347, ATSAMM. one of the following minima: (R) A. 15 minutes. (R) 474.12 A. Reference: Application of Additional Separation; 471.3. B. 10 minutes provided NAVAID coverage 474.12 B. Reference: permits determination of position and speed 474.9 B. Notes 1 and 2 apply to this paragraph. at intervals not exceeding 40 minutes flying 474.12 B. Diagram: time. (R)(D)

10 MINUTES

2005-01-20 ATC 4-70 C. 20 miles provided both aircraft are using 474.12 C. Diagram: DME and/or LTD from a common point and the tracks cross at the common point. (D) COMMON POINT

20 MILES

D. 10 miles provided both aircraft are using DME and/or LTD from a common point and the tracks cross at the common point, and the leading aircraft is maintaining a speed that is 20 knots or more faster than the following aircraft.

475 INITIAL SEPARATION

475.1 You may apply one of the separation minima contained in this subsection until another separation minimum is established provided: A. if aircraft depart from the same runway, the 475.1 A. Note: leading aircraft is not authorized to turn in The use of the word track throughout subsection either direction, to a track that is more than 475 is to be used synonymously with heading, 135 degrees from the extended runway bearing, radial, ILS course, etc. Provided the divergence is 45 degrees or more, you may apply a centreline; or (N) heading to one aircraft and a track to the other. Below that value, do not intermingle headings and precisely defined tracks for initial separation application; that is, do not assign a heading to one aircraft and a track to the other. B. if aircraft depart from different runways, the leading aircraft is not authorized to turn: 1. toward the extended centreline of the runway to be used by the following aircraft; and 2. in the other direction to a track that is more than 135 degrees from the extended centreline of the runway to be used by the following aircraft.

475.2 You may separate a departing aircraft from other departing aircraft by using one of the following minima:

2005-01-20 ATC 4-71 A. 5 minutes until altitude levels are crossed 475.2 A. Diagram: provided: (D)

5 MINUTES

1. the following aircraft will climb through the altitude of the leading aircraft; and 2. both aircraft follow the same track until vertical separation is established. B. 5 minutes provided: (R)(D) 475.2 B. Reference: Airspeed Limitations; 602.32, CARs. 475.2 B. Diagram:

+ 20KT

5 MINUTES

1. the leading aircraft will maintain a speed that is 20 knots or more faster than the following aircraft; and 2. NAVAID coverage permits determination 475.2 B. 2. Reference: of position and speed at intervals not 474.9 B. Notes 1 and 2 apply to this paragraph. exceeding 40 minutes flying time. (R) C. 3 minutes provided: (R) 475.2 C. Reference: Airspeed Limitations; 602.32, CARs. 1. the leading aircraft will maintain a speed that is 40 knots or more faster than the following aircraft; and 2. NAVAID coverage permits determination 475.2 C. 2. Reference: of position and speed at intervals not 474.9 B. Notes 1 and 2 apply to this paragraph. exceeding 40 minutes flying time. (R)

2005-01-20 ATC 4-72 D. 3 minutes until tracks diverge provided: (D) 475.2 D. Diagram:

45°

A B

NOTE: A =5 MINUTES B =3 MINUTES

1. both aircraft will follow the same track initially and then assigned tracks that diverge by 45 degrees or more; and 2. the tracks diverge not later than 5 minutes after the second aircraft takes off. E. 3 minutes until altitude levels are crossed 475.2 E. Diagram: provided: (D)

15 MILES 3 MINUTES

1. prior to reaching 15 miles from the departure runway, the following aircraft will climb through the altitude of the leading aircraft; and 2. both aircraft will follow the same track until vertical separation is established.

2005-01-20 ATC 4-73 F. 1 minute until tracks diverge provided: 475.2 F. Reference: (R)(D) Initial Separation; 475.1 A. Note. Wake Turbulence - Application; 381. 475.2 F. Diagram:

1 MINUTE

45°

1. both aircraft will follow assigned tracks that diverge by 45 degrees or more. 2. The tracks diverge as soon as 475.2 F. 2. Note 1: practicable after takeoff and (N) Aircraft should not be expected to turn from the normal departure path until they have reached an altitude which provides obstacle clearance. 475.2 F. 2. Note 2: No other applications are authorized. a. if the speed of a following aircraft will exceed that of a leading aircraft, turn the leading aircraft. Do not authorize a following aircraft to depart until the leading aircraft has commenced the turn. b. If the speed of the following aircraft will not exceed that of a leading aircraft: i. turn either aircraft as soon as practicable; or ii. turn both aircraft as soon as practicable such that the angle between their tracks equals 45 degrees or more. 3. Do not authorize successive aircraft to turn toward the same side of the extended runway centreline.

2005-01-20 ATC 4-74 G. 10 miles until altitude levels are crossed 475.2 G. Diagram: provided: (D)

10 MILES

1. the following aircraft will climb through the altitude of the leading aircraft; and 2. both aircraft use DME and/or GPS and 475.2 G. 2. Note: follow the same track to or from a 474.10 B. 2. Note applies here. common point immediately after takeoff. (N) H. 5 miles provided: (D) 475.2 H. Diagram 1:

A B

30°

NOTE: A=15MILES B = 5 MILES

475.2 H. Diagram 2:

15 MILES 5 MILES

1. other separation will be established not later than the time the following aircraft reaches a point 15 miles from the departure runway; and

2005-01-20 ATC 4-75 2. both aircraft use DME and/or GPS and 475.2 H. 2. Note: follow the same track to or from a 474.10 B. 2. Note applies here. common point immediately after take-off. (N)

475.3 475.3 Diagram: You may authorize simultaneous takeoffs from parallel runways provided: (D)

4,300 FT. 45 DEGREES OR MORE

A. the runways are 4,300 feet or more (centreline to centreline) apart; B. neither aircraft will turn towards the other runway; C. both aircraft will follow assigned tracks that diverge by 45 degrees or more immediately after takeoff; and D. traffic information is passed to both aircraft.

475.4 475.4 Diagram: You may authorize simultaneous takeoffs from non-intersecting runways provided: (D)

45 DEGREES 30 DEGREES OR MORE OR MORE

A. the runways diverge by 30 degrees or more; B. neither aircraft will turn toward the other runway; and C. the aircraft will fly assigned tracks that diverge by 45 degrees or more immediately after takeoff.

2005-01-20 ATC 4-76 475.5 475.5 Diagram: When aircraft are departing from intersecting runways, you may authorize a succeeding aircraft to take off provided: (D)

30 DEGREES 45 DEGREES OR MORE OR MORE

A. the runways diverge by 30 degrees or more; B. the preceding aircraft has passed the point of runway intersection; C. neither aircraft will turn toward the other runway; and D. the aircraft will fly assigned tracks that diverge by 45 degrees or more immediately after takeoff.

475.6 475.6 Reference: You may authorize takeoffs in any direction Protected Airspace for Departures; 356, ATSAMM. provided the airspace to be protected for the departure areas do not overlap. (R)

475.7 You may authorize a departing aircraft to take off, while an arriving aircraft is on an instrument approach to the same airport: A. in any direction, provided it will have a minimum of 5 minutes separation from an arriving aircraft on a straight-in approach, at the point where it will alter its heading to diverge from the reciprocal of the final approach track of the arriving aircraft by a minimum of:

2005-01-20 ATC 4-77 1. 45 degrees; or (D) 475.7 A. 1. Diagram:

5 MINUTES

45 DEGREES

2. 30 degrees, provided both the arriving 475.7 A. 2. Diagram: and departing aircraft will use a facility located on the airport, that provides track guidance in the form of an OMNI radial 5 MINUTES or an ILS front or back beam; or (D)

30 DEGREES

LOCALIZER

RADIAL VOR

B. in a direction that differs from the reciprocal 475.7 B. Reference: of the final approach track of the arriving Approach Clearances; 465. aircraft by a minimum of 45 degrees, except Separation - Application; 471. when an arriving aircraft will make a procedure turn, in which case the minimum is increased to 90 degrees on the procedure turn side of the final approach track, provided the departing aircraft is airborne: (R)

2005-01-20 ATC 4-78 1. before the arriving aircraft is estimated to 475.7 B. 1. Note: be not less than 3 minutes from the A. The 90 degree minimum may be reduced to 45 instrument runway; or (N)(R)(D) degrees on the procedure turn side of the final approach track, where airspace planners have determined and documented that the protected airspace associated with the departure procedure does not overlap the airspace to be protected for the initial approach area. B. Apply this minimum only if: 1. the arriving aircraft is making a straight-in approach; or 2. the fix from which the procedure turn is commenced is located between the procedure turn and approach end of the instrument runway. C. Apply this minimum when an arriving aircraft executes a circling procedure, only if the procedure is authorized in accordance with ATSAMM 324. D. Use controller computed estimates and obtain reports from the arriving aircraft as necessary, to ensure achievement of the 3 minute minimum. 475.7 B. 1. Reference: Instrument Runway; Definitions. 475.7 B. 1.. Diagram 1:

45°

3 MINUTES

475.7 B. 1. Diagram 2:

90° 3 MINUTES

45°

2005-01-20 ATC 4-79 2. before the arriving aircraft leaves a fix 475.7 B. 2. Note: inbound not less than 4 miles from the A. The 90 degree minimum may be reduced to 45 instrument runway. (N)(D) degrees on the procedure turn side of the final approach track, where airspace planners have determined and documented, that the protected airspace associated with the departure procedure does not overlap the airspace to be protected for the initial approach area. B. Apply this minimum only if an airport control service is being provided. C. Apply this minimum when an arriving aircraft executes a circling procedure, only if the procedure is authorized in accordance with ATSAMM 324. D. Specify the fix at which the pilot is to report inbound. E. The fix can be based on LTD during a GPS approach. 475.7 B. 2. Diagram 1:

45°

45° 4 MILES

475.7 B. 2. Diagram 2:

90°

45° 4 MILES

2005-01-20 ATC 4-80 476 SEPARATION FROM CLASS F AIRSPACE

476.1 476.1 Note: Apply the appropriate separation minimum Times published in the DAH state when a restricted between an aircraft and the outer edge of Class or advisory area is active. A user agency may F airspace, except if: (N) release in part or in total an area when not in use to a controlling agency (joint use). In such cases, ATC may advise the aircraft that the airspace is inactive and issue a clearance. Such arrangements for release should be contained in an Agreement between the user and controlling agencies. Areas released for use by ATC assume the same airspace classification as the surrounding airspace. A. the aircraft states that it has obtained 476.1 A. Note: permission from the user agency to enter Aircraft are prohibited from entering an active the area; (N) restricted area unless permission is granted by the user agency or the area is released to the controlling agency by the user agency. B. the aircraft is operating on an ALTRV APVL; or C. the aircraft has been cleared for a contact or 476.1 C. Reference: visual approach. (R) Contact Approach: 466. Visual Approach: 566. Visual Approaches to Multiple Runways; 567. Published Visual Approach Procedures; 568.

476.2 476.2 Phraseology: If an aircraft requests a clearance to penetrate ADVISORY AREA (name/number) IS ACTIVE. AN an advisory area or fly closer to it than ATC CLEARANCE CANNOT BE ISSUED. YOU separation minima would permit without ARE PROCEEDING THROUGH ADVISORY AREA AT YOUR OWN RISK. permission from the user agency, advise the aircraft that you are unable to provide an IFR clearance. If the aircraft insists on penetrating the advisory area or fly closer to it than separation minima would permit, issue an advisory. (P)

476.3 476.3 Reference: Apply 500 feet vertical separation from an Canadian Domestic ATC Separation Standards, active Class F advisory airspace, unless wake 821, CARs. turbulence minima is required, in which case apply 1,000 feet vertical separation. (R)

477 SEPARATION FROM AIRSPACE RESTRICTED BY THE MINISTER

477.1 Apply vertical, lateral or geographical separation between an aircraft and the following:

2005-01-20 ATC 4-81 A. an area in the vicinity of a forest fire as 477.1 A. Note: defined by NOTAM; and (N)(R) The Minister may issue a NOTAM restricting operations in the vicinity of a forest fire. 477.1 A. Reference: Forest Fire Aircraft Operating Restrictions; 601.15, CARs. B. areas restricted to ensure aviation safety. 477.1 B. Reference: (R) Orders Prohibiting or Restricting Aircraft Operation; 601.18, CARs.

478 SEPARATION FROM PHOTOGRAPHIC SURVEY AIRCRAFT

478.1 478.1 Note 1: Protect airspace in the following dimensions for Coverage permitting, radar separation may be photographic survey aircraft that are operating provided between other aircraft and the photo on specific flights in accordance with CVFR or survey aircraft or between other aircraft and the airspace to be protected for the photo survey IFR: (N)(R)(D) aircraft. 478.1 Note 2: Photo survey aircraft flying a flight line should not be given a turn for the purpose of establishing radar identification. 478.1 Reference: Flight Line; Definitions. Pilot Procedures Photographic Survey Flights. Cruising Altitudes and Cruising Flight Levels; 602.34, CARs. 478.1 Diagram: FLIGHT LINES 4NM

AIRSPACE TO BE PROTECTED A. 4 miles each side of tracks; and B. 4 miles beyond the end of the flight line for 478.1 B. Reference: aircraft below FL180 to complete a turn from Lateral Separation; 473. one flight line to another or the appropriate minima for aircraft turning at or above FL180. (R)

2005-01-20 ATC 4-82 478.2 478.2 Reference: Protect the complete photo block for CVFR and Photo Block; Definitions. IFR photographic aircraft operating within a Lateral Separation; 473. flight planned photo block. (R)(D) Photographic Survey Flights; 360, ATSAMM. 478.2 Diagram:

PHOTO BLOCK

NO OVERLAP

VERTICAL SEPARATION MUST BE PROVIDED UNTIL THE AIRCRAFT IS CLEAR OF THE OVERLAP AREA

2005-01-20 ATC 4-83 480 RNPC

481 RNPC GENERAL

481.1 481.1 Note 1: Apply the criteria and procedures in this section Certification to operate in accordance with RNPC to RNPC certified aircraft and to aircraft with an will be indicated by the appropriate suffix on equipment suffix /G operating within RNPC domestic flight plans. Aircraft indicating certification to operate in NAT MNPS airspace are considered airspace, unless otherwise indicated. (N)(R) certified for RNPC airspace. Foreign carriers over- flying Canada may be considered certified, on the basis that they have flight planned into the airspace and their route of flight indicates the use of RNAV equipment. If for any reason (aircraft type, route, track keeping etc.) you suspect an aircraft may not be certified, you should query the pilot and, depending upon the response, take appropriate action. * 481.1 Note 2: Filing an IFR flight plan with /G implies that the GPS receiver is TSO C 129 certified as per TC AIM RAC 3.16.4 (a) 5. 481.1 Reference: RNPC Airspace; Definitions, Designated Airspace Handbook.

481.2 481.2 Phraseology: You may clear an aircraft “via RNAV direct” to VIA RNAV DIRECT. indicate the method of navigation expected to be used. (P)

482 RNPC VERTICAL SEPARATION

482.1 You may discontinue vertical separation between RNPC certified aircraft on reciprocal tracks, provided RNAV positions indicate they have passed and are 30 miles apart.

2005-01-20 ATC 4-84 483 RNPC LATERAL SEPARATION

483.1 483.1 Reference: For RNPC certified aircraft protect: (R)(D) Transition Domestic to Oceanic; 346, ATSAMM. 483.1 Diagram:

10 MILES 10 MILES

NO OVERLAP

A. 10 miles each side of track, if operating off airways; or B. the airspace to be protected for an airway, if operating on airways.

484 RNPC LONGITUDINAL SEPARATION

484.1 Apply longitudinal separation, expressed in miles, by: A. maintaining DCPC; and B. requesting position reports determined through RNAV, as necessary, to ensure required separation is maintained or increased; or C. use of radar.

484.2 484.2 Phraseology: Advise RNPC certified aircraft to use DME USE DME DISTANCES. distance if applying DME separation. (P)

484.3 484.3 Note: Separate RNPC certified aircraft operating on Aircraft using RNAV have the capability to report a the same track, or crossing tracks, by a position at any point along their track. minimum of 10 minutes. (N)

2005-01-20 ATC 4-85 484.4 484.4 Diagram: Separate RNPC certified aircraft operating on the same track by 30 miles, provided distance is determined through RNAV from a common point. (D)

COMMON POINT

30 MILES 30 MILES

484.5 484.5 Note: You may separate RNPC certified aircraft that As necessary, request position reports from are transitioning from a radar to a non radar common points to ensure the required separation is environment, but have not reported over a being maintained or increased. common point, by 30 miles provided you ensure through the use of radar or RNAV distance that the minimum will exist at the common point from which the aircraft will follow the same track or continuously diverging tracks. (N)

484.6 Separate RNPC certified aircraft on crossing tracks by 30 miles, as determined by RNAV distance from the crossing point.

2005-01-20 ATC 4-86 484.7 484.7 Note 1: If aircraft are on crossing tracks or converging The other aircraft need not be RNPC certified. to or diverging from an area of overlap at an 484.7 Note 2: angle of less than 45 degrees, establish vertical DCPC is not required in this case. 484.7 Note 3: separation before the RNPC certified aircraft If an RNAV position along the track of the reaches a point 15 miles, as determined by approaching aircraft can be used as the point to RNAV, from the area of overlap. (N)(D) effect the restriction, it must be at least 15 miles from the area of overlap. Since the pilot has continuous readout of distance to go, there is reasonable assurance that the restriction will be achieved without holding. 484.7 Note 4: You may use the following table to determine the distance from various protected airspaces, at which vertical separation must be established, as measured from where the tracks cross. AREA OF OVERLAP (INCLUDING THE 15 MILES MINIMUM) BETWEEN A RNPC CERTIFIED AIRCRAFT AND THE FOLLOWING ROUTE WIDTHS

ANGLE 8 MILES VOR 8.68 MILES LF 20 MILES 60 MILES 90 MILES NO BETWEEN AIRWAY AIRWAY RNPC CMNPS NAVIGATION TRACK

20° 38 40 73 188 274 25° 34 35 61 164 223 30° 31 32 54 131 199 35° 28 29 48 115 165 40° 27 28 44 103 147 45° 26 26 41 93 132 50° 25 25 39 86 121 60° 23 24 35 75 105 70° 22 23 32 67 93 80° 21 22 31 61 85 90° 21 21 29 57 79 484.7 Note 5: In lieu of specifying a RNAV distance, vertical separation may be established or discontinued, where the aircraft crosses the nearest full or half degree of latitude or longitude that will provide the required separation.

2006-01-19 ATC 4-87 484.7 Diagram:

51N 15 MILES LATITUDE OR LONGITUDE OR RNAV DISTANCE

15 MILES 50N

485 RNPC LONGITUDINAL SEPARATION — MACH-NUMBER TECHNIQUE

485.1 Apply longitudinal separation minima using Mach-number technique, to RNPC certified aircraft operating within or proceeding to or from RNPC airspace.

485.2 485.2 Note: Assign the appropriate Mach-number, for the When reclearing aircraft on entry into RNPC duration of the application, whenever Mach- airspace from oceanic airspace, and separation is number is being used for separation. (N)(R) based on Mach-number technique, it is necessary that the Mach-number form part of the clearance. * 485.2 Reference: Mach-number; RAC 8.3.1, TC AIM.

485.3 485.3 Phraseology: Ensure that the required separation is being CONFIRM MAINTAINING MACH (number). maintained or increased while applying Mach- 485.3 Note: number technique by obtaining, as necessary, Requests for confirmation of Mach-number may be done in conjunction with a position report. confirmation from the pilot that the assigned Mach-number is being maintained. (P)(N)

2006-01-19 ATC 4-88 485.4 485.4 Diagram:

Separate RNPC certified aircraft by 10 minutes 10 MINUTES provided: (D) FL350

10 MINUTES

FL330

FL310

10 MINUTES

A. Mach-number technique is used; (R) 485.4 A. Reference: Mach-number Technique; Definitions. B. aircraft are in level flight, climbing, or descending; C. aircraft are operating on the same track or continuously diverging tracks; D. aircraft have reported over a common point; 485.4 D. Reference: and (R) Common Point; Definitions. E. the required longitudinal separation will be 485.4 E. Reference: maintained until tracks diverge; and, when Significant Point; Definitions. tracks diverge, the required lateral 485.4 E. Diagram: separation, and at least 5 minutes 55N longitudinal separation, will exist at the next significant point. (R)(D) REQUIRED LATERAL 10 MIN. AT THE SEPARATION POINT WHERE AND 5 MINUTES TRACKS DIVERGE

SAME TRACK

50N

2006-01-19 ATC 4-89 485.5 485.5 Diagram: You may separate aircraft that have not reported over a common point, as specified in 485.4 D., provided you ensure through the use COMMON of radar, DME, or RNAV distance, that the POINT minimum will exist at the common point from which the aircraft will follow the same track or continuously diverging tracks. (D)

LIMITOFRADAR/DME COVERAGE

485.6 485.6 Note: You may reduce the minimum specified in 485.4 The 5 minute longitudinal separation minimum is no in accordance with the following table, provided: longer required, if the aircraft are following (N) continuously diverging tracks and the required lateral separation will be achieved at the next significant point. A. the preceding aircraft is maintaining a greater Mach-number than the succeeding aircraft; and B. 1. the aircraft reported over a common 485.6 B. 1. Note: point; or (N) The fix tolerance area for the fix derived from ground based NAVAIDs shall not exceed that of an NDB at the appropriate altitude. 2. radar, DME, or any RNAV distance is used to ensure that the appropriate time interval exists and will exist at the common point. MACH MINIMUM DIFFERENCE SEPARATION .02 9 MINUTES .03 8 MINUTES .04 7 MINUTES .05 6 MINUTES .06 5 MINUTES

2006-01-19 ATC 4-90 485.7 485.7 Note 1: Separate a faster succeeding aircraft from a Determine the extra time required by following the preceding aircraft, by ensuring that not less column of the slower aircraft groundspeed until it than 10 minutes longitudinal separation is intercepts the difference in Mach column. Multiply this time by the number of hours the faster aircraft maintained: (N) will fly from the point of application to the point of destination/divergence/other separation, to determine the additional longitudinal separation necessary. 485.7 Note 2: Where automated systems provide conflict prediction, there is no requirement to use the table to determine the appropriate separation minimum. 485.7 Note 3: Groundspeed based on RNAV systems, or radar displayed information, is acceptable. MACH 1 HOUR GROUND SPEED OF SLOWER/ DIFFER- EXTRA MINUTES AT ENCE ENTRY

300 350 420 480 540

.0121111

.0232222

.0343332

.0454433

.0565544

.0686654

.0797665

.08 10 8 7 6 6

.09 11 9 8 7 6

.10 12 10 9 8 7

A. until tracks diverge, provided the required lateral separation and at least 5 minutes longitudinal separation will exist at the next significant point; or B. to a point at which another form of separation will be achieved.

2005-01-20 ATC 4-91 486 RNPC PARALLEL OFFSET PROCEDURES - NON-RADAR ENVIRONMENT

486.1 486.1 Note 1: In a non-radar environment, you may use Parallel offset is a feature of some RNAV systems parallel offset techniques provided: (N) and enables the aircraft to fly offset from a specific route by a specific number of miles. 486.1 Note 2: Aircraft will normally not diverge to the offset track by more than 45 degrees. Some RNAV systems are limited in the offset distance. A. aircraft are operating within RNPC High Level Controlled Airspace; B. the procedure is used to accomplish an altitude change; C. aircraft are operating on same direction tracks; D. the aircraft to be offset; 1. is RNPC certified; and (R) * 486.1 D. 1. Reference: Flight Progress Strip Data; 903. Equipment; RAC 3.16.4, TC AIM. 2. confirms the capability to offset. (P) 486.1 D. 2. Phraseology: ADVISE IF ABLE TO PROCEED PARALLEL OFFSET. E. the minimum offset value ensures at least 486.1 E. Note: 10 miles separation from the edge of the The other aircraft is not required to be RNPC protected airspace of the other aircraft; certified. (N)(D) 486.1 E. Diagram:

10 MILES

F. vertical separation is maintained until the 486.1 F. Phraseology: offset aircraft reports established on the PROCEED OFFSET (number) MILES (right/left) OF parallel offset track. (P) CENTRELINE (track/route) REPORT ESTABLISHED ON PARALLEL OFFSET. — or — PROCEED OFFSET (number) MILES (right/left) OF CENTRELINE (track/route), AT (significant point/ time) UNTIL (significant point/time) REPORT ESTABLISHED ON PARALLEL OFFSET.

2005-01-20 ATC 4-92 486.2 When the offset aircraft reports established on the parallel offset track, you may issue a clearance for an altitude change to either aircraft.

486.3 Request reports to determine the re- establishment of vertical separation.

486.4 Unless required for further control purposes, once vertical separation is re-established, cancel the parallel offset, or clear the offset aircraft to a downstream waypoint or fix on its route of flight.

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2006-01-19 ATC 4-93 490 COORDINATION

491 FLIGHT DATA TRANSFER

491.1 491.1 Note 1: If passing data on an IFR or CVFR flight, obtain Data on an IFR flight includes estimates, position a readback for: (N) reports, and revisions. 491.1 Note 2: This paragraph applies when exchanging data with foreign NAT oceanic controllers, but not with communications agencies or other foreign controllers. A. aircraft identification; and B. the following if passed: 1. estimate or actual time for the fix; and 2. altitude information.

491.2 491.2 Note: If receiving data on an IFR or CVFR flight, read 491.1 Notes 1 and 2 also apply to this paragraph. back: (N) A. aircraft identification; and B. the following if received: 1. estimate or actual time for the fix; and 491.2 B. 1. Note: (N) The receiving controller may omit reading back the estimate if a radar hand-off will follow between the sectors or units concerned. 2. altitude information.

492 IFR UNIT — IFR UNIT

492.1 492.1 Reference: Coordinate a clearance before transmission to Altitude Assignment — General; 431. an aircraft, if it will become effective within another unit's area of responsibility. (R)

492.2 The receiving controller shall, if necessary, inform the transferring controller of: A. the pertinent details to be included in the combined clearance; and B. the time period during which the clearance may be issued.

492.3 492.3 Note: Forward the following flight data and control This time requirement may be increased or information 15 minutes or more before an IFR decreased by an Agreement or an Arrangement. or CVFR aircraft is estimated to enter an 492.3 Reference: Position Report Messages; 243. adjacent IFR unit's area: (N)(R) A. Aircraft identification.

2006-01-19 ATC 4-94 B. Type of aircraft: (N) 492.3 B. Note: The spoken word “HEAVY” is used to identify heavy category aircraft. 1. prefixed by the number of aircraft if more than one; and 2. the appropriate equipment suffix. C. Speed: 1. filed true airspeed in knots; 2. Mach-number; or 3. actual ground speed. D. SSR code assignment, if necessary. E. Point of departure, remaining portion of the route of flight as specified in the original or amended clearance, and destination. F. Estimated time and altitude over the last fix * 492.3 F. Reference: within the control area or other point agreed Reduced Vertical Separation Minimum (RVSM) to by the concerned units. (R) Procedures; 408. Direction of Flight; 432. G. Altitude of entry into the adjacent unit's area if different from the altitude over the last fix. H. Estimated time of arrival as specified in the flight plan if requested. I. Clearance information, such as: 1. clearance limit if other than the destination airport; or 2. special instructions if issued. J. The fact that an aircraft is a diversion, if this is the case. K. Altitude requested if different from the assigned altitude. L. Other information if appropriate. (N) 492.3 L. Note: Other information may include a declaration of minimum fuel or an emergency.

492.4 492.4 Note: Where units are connected by a functioning Approved data transfer links that meet the criteria data transfer link, data specified in 492.3 B., C., are: D., and E., does not require confirmation by A. NFDPS/NFDPS; and B. GAATS/FDPS. controllers passing and receiving estimates. If amendments to this data have been made and are not included in the original flight plan message, controller confirmation is required. (N)

2005-01-20 ATC 4-95 492.5 Flight data received from another unit via a functioning data transfer link, shall be processed by the receiving unit without any changes being made to the data, unless the change is highlighted on all affected controllers' flight progress strips.

492.6 Forward: A. information revised because of changes to 492.6 A. Note: previously passed data; and (N) IFR units connected by a functioning data transfer link, should ensure that flight data amendments are sent via link message. B. a revised control estimate if it differs from the previously passed estimate by 3 minutes or more.

492.7 Forward the position report over the last fix within the control area if: A. the report indicates that only minimum separation exists at that point; or B. the report differs from the previously passed estimate by 3 minutes or more.

492.8 Specify the separation minimum being applied if less than 10 minutes longitudinal separation will exist between aircraft entering a receiving unit's area.

* 492.9 In RVSM airspace, where there is a vertical sector split, and Non-RVSM aircraft will be operating less than 2000 ft from the vertical sector boundary, coordinate with the vertically adjacent sector.

493 IFR UNIT — TOWER AND FLIGHT SERVICE STATION

493.1 493.1 Note: Forward to towers, FSSs, or FICs the following This time requirement may be increased or data concerning arriving IFR aircraft 15 minutes decreased by an Arrangement. or more before the aircraft will establish communication with the tower, FSS or FIC: (N) A. Aircraft identification.

2005-01-20 ATC 4-96 B. Type of aircraft, prefixed by the number of aircraft if more than one. C. Point of departure. D. An estimate over an adjacent en route 493.1 D. Note: navigation facility or over the navigation Clearly state the name of the navigation facility to facility serving the approach procedure to be which the estimate applies. used. (N) E. Other information, including the fact that an aircraft is a diversion.

493.2 Forward to towers or FSSs: A. revised information because of changes to data previously passed; and B. a revised control estimate if it differs from the previously passed estimate by 3 minutes or more.

493.3 Forward to towers or FSSs, the position report over the approach aid if it differs from the previously passed estimate by 3 minutes or more, unless you are aware that the tower or FSS has the report.

493.4 Forward to towers or FSSs, the following data concerning departing IFR or CVFR aircraft as soon as practicable: A. Flight plan data if other than a scheduled air carrier flight. B. Anticipated delay to a departing aircraft.

493.5 Forward to towers or FSSs, pertinent data concerning over-flying IFR or CVFR aircraft that will penetrate a control zone.

493.6 493.6 Reference: Inform the tower or FSS of any condition that Message Composition; 172. necessitates revision of an ATIS message. (R)

2006-07-20 ATC 4-97 494 COMMUNICATION TRANSFER

494.1 494.1 Note: Transfer radio communications immediately Coordination procedures for radio communication prior to an aircraft entering the receiving transfer may be outlined in unit directives or controller's area of responsibility unless Agreements or Arrangements. 494.1 Reference: otherwise coordinated. (N)(R) Unit Directives; 204, ATSAMM. Agreements and Arrangements - General; 301, ATSAMM.

494.2 494.2 Phraseology: When a change of frequency is required, CONTACT/MONITOR (unit/function/agency) ON instruct the aircraft to contact or monitor: (P) (frequency) NOW/AT (time)/AT/OVER (location/fix). A. a specified unit/function/agency; (R) 494.2 A. Reference: Unit Identification; 215. B. on a specified frequency; C. 1. now; 2. at a specified time; or 3. over a specified fix.

494.3 494.3 Note: Specify both primary and secondary high The frequencies may be specified in a unit directive, frequencies (HF) if transferring an aircraft to HF. an Agreement or an Arrangement. (N)

494.4 494.4 Note 1: If possible resolve all traffic conflictions for an An uncontrolled aerodrome is an aerodrome without IFR aircraft approaching an uncontrolled a Control Tower in operation. aerodrome except as specified in 494.7. (N) 494.4 Note 2: Mandatory Frequencies, where designated, will be published in the Canada Air Pilot and the Canada Flight Supplement.

494.5 494.5 Phraseology: Instruct an aircraft, approaching a Mandatory (Aircraft ident) ADVISE PRIOR TO LEAVING THIS Frequency Area, to make all required reports on FREQUENCY TO MAKE THE MANDATORY the Mandatory Frequency. (P)(R) FREQUENCY REPORTS. (Aircraft ident) ADVISE RETURNING TO THIS FREQUENCY. 494.5 Reference: Radar Service; 223, ATSAMM. Reporting Procedures for IFR Aircraft when Approaching or Landing at an Uncontrolled Airport; 602.104, CARs.

494.6 494.6 Reference: Instruct an aircraft to change to the Mandatory Reporting Procedures for IFR Aircraft when Frequency before it reaches the Mandatory Approaching or Landing at an Uncontrolled Airport; Frequency specified area. (R) 602.104, CARs.

2006-07-20 ATC 4-98 494.7 If you require the aircraft on your frequency when it is in the Mandatory Frequency Area: A. confirm that the pilot is capable of maintaining a listening watch on the Mandatory Frequency while remaining on the ATC frequency; B. advise the communications agency having the Mandatory Frequency that you will retain the aircraft on your frequency, give an estimated position of the aircraft, the pilot's intentions and request traffic information; or C. if there is no direct line to the agency having the Mandatory Frequency, advise the pilot to make a report of the aircraft position and intentions on the Mandatory Frequency, monitor the MF and return to your frequency.

494.8 If an aircraft is unable to maintain a listening watch on the Mandatory Frequency while remaining on the ATC frequency, resolve all conflicts with the aircraft and change the aircraft to the Mandatory Frequency prior to the specified Mandatory Frequency Area.

494.9 Instruct, in the initial clearance, departing IFR aircraft in a Mandatory Frequency Area to contact the appropriate ATC frequency at the Mandatory Frequency Area boundary, or sooner when required, only if the aircraft is capable of maintaining a listening watch on the Mandatory Frequency.

494.10 494.10 Note: Specify a DCPC frequency if the aircraft is, or Communication range depends on both altitude and will be, within communication range. Otherwise, distance. specify the frequency of an appropriate communication agency. (N)

2005-01-20 ATC 4-99 495 CONTROL TRANSFER

495.1 The responsibility for control of a departing IFR or CVFR aircraft is automatically transferred from the tower to the IFR unit as soon as the aircraft is airborne unless otherwise coordinated.

495.2 495.2 Note: The responsibility for control of an arriving IFR Except in Class A airspace, an aircraft may cancel or CVFR aircraft is automatically transferred IFR and proceed CVFR or VFR. Control transfer is from the IFR unit to the tower as soon as the effected as specified in Agreements or Arrangements. aircraft has landed unless otherwise 495.2 Reference: coordinated. (N)(R) Control Transfer; 362.

495.3 495.3 Note: You may approve a tower's request for control Control transfer cannot be effected if the aircraft of an arriving IFR or CVFR aircraft provided the conducting the approach has indicated no intention aircraft: (N) of landing upon completion of the approach and will continue to operate on an IFR clearance, i.e. the aircraft will execute a missed approach, perform another instrument approach or proceed to another location. A. has been cleared for an approach; or B. will have been cleared for an approach when it reaches the point agreed upon by you and the airport controller.

495.4 If you are able to approve a tower's request for control of an arriving IFR or CVFR aircraft, respond in the following form: A. (Aircraft identification). B. YOUR CONTROL. C. NOW/AT (specific point). D. (Conditions applicable to control transfer if necessary). E. (Information regarding the next IFR or CVFR arrival if necessary).

495.5 If you are unable to approve a tower's request for control of an arriving IFR or CVFR aircraft, respond in the following form: A. (Aircraft identification). B. UNABLE. C. (The reason for refusal if workload permits).

2005-01-20 ATC 4-100 496 AIRCRAFT DIVERSIONS

496.1 496.1 Note: Forward information regarding diverting aircraft Since a diversion may be expected to affect fuel to adjacent sectors/units as soon as possible reserves, timely coordination is beneficial and after being made aware of it. (N) required.

2005-01-20 ATC 4-101 PART 5 — RADAR PROCEDURES

500 _ GENERAL 501 PROVISION OF SERVICE 502 DISPLAY PRESENTATION 503 ALTITUDE READOUTS 504 ALTITUDE FILTERS 505 POSITION REPORTS — RADAR IDENTIFIED AIRCRAFT 506 PARALLEL OFFSET PROCEDURES 507 SAFETY ALERT 508 DEVIATION FROM ASSIGNED AIRSPACE 510 _ IDENTIFICATION 511 RADAR IDENTIFICATION 512 HAND-OFF — TRANSFERRING CONTROLLER 513 HAND-OFF — RECEIVING CONTROLLER 514 POINT-OUT — ORIGINATING CONTROLLER 515 POINT-OUT — RECEIVING CONTROLLER 520 _ SECONDARY SURVEILLANCE RADAR (SSR) 521 TRANSPONDER OPERATION 522 OPERATION WITHOUT A TRANSPONDER IN TRANSPONDER DESIGNATED AIRSPACE 523 SSR CODE ASSIGNMENT 530 _ SEPARATION 531 APPLICATION 532 MINIMA 533 WAKE TURBULENCE MINIMA 534 CATEGORY II ILS APPROACHES 535 CATEGORY III ILS APPROACHES 540 _ VECTORING 541 GENERAL 542 APPLICATION OF VECTORS 543 METHODS OF VECTORING 544 SPEED ADJUSTMENT 545 POSITION INFORMATION 546 OBSTRUCTION CLEARANCE 547 TERMINATION OF VECTORING 550 _ RADAR DEPARTURES 551 GENERAL 552 DEPARTURE VERSUS ARRIVAL 553 DEPARTURE VERSUS DEPARTURE 554 SUCCESSIVE DEPARTURES

2002-01-24 ATC 5-1 560 _ ARRIVALS 561 GENERAL 562 SUCCESSIVE ARRIVALS 563 APPROACH INFORMATION 564 INTERCEPTION OF FINAL APPROACH 565 MISSED APPROACHES 566 VISUAL APPROACHES 567 VISUAL APPROACHES TO MULTIPLE RUNWAYS 568 PUBLISHED VISUAL APPROACH PROCEDURES 569 RNAV STAR PROCEDURES 570 _ SIMULTANEOUS OPERATIONS 571 SIMULTANEOUS INDEPENDENT PARALLEL ILS APPROACHES 572 SIMULTANEOUS DEPENDENT PARALLEL ILS APPROACHES 573 SIMULTANEOUS ARRIVALS ARRIVAL/DEPARTURE 580 _ COORDINATION 581 RADAR — TOWER 582 ARRIVAL — PRECISION APPROACH RADAR (PAR) 583 CONTROL TRANSFER

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2002-01-24 ATC 5-2 PART 5 — RADAR PROCEDURES

500 GENERAL

501 PROVISION OF SERVICE

501.1 501.1 Reference: Use a radar control procedure in preference to Vectoring — General; 541. a non-radar control procedure. (R)

501.2 You may provide radar control service provided: A. the aircraft is radar identified; (R) * 501.2 A. Reference: Application; 531. *B.the aircraft is in controlled airspace, except 501.2 B. Reference: as provided in 542.1; (R) Application of Vectors; 542. C. you are satisfied that the displayed radar 501.2 C. Reference: information is adequate; and (R) Radar and Automated Systems — General; 441, ATSAMM. *D.you are in direct communication with the * 501.2 D. Reference: aircraft, unless: (R) Application of Vectors; 542. Radar; 602. 1. the aircraft has been cleared for an approach; and 2. you have transferred communication of 501.2 D. 2. Note: the arriving aircraft to the tower. (N)(R) The arrival controller is responsible to ensure separation is maintained until responsibility for control has been transferred to the tower. 501.2 D. 2. Reference: Communication Transfer; 494. Control Transfer; 495.

501.3 501.3 Reference: If you apply radar separation between two Separation - Application; 471. radar- identified aircraft, you are required to have direct communication with only one of the aircraft. (R)

2004-01-22 ATC 5-3 501.4 501.4 Phraseology: Inform the aircraft when radar service is RADAR SERVICE TERMINATED (non-radar routing terminated. (P)(N)(R) if required). 501.4 Note: Radar control service is automatically terminated and the aircraft need not be advised when the aircraft cancels IFR or is cleared for an approach. 501.4 Reference: Radar Service and Radar Control Service; Definitions. Provision of Service; 501. Termination of Vectoring; 547.

501.5 501.5 Reference: If you are not satisfied that the displayed radar Unit Equipment — General; 191. information is adequate for the functions to be performed: (R) A. Inform the supervisor; and B. Base subsequent control actions: 1. on direction provided in National, Regional, or Unit directives as supplemented by direction from your supervisor; or 2. if such direction is not available, on your assessment of the equipment.

501.6 501.6 Phraseology: Inform an aircraft immediately if radar service is RADAR SERVICE TERMINATED DUE TO (reason). terminated, due to equipment failure. (P)(N) 501.6 Note 1: Failure of one of the mosaicing radars does not constitute a loss of radar service, unless the remaining radars cannot identify the track. 501.6 Note 2: Unless you are providing a radar service when an unserviceability or planned shut down actually occurs notification is not required: A. if a NOTAM has been issued to provide advance notice of a planned radar shut-down, or a long term unserviceability; or B. for aircraft within a terminal control area, if the information is included in the ATIS message for the primary airport in the area.

2004-01-22 ATC 5-4 501.7 501.7 Phraseology: If service is degraded due to failure of a system SECONDARY RADAR OUT OF SERVICE. component, inform the aircraft. (P)(N)(R) Sector controlling low-level airspace — PRIMARY RADAR OUT OF SERVICE. RADAR TRAFFIC INFORMATION NOT AVAILABLE ON AIRCRAFT WITHOUT TRANSPONDER. — or — RADAR WEATHER INFORMATION NOT AVAILABLE. Sector controlling high-level airspace only — RADAR WEATHER INFORMATION NOT AVAILABLE. 501.7 Note: This notice is not required if your sector's area of responsibility includes only high-level-airspace, unless severe weather conditions are expected or are known to exist within the area. 501.7 Reference: Severe Weather Information; 162

501.8 501.8 Note: In lieu of notifying individual aircraft, you may The notice may be discontinued within reasonable broadcast the notice of a degradation of service time after a NOTAM on the unserviceability has at intervals not exceeding 10 minutes. (N) been issued.

501.9 501.9 Note: If SSR is the only source of radar information, PSR failure and radar coverage beyond PSR you may use SSR as the sole radar source. (N) coverage are occasions when SSR is the only source of radar information.

502 DISPLAY PRESENTATION

502.1 502.1 Note: Display and monitor: (N)(R) In addition to the items listed, other features of the system may be used at the controller's discretion. 502.1 Reference: Tower Radar Use; 218, ATSAMM. A. uncorrelated targets; (N) 502.1 A. Note: Uncorrelated targets are displayed to ensure that you will have a target if decorrelation occurs or to display aircraft on which no flight plan has been entered into RDPS. B. CJSs; C. coast list in a full format showing all 502.1 C. Note 1: pertinent information to permit prompt Coast list "header" does not meet the criteria detection of newly decorrelated aircraft; (N) described in 502.1 C. 502.1 C. Note 2: To keep Coast lists manageable, delete any irrelevant information such as non-active flight plans. D. altitude readouts; (R) 502.1 D. Reference: Invalid Altitude Readouts; 503.1 Note 1.

2005-07-07 ATC 5-5 E. current weather data and history, as 502.1 E. Reference: necessary, for the provision of severe Severe Weather Information; 162. weather information; (R) F. VMI; and G. appropriate geographic map.

502.2 When using an RSiT display ensure that: A. jurisdictional data tags include as a minimum: 1. ACID; 2. wake turbulence category; 3. special function indicator (SFI); 4. altitude readout; 5. vertical movement indicator (VMI); and 6. ground speed. B. RPS brightness is at least one level higher than other elements on the display; and C. opaque windows are placed outside sector 502.2 C. Note: boundaries or in areas where they do not These windows can obstruct jurisdictional aircraft obstruct jurisdictional traffic. (N) and should be used with caution.

503 ALTITUDE READOUTS

503.1 503.1 Phraseology: Validate altitude readouts by comparing the REPORT YOUR ALTITUDE. readout value with the altitude reported by the 503.1 Note 1: aircraft: (P)(N)(R) An altitude readout is valid, if the readout value does not differ from the aircraft-reported altitude by more than 200 feet. 503.1 Note 2: The aircraft does not have to be in level flight. 503.1 Reference: Altitude Readouts - Application; 503.8. Altitude Reports; 437. A. on initial contact; or B. as soon as practicable, if the readout is not displayed, or cannot be validated on initial contact.

503.2 503.2 Phraseology: If a readout is invalid, ensure that the aircraft CHECK ALTIMETER SETTING AND CONFIRM has the correct altimeter setting and request (altitude). another altitude verification. (P)(N)(R) 503.2 Note: The altimeter setting used for the mosaic tile that the aircraft is detected in, is the adapted altimeter for that geographic area. 503.2 Reference: Altimeter Settings and Wind Information; 135.

2005-07-07 ATC 5-6 503.3 If the aircraft's altimeter setting is correct and the altitude readout remains invalid: A. Instruct the aircraft to reset its transponder; 503.3 A. Reference: and (R) Transponder Operation; 521. B. If, after resetting, the readout remains 503.3 B. Phraseology invalid, instruct the aircraft to turn off its STOP SQUAWK MODE CHARLIE; ALTITUDE Mode C, and give the reason. (P) READOUT DIFFERS BY (number) FEET.

503.4 If the aircraft's Mode C cannot be turned off without turning off the transponder, do not use the altitude readout as an indication of the aircraft's present altitude.

503.5 If you observe a previously validated altitude readout to be invalid for four or more successive readout updates, take action in accordance with 503.2, 503.3 and 503.4 as appropriate.

* 503.6 Inform the receiving controller and the controller relieving you if any of the following conditions exist: A. Altitude readout not validated. (P) 503.6 A. Phraseology: MODE CHARLIE NOT VALIDATED. B. Automatic altitude reporting turned off. (P) 503.6 B. Phraseology: MODE CHARLIE TURNED OFF. C. Altitude readout invalid. (P)(R) 503.6 C. Phraseology: MODE CHARLIE IS INVALID. 503.6 C. Reference: Invalid Altitude Readouts; 503.2.

503.7 Provide the information specified in 503.6: A. before an automated hand-off; B. during an automated hand-off; or C. before transfer of control or transfer of communication, if a hand-off is not effected.

503.8 You may use validated altitude readouts to determine aircraft altitudes as follows: A. Consider an aircraft to be maintaining an 503.8 A. Example: altitude, when its altitude readout value is Consecutive readouts of 312, 310, 310, 308, 310 within 200 feet of the assigned altitude. (E) and 311 would indicate that an aircraft is maintaining FL310.

2005-07-07 ATC 5-7 B. Consider an aircraft to have reached an 503.8 B. Example: altitude, when its altitude readout value has Consecutive readouts of 146, 144, 143, 142, 140, been within 200 feet of the assigned altitude 141 and 141 would indicate that an aircraft has for 4 consecutive readout updates. (E) descended to and is maintaining 14, 000 feet ASL. C. Consider an aircraft to have vacated an 503.8 C. Note 1: altitude, when its altitude readout value has The “starting point” is the aircraft's prevailing changed by 300 feet or more, in the readout while in level flight, which may differ from appropriate direction, from the value that the equivalent altitude figure. In 503.8 C. Example below, where the prevailing value during level flight prevailed while the aircraft was in level flight. was 139, the condition is met when the readout (N)(E) shows 136, not 137. 503.8 C. Note 2: The VMI has both altitude and time VSPs. No VMI indication will be displayed for an aircraft whose rate of climb or descent falls outside the adapted VSPs for VMI. 503.8 C. Example: Consecutive readouts of 139, 139, 139, 138, 137, and 136 would indicate that an aircraft has vacated 14,000 feet in descent. D. Consider an aircraft to have passed an 503.8 D. Example: altitude, when its altitude readout value has Consecutive readouts of 060, 062, 063 and 068 changed by 300 feet or more in the would indicate that a climbing aircraft has passed appropriate direction. (E) 6,500 feet ASL.

503.9 Do not use invalidated altitude readouts to determine an aircraft's altitude. However, they may be used to: A. observe whether an aircraft is in level flight, climbing or descending; B. observe rates of climb or descent; or (N) 503.9 B. Note: If an aircraft climbs or descends at a very high rate, its readout values may fall behind the aircraft's actual altitude and the aircraft will coast. C. provide traffic information. (R) 503.9 C. Reference: Radar Traffic Information; 165. Non-Radar Traffic Information; 166.

503.10 Do not use altitude readouts of aircraft under the jurisdiction of another controller for determining aircraft altitudes unless: A. the other controller has confirmed the aircraft's altitude; or B. on hand-off the transferring controller does 503.10 B. Reference: not inform you that an aircraft's altitude Hand-off — Receiving Controller; 513. readout is invalid or not validated. (R)

2005-07-07 ATC 5-8 503.11 Do not use altitude readouts for aircraft when the site altimeter setting for the geographic region concerned is below 26.00 or above 33.00.

504 ALTITUDE FILTERS

504.1 Select altitude filter limits that include as a minimum: A. the altitudes normally under the jurisdiction of your sector; B. the first usable altitude in any vertically 504.1 B. Example: adjoining airspace under the jurisdiction of A sector that has jurisdiction of the airspace from another controller, plus 200 feet beyond that FL230 to FL350 would set its altitude filters at 218 altitude; and (E) and 372. C. 2,000 feet plus 200 feet if the boundary 504.1 C. Note: between vertically adjoined sectors is in This filter captures Non-RVSM aircraft operating in RVSM airspace. (N) proximity to the vertical sector boundary.

505 POSITION REPORTS — RADAR IDENTIFIED AIRCRAFT

505.1 * 505.1 Reference: Do not request a radar-identified aircraft to Position Reports; RAC. 8.1 TC AIM. make compulsory position reports unless you deem it necessary for control purposes. (R)

505.2 505.2 Phraseology: Instruct an aircraft to resume position reporting RESUME POSITION REPORTS. before terminating radar service. (P) RADAR SERVICE TERMINATED.

506 PARALLEL OFFSET PROCEDURES

506.1 506.1 Note 1: Use the parallel offset technique if an Parallel offset is a feature of some RNAV systems. operational advantage is gained, provided; (N) This feature enables an aircraft to fly offset from a specific route by a specific number of miles. This permits controllers to apply radar separation without radar vectoring. 506.1 Note 2: Aircraft will not normally diverge to the offset track by more than 45 degrees. Some RNAV systems are limited in the offset distance. A. except as specified in 486.1, it is used only 506.1 A. Reference: in a radar environment; (R) Parallel Offset Procedures - Non-radar Environment; 486.

2006-01-19 ATC 5-9 B. the aircraft confirms the capability to offset; 506.1 B. Phraseology: and (P) ADVISE IF ABLE TO PROCEED PARALLEL OFFSET. C. the minimum offset value ensures the 506.1 C. Phraseology: appropriate radar separation minimum will PROCEED OFFSET (number) MILES (right/left) OF exist. (P) CENTRELINE (track/route) AT (significant point/ time) UNTIL (significant point/time).

506.2 506.2 Phraseology: Cancel the parallel offset if it is no longer CANCEL OFFSET. required. (P)

507 SAFETY ALERT

507.1 507.1 Phraseology: Issue a safety alert to an aircraft if you are LOW ALTITUDE ALERT, VERIFY YOUR ALTITUDE aware the aircraft is at an altitude which, in your IMMEDIATELY, ALTIMETER IS (setting). judgment, places it in unsafe proximity to the — or — THE MINIMUM IFR ALTITUDE IN YOUR AREA IS terrain, an obstruction or another aircraft. (altitude). ALTIMETER IS (setting). (P)(N)(R) — or — TURN LEFT/RIGHT IMMEDIATELY HEADING (number) TO AVOID [UNIDENTIFIED] TRAFFIC (bearing by clock-reference and distance). — or — TURN LEFT/RIGHT (number) DEGREES IMMEDIATELY TO AVOID [UNIDENTIFIED] TRAFFIC AT (bearing by clock-reference and distance). — or — CLIMB/DESCEND (specific altitude, if appropriate) IMMEDIATELY. 507.1 Note 1: Every situation where a safety alert should be passed may not be readily apparent; however, controllers should remain vigilant of such situations and issue safety alerts when such situations are recognized. Conditions such as workload, traffic volume, and the lead time to react, are all factors in determining whether it is reasonable for controllers to observe and recognize such situations. 507.1 Note 2: You may be made aware of an unsafe proximity from; Mode C altitude readouts, observations by another sector or unit, or from pilot reports. 507.1 Reference: Safety Alert; Definitions. Radar Traffic Information; 165.

508 DEVIATION FROM ASSIGNED AIRSPACE

508.1 Inform an aircraft if you observe that:

2006-01-19 ATC 5-10 A. it appears it will deviate, or it has deviated from its assigned route or holding area; B. the altitude readout indicates it has deviated 508.1 B. Phraseology: by 300 feet or more from its assigned YOUR ALTITUDE READOUT IS (altitude), ALTIME- altitude, or (P)(R) TER IS (setting). VERIFY YOUR ALTITUDE. 508.1 B. Reference: Altitude Readouts; 503. C. the altitude readout indicates that it has 508.1 C. Note 1: deviated by 200 feet from its assigned 508.1 B. Phraseology and 508.1 B. Reference apply altitude and the VMI indicates that the here also. aircraft is continuing its climb or descent 508.1 C. Note 2: An aircraft at a constant altitude and maintaining a away from the assigned altitude. (N) previously assigned altimeter setting can appear to change altitude as it traverses system tiles.

508.2 Assist the aircraft in returning to the assigned airspace if necessary.

2005-01-20 ATC 5-11 510 IDENTIFICATION

511 RADAR IDENTIFICATION

511.1 You may consider an aircraft identified, provided one of the following conditions is met: A. The aircraft is observed on radar to be in a position, within one mile of the end of the runway used for takeoff, that is consistent with the time of takeoff and the route of flight or assigned heading of a departing aircraft. B. The aircraft is observed on radar to be over 511.1 B. Note: a fix, which is indicated on the radar display, A fix may be used as a reference for establishing that is consistent with a position report aircraft identification, provided the position of the fix received directly from the aircraft, provided is accurately indicated on the radar display. the track is observed to be consistent with the route of flight or reported heading of the aircraft. (N) C. The aircraft is observed on radar to be in a 511.1 C. Note: position, relative to OMNI and DME Caution should be exercised, if using a position NAVAIDs which are indicated on the radar report to identify an aircraft operating at high display, that is consistent with a position altitude, or reporting over an intersection which is a considerable distance from a NAVAID. Under these report received directly from the aircraft in circumstances, aircraft often cannot accurately the form of a DME fix, provided that the determine their precise position. track is observed to be consistent with the 511.1 C. Reference: route of flight or reported heading of the OMNI Facility; Definitions. aircraft. (N)(R) D. The aircraft is observed on radar to have 511.1 D. Note: carried out a specified identifying turn of at A turn that would cause an aircraft to follow an least 30 degrees, provided: (N) airway or a frequently used flight path should be avoided. These circumstances could lead to miss- identification of the aircraft.

1. except in the case of a lost aircraft, a position report received directly from the aircraft indicates that the aircraft is within radar coverage of the area being displayed; 2. only one aircraft is observed to have carried out the specified turn; and 3. the track is observed to be consistent with the heading or track of the aircraft both before and after completion of the turn. *E.The appropriate change in the RPS is 511.1 E. Phraseology: observed after the aircraft is instructed to SQUAWK IDENT. operate the Ident feature of its transponder. SQUAWK (code) AND IDENT. (P)

2005-01-20 ATC 5-12 *F.The appropriate change in the RPS is * 511.1 F. Note: observed after the aircraft is instructed to This change in RPS will occur only if the aircraft is change from one code to another. (N) asked to change to a code that will cause correlation to take place. *G.The RPS disappears or changes to a PSR 511.1 G. Phraseology: symbol after the aircraft is instructed to SQUAWK STANDBY — SQUAWK (code). change its transponder to “standby” and the * 511.1 G. Note: RPS reappears or changes back to an SSR Care should be taken to ensure that a period of time sufficient to ascertain that the loss of RPS resulted symbol after the aircraft is requested to from the aircraft's action. return the transponder to normal operation. (P)(N) *H.The position of the RPS on the tower display is consistent with the position of the aircraft observed visually by the airport controller. I. Identification was transferred by a hand-off. 511.1 I. Reference: (R) Hand-off - Transferring Controller; 512.

511.2 511.2 Note: Use more than one of the procedures contained Doubt may be caused by: in 511.1, or use the same procedure more than A. the position or movement of other aircraft. once, if you have any doubt concerning the B. the observation of more than one aircraft responding to an identification instruction; or identity of a particular aircraft. (N) C. other circumstances.

511.3 If it appears that identification may become doubtful, take immediate action to ensure identification is maintained.

511.4 * 511.4 Note: If identification becomes doubtful or is lost, take Identification may be doubtful because of: immediate action to: (N) *A.momentary loss of the RPS; *B.coasting of RPS; *C.merging of RPS; D. display clutter; *E.ambiguous RPS; or F. other circumstances. A. re-identify the aircraft; or B. terminate radar service and provide non- radar separation.

511.5 511.5 Phraseology: Inform the aircraft when radar identification is RADAR IDENTIFIED (position if required). established or lost. (P)(N) RADAR IDENTIFICATION LOST. 511.5 Note: On receipt of a hand-off it is not necessary to re- inform the aircraft that it is radar identified, when communication is established.

2006-07-20 ATC 5-13 511.6 511.6 Reference: Once initial identification has been established Hand-offs - Transferring Controller; 512. by an Air Traffic Control Unit within the Co-ordination Radar-Tower; 581.1 and 581.1 Note. Canadian System, in accordance with 511.1 Altitude Readouts; 503. and the aircraft is in adjacent airspace where radar control service is normally provided, you may use the aircraft identification element of the data tag to consider the aircraft identified. (R)

* 511.7 Consider identification to be lost if a correlated RPS ceases to be displayed after “CST” has been displayed in its data tag unless: *A.you are able to maintain identification of an uncorrelated RPS being displayed for the aircraft; or *B.the RPS recorrelates within a sufficiently short period of time that, considering the progress of the aircraft, you have no doubt about the aircraft's identity.

512 HAND-OFF — TRANSFERRING CONTROLLER

512.1 512.1 Note: Provide a hand-off to another sector or unit if an A hand-off does not constitute a transfer of control, aircraft will enter that sector's or unit's airspace; however, coordination of control transfer may be and (N)(R) required or carried out coincidentally with a hand- off. 512.1 Reference: Hand-Off; Definitions. Control Transfer; 139. Hand-Offs; 442, ATSAMM. A. you are applying radar separation between the aircraft concerned and another aircraft that: 1. was previously transferred; 2. is being transferred; or 3. will later be transferred; B. you know that the receiving controller 512.1 B. Note 1: normally applies radar separation in the A specific period of time may be coordinated, during airspace concerned; or (N) which, non-radar separation is applied to aircraft crossing the sector or unit boundary. 512.1 B. Note 2: Non-radar separation may be required for aircraft at certain altitudes or on certain routes. C. hand-offs are specified as a standard procedure in an Agreement, Arrangement or unit directive.

2006-07-20 ATC 5-14 512.2 512.2 Note: Complete a hand-off before the aircraft passes A control transfer point that differs from the sector or the sector or unit boundary or designated unit boundary must be defined in a unit directive, an control transfer point. (N)(R) Agreement or an Arrangement, or be agreed to by both the transferring and receiving controllers. 512.2 Reference: Provision of Service; 501.

512.3 When effecting a hand-off, inform the receiving controller of: A. the aircraft's last assigned altitude: 1. if it is a “wrong-way” altitude: (P)(R) 512.3 A. 1. Phraseology: WRONG-WAY (altitude). 512.3 A. 1. Reference: Direction of Flight; 432. 2. if you have an invalidated altitude read- 512.3 A. 2. Reference: out; or (R) Altitude Readouts; 503. 3. if the altitude differs from that specified in a unit directive, an Agreement or an Arrangement; B. the aircraft’s RVSM status, if it is a Non- 512.3 B. Phraseology: RVSM aircraft in RVSM airspace; and (P) NEGATIVE RVSM. C. other pertinent control information.

512.4 Do an automated hand-off, unless: A. you are handing-off an uncorrelated RPS; or B. a system malfunction or deficiency makes it impracticable.

512.5 512.5 Note: If “CST” is being displayed in the data tag, This notification is not necessary if, for example, the immediately coordinate further action with the aircraft is passing through a known hole in the SSR receiving controller, unless you expect that coverage prior to the usual point of hand-off acceptance. coasting will cease before the aircraft reaches an area in which a hand-off would normally be accepted. (N)

512.6 If you are unable to do an automated hand-off, transfer identification of an aircraft using one of the following methods: A. Inform the receiving controller of: (P) * 512.6 A. Phraseology: HAND-OFF (position of aircraft) (aircraft identification)/(SSR code) (control information).

2005-01-20 ATC 5-15 1. the position of the RPS relative to: (N)(R) 512.6 A. 1. Note: You may transfer identification from the IFR unit to the tower, using a secure sequence if the procedures are agreed upon in an Arrangement. A secure sequence is one in which the aircraft forming the sequence will reach the control transfer point in an order predetermined by the IFR controller. If using this procedure, the control transfer point must be within the control zone. 512.6 A. 1. Reference: Radar Identification; 511. Co-ordination Radar-Tower, 581.1 and 581.1 Note. a. a fix or other point indicated on both radar displays; or b. an aircraft previously handed-off or pointed out; 2. the aircraft's identification; or 3. the SSR code of the aircraft, if uncorrelated; and 4. other control information, as required. B. Physically point to the RPS on the radar display of the receiving controller.

512.7 You may omit verbal hand-offs between IFR units provided: A. the procedures are defined in an 512.7 A. Reference: Arrangement; (R) Radar Identification; 511. Hand-Offs; 442, ATSAMM. B. you inform the receiving controller prior to communication transfer: 1. if the aircraft: a. is not radar identified; b. is operating at a “wrong-way” altitude; 512.7 B. 1. b. Phraseology: (P)(R) WRONG-WAY (altitude). 512.7 B. 1. b. Reference Direction of Flight; 432. c. does not have a valid altitude readout; 512.7 B. 1. c. Reference (R) Altitude Readouts; 503. d. is operating at an altitude different from that specified in an Arrangement; e. is a Non-RVSM aircraft operating in 512.7 B. 1. e. Phraseology: RVSM airspace; and (P) NEGATIVE RVSM. 2. of any other pertinent information; and 512.7 B. 2. Example: (E) Change of Code, assigned speed, heading, etc. C. the overlap area and FDBs are displayed at all times.

2005-01-20 ATC 5-16 513 HAND-OFF — RECEIVING CONTROLLER

513.1 513.1 Reference: When receiving an automated hand-off you Radar Identification 511. may consider that an aircraft being handed-off is identified, provided: (R) *A.you observe an RPS with the data tag blinking; and B. the geographical position and the aircraft identification in the data tag are appropriate for an aircraft that you expect to be handed- off.

513.2 513.2 Reference: If “CST” is displayed in the data tag, coordinate Radar Identification 511. with the transferring controller, unless coordination was previously initiated. (R)

513.3 If flight plan data in a tabular list flashes, coordinate with the transferring controller.

513.4 When you are unable to do an automated hand- off, you may consider that an aircraft being handed-off is identified, provided one of the following conditions is met: *A.Only one RPS corresponds to the one described by the transferring controller. *B.You have no doubt which RPS the transferring controller is physically pointing to.

513.5 If you have any doubt about the aircraft's identity, ask the transferring controller to: *A.point to the RPS again; B. describe the aircraft's position again; or C. use another method in 511.1 to transfer identification.

513.6 513.6 Phraseology: If receiving a non-automated hand-off, inform IDENTIFIED/NOT IDENTIFIED. the transferring controller whether or not you have identified the aircraft. (P)

2006-01-19 ATC 5-17 513.7 513.7 Reference: If you have any doubt about the aircraft's Altitude Readouts; 503. altitude, ask the transferring controller to state the altitude. (R)

513.8 If the transferring controller has indicated a “wrong-way” altitude, read back the altitude, stating the words “wrong-way”.

* 513.9 If the transferring controller has indicated “Negative RVSM”, acknowledge by stating the words “Negative RVSM”.

514 POINT-OUT — ORIGINATING CONTROLLER

514.1 Obtain approval from the receiving controller before permitting an aircraft to enter the receiving controller's airspace.

514.2 Point-out an aircraft if: A. the aircraft will or may enter the airspace 514.2 A. Phraseology: that is under the jurisdiction of another POINT-OUT (position) (identification/SSR code) controller; and (P)(N) (track and altitude) (other information). 514.2 A. Note: The airspace in question includes the protected buffer zone dividing sector/unit boundaries as described in 532.4. B. radio communication will not be transferred. 514.2 B. Reference: (R) Point-out; Definitions.

514.3 Identify the aircraft being pointed-out by an automated point-out or in accordance with the procedures in 512.6 and inform the receiving controller of: A. the aircraft's track and altitude; and B. the aircraft's identification or SSR code, as necessary. *C.the aircraft’s RVSM status if it is a Non- * 514.3 C. Phraseology: RVSM aircraft operating in RVSM airspace. NEGATIVE RVSM. (P)

2006-01-19 ATC 5-18 514.4 Coordinate with the receiving controller before making any changes to an aircraft's flight path, altitude, or data tag information, if appropriate, for any point-out that has already been approved.

515 POINT-OUT — RECEIVING CONTROLLER

515.1 Prior to approving a point-out, ensure: A. the aircraft's position corresponds with the 515.1 A. Phraseology: information given by the originating POINT-OUT APPROVED (Identification/SSR Code). controller; or (P) B. radar identification is being transferred by an automated point-out.

515.2 Issue restrictions to the originating controller, if necessary, to provide separation from aircraft under your control.

515.3 Separate aircraft under your control from the pointed-out aircraft.

2006-04-13 ATC 5-19 520 SECONDARY SURVEILLANCE RADAR (SSR)

521 TRANSPONDER OPERATION

521.1 521.1 Phraseology: Instruct transponder equipped aircraft to reply SQUAWK (code). to SSR interrogation by assigning the appropriate code in accordance with 523. Specify the code stating its four separate digits. (P)

521.2 521.2 Phraseology: Instruct an aircraft to turn its MODE C on or off, SQUAWK CHARLIE. as necessary. (P)(N)(R) STOP SQUAWK CHARLIE. 521.2 Note 1: Aircraft are expected to have Mode C turned on without instruction from ATC. 521.2 Note 2: With some transponders, Mode C cannot be turned off without turning off the transponder. 521.2 Reference: Altitude Readouts; 503.

521.3 521.3 Note: If the RPS or data tag for a particular aircraft is Procedures for resolving problems with altitude not displayed as you expect it to be: (N) readout are located in subsection 503. A. instruct the aircraft to reset its transponder, 521.3 A. Phraseology: stating the currently assigned code; and (P) RESET TRANSPONDER, SQUAWK (code). B. if that action does not resolve the problem, assign a different code.

521.4 521.4 Phraseology: Inform an aircraft if its transponder appears to YOUR TRANSPONDER APPEARS UNSER- be unserviceable or malfunctioning. (P) VICEABLE/MALFUNCTIONING (reason, if apparent).

521.5 Inform the adjacent sector or unit if an aircraft's transponder: A. is set to standby or turned off; or B. is unserviceable or malfunctioning.

2006-04-13 ATC 5-20 522 OPERATION WITHOUT A TRANSPONDER IN TRANSPONDER DESIGNATED AIRSPACE

522.1 522.1 Note 1: You may authorize an aircraft without a This request may be included in a flight plan. serviceable transponder to operate in 522.1 Note 2: transponder airspace, provided a written If its transponder fails in flight, an aircraft may continue to operate in transponder airspace to the request is filed with an ATC unit or other flight next point of intended landing without ATC plan office. (N)(R) authorization and thereafter in accordance with an ATC clearance to complete a planned flight schedule or to proceed to a repair base. 522.1 Reference: Transponder Airspace; 601.03, CARs. Equipment; 605.35, CARs. Transponder Airspace; Designated Airspace Handbook. Transponder and Automatic Pressure Altitude Reporting.

522.2 If you receive a request for a flight to operate without a transponder in airspace designated as transponder airspace and that airspace is beyond your area of responsibility, obtain approval from the appropriate agency.

522.3 You may refuse a request, or cancel a previously issued authorization, for an aircraft to operate without a transponder in airspace which has been designated as transponder airspace, if traffic conditions or other operational circumstances dictate.

522.4 If possible, issue the refusal or cancellation of a previously issued authorization prior to the aircraft becoming airborne.

2006-07-20 ATC 5-21 523 SSR CODE ASSIGNMENT

523.1 523.1 Note 1: Assign an aircraft a discrete code in lieu of a This also applies to VFR aircraft operating in a non-discrete code. (N)(R) Tower Radar Area. 523.1 Note 2: If a discrete code is not assigned by ATC: A. IFR and CVFR aircraft will select the following non-discrete codes HLA — 2000 LLA — 1000 B. VFR aircraft will select the following non-discrete codes: 12,500 ASL & Below— 1200 Above 12,500 ASL — 1400 * 523.1 Reference: Use of the transponder Codes; Section C, Canada Flight Supplement. Transponder Operation RAC 1.9, TC AIM. SSR Code Employment Plan.

523.2 Do not change the discrete code assigned to an aircraft except to alleviate a dual discrete code conflict.

523.3 523.3 Note: Do not request an aircraft to change its code Pilot workload during departure and arrival is during the departure or arrival phase of its extremely high and unnecessary distraction should flight. (N) be avoided.

523.4 523.4 Phraseology: You may assign special conditions codes, if the SQUAWK SEVEN FIVE ZERO ZERO. situation warrants. (P)

523.5 You may assign a non-discrete code to: A. an aircraft that has canceled or closed its IFR flight plan and is not requesting further radar service; or B. a VFR aircraft for which radar service is being terminated.

2006-07-20 ATC 5-22 530 SEPARATION

531 APPLICATION

531.1 Apply separation between the centres of RPS and do not permit RPS to touch.

531.2 You may apply separation between an aircraft taking off or executing a missed approach and other radar controlled aircraft provided: A. in your judgment, the departing or missed approach aircraft will be radar identified within 1 mile of the end of the runway; B. radar separation will be established at that point. C. continuing separation from all known IFR or CVFR aircraft will be assured.

531.3 You may apply radar separation between a radar identified aircraft and an aircraft that is not radar identified provided the following conditions are met: A. One aircraft is cleared to climb or descend through the altitude of the other aircraft. B. The performance of the primary radar * 531.3 B. Note: system is adequate and primary radar Collocated primary and secondary surveillance targets are being displayed on the radar radars without known operating deficiencies are display being used. (N) considered adequate. C. The airspace in which the separation is applied is 10 miles or more from the extremity of reliable primary radar coverage provided on the radar display being used. D. The non-identified aircraft is a type that can be expected to give an adequate primary radar return in the airspace in which the separation is being applied. E. If both aircraft are proceeding in the same direction, the identified aircraft is vectored, before climb or descent, to the extent necessary to ensure its target has not obscured that of the non-identified aircraft.

2005-01-20 ATC 5-23 F. Radar separation is maintained from all observed targets until non-radar separation is established from the non-identified aircraft.

532 MINIMA

532.1 532.1 Note 1: Separate aircraft by using one of the following These minima do not apply when you separate an minima: (N)(R) arriving aircraft from a departing aircraft in accordance with 552.1. 532.1 Note 2: The Range Bearing Line (RBL) and Halo function can be used to assist in determining the separation between RPS. The distances provided by RBL are measured from centre to centre of the RPS. The radius of the halo is user selectable and does not vary with range. 532.1 Reference: Wake turbulence Minima; 533. A. 5 miles provided; 1. a maximum range of 600 miles from left to right is displayed; and (N) 2. when using ranges greater than 600 miles: a. use RPS size 6 as necessary to 532.1 A. 2. a. Reference: ensure the required radar separation Vectoring — General; 541. is maintained; or (R) b. select an inset scale to 1 inch equals 30 miles or less, when vectoring aircraft for separation purposes. B. 3 miles provided: 1. terminal control service is being provided; 2. a maximum range of: (R) 532.1 B. 2. Reference: Radar Service; 223, ATSAMM. a. 60 miles is displayed on the radar display; or b. 120 miles from left to right is 532.1 B. 2. b. Note 1: displayed when utilizing a RSiT or Aircraft target information derived from either a NARDS display. (N) primary or a secondary radar source, in a mosaiced radar environment may be used. 532.1 B. 2. b. Note 2: 3 mile separation may only be applied with the situational display and not with the use of an inset window. 3. aircraft are no further than 80 miles from 532.1 B. 3. Note: a radar antenna; and (N)(R) When operating within a mosaiced environment a preferred or supplemental RSE may be used. 532.1 B. 3. Reference: Radar Service; 223, ATSAMM.

2005-01-20 ATC 5-24 4. a altitude readouts for both aircraft are displayed; or b. both aircraft are at or below 15,000 feet ASL. C. where approved by the Manager, ATS 532.1 C. Reference: Standards and Procedures, 2.5 miles Provision of Service; 501. between aircraft established on the same Wake Turbulence Minima; 533. final approach course within 10 miles of the landing runway provided: (R) 1. the leading aircraft is not a heavy; 2. the following aircraft's wake turbulence category is the same or heavier than that of the leading aircraft; and 3. the runway is bare. (N)(R) 532.1 C. 3. Note: During winter operations, only the centre 100 feet (50 feet either side of the centreline) of the runway must be bare. 532.1 C. 3. Reference: Radar Separation between Successive IFR Arrivals; 313, ATSAMM. D. 1 mile provided: (R) 532.1 D. Reference: Separation - Application; 531. Separation; 392. Conflict Resolution; Definitions. Conflict Resolution; 394. Wake Turbulence: 128 and 380. Wake Turbulence Minima; 533. 1. you operate in a mosaiced environment; 532.1 D. 1. Note: and (N) Due to equipment limitations i.e., mosaicing, it is necessary to maintain a minimum of 1 mile between the centres of the RPS when providing conflict resolution. a. at least one of the aircraft is VFR; b. a maximum range of: (R) 532.1 D. 1. b. Reference: Radar Service; 223, ATSAMM. i. 40 miles is displayed on the radar display; or ii. 80 miles from left to right is displayed when utilizing a RSiT or NARDS display; c. altitude readouts are displayed for both aircraft; and d. the position of the centre of the radar display is such that the maximum range this service can be provided, does not exceed 120 miles from the preferred or supplementary radar. 2. you operate in a non mosaiced environment; and a. at least one of the aircraft is VFR;

2005-01-20 ATC 5-25 b. a maximum range of: (R) 532.1 D. 2. b. Reference; Radar Service; 223, ATSAMM. i. 40 miles is displayed on the radar display; or ii. 80 miles from left to right is displayed when utilizing a RSiT or NARDS display; c. altitude readouts are displayed for both aircraft; and d. the position of the centre of the radar display is such that the maximum range this service can be provided, does not exceed 60 miles from the RSE. E. Target resolution provided; (R) 532.1 E. Reference: Separation; 392. Conflict Resolution; 394. 1. at least one of the aircraft is VFR; 2. a maximum range of: (R) 532.1 E. 2. Reference: Radar Service; 223, ATSAMM. Minima; 393. a. 40 miles is displayed on the radar display; or b. 80 miles from left to right is displayed when utilizing a RSiT or NARDS display; 3. altitude readouts are displayed for both aircraft; 4. RPS size is selected at 2 or greater; 5. the position of the centre of the radar display is such that the maximum range this service can be provided, does not exceed 60 miles from the RSE. F. 10 miles provided: 1. the radar source is not a RSE; or (N) 532.1 F. 1. Note 1: RSE source consists of either a TSR or ISSR. 532.1 F. 1. Note 2: DND TRACS radar may be assessed by Technical Operations for tracking accuracy that is capable of supporting the minima established for RAMP. FAA ATC radars, e.g., Spokane, are deemed to be RAMP equivalent. 2. the non-RSE radar has been made 532.1 F. 2. Note: either the preferred or supplementary If the non-RSE radar becomes unserviceable, a radar for one or more tiles, as indicated lower separation minimum can then be utilized in by an overlay map. (N) areas of radar coverage where only RSE radars would provide the remaining coverage.

2005-01-20 ATC 5-26 532.2 A terminal control sector may hand-off an IFR aircraft to the adjacent en route sector with 3 miles radar separation provided: A. the display range selected in the en route sector is not greater than 60 miles, or 120 miles left to right if using RSiT or NARDS; B. aircraft are on tracks or assigned headings that diverge by at least 10 degrees; or C. the RDPS ground speed of the leading aircraft is faster than the following aircraft; D. 5 miles or another form of separation is 532.2 D. Reference: established before the aircraft reaches a Radar Service; 223, ATSAMM. distance of 80 miles from the radar antenna; and (R) *E.this procedure is authorized in local unit procedures or as specified in Arrangements.

532.3 532.3 Note: You may discontinue vertical separation A wake turbulence in 533 may be applicable. between aircraft on reciprocal tracks if you observe on radar that they have passed and: (N) A. are three miles apart; or (R) 532.3 A. Reference: Separation - Application; 531. *B.the RPSs do not overlap, provided: 1. altitude readouts are displayed for both aircraft; or 2. both aircraft are at or below 15,000 feet ASL. C. 5 miles if the radar source is not an RSE. 532.3 C. Note: (N) 532.1 F. Note 2 applies here.

2002-01-24 ATC 5-27 532.4 Unless you coordinate separation with the controller concerned and except as specified in 532.5, separate an aircraft from the boundary of adjoining airspace, in which radar separation is provided, as follows:

IF SEPARATION IS THEN APPLIED AND IF AND IF APPLY USING 2.5 MILES 1. TERMINAL CONTROL SERVICE IS BEING PROVIDED;

2. A MAXIMUM RANGE OF:

a. 60 MILES IS DISPLAYED ADJOINING ON THE RADAR DISPLAY; AIRSPACE IS OR CONTROLLED 1.5 WITH b. 120 MILES FROM LEFT MILES RSE/RDPS TO RIGHT IS DISPLAYED WHEN UTILIZING A RSiT or NARDS DISPLAY; AND

3. A. AN ALTITUDE READ- OUT IS DISPLAYED FOR THE AIRCRAFT; OR

B. THE AIRCRAFT IS AT OR RSE/RDPS BELOW 15,000 FEET ASL 5 MILES 1. TERMINAL CONTROL SERVICE IS BEING PROVIDED;

2. A MAXIMUM RANGE OF:

a. 60 MILES IS DISPLAYED ADJOINING ON THE RADAR DIS- AIRSPACE PLAY; OR IS NOT CONTROLLED b. 120 MILES FROM LEFT TO 3 MILES WITH RIGHT IS DISPLAYED RSE/RDPS WHEN UTILIZING A RSiT or NARDS DISPLAY; AND

3. A. AN ALTITUDE READ-OUT IS DISPLAYED FOR THE AIRCRAFT; OR

B. THE AIRCRAFT IS AT OR BELOW 15,000 FEET ASL NON- 5 MILES RSE/RDPS

532.5 532.5 Note: If an adjacent sector applies a radar minimum Managers will determine which sector will apply the more than that of your sector, apply additional additional separation from the boundary. separation from the sector boundary to ensure 532.5 Reference: Minima; 532.1 A., B. and F. that aircraft are separated by not less than the Radar Separation from Boundaries of Adjoining applicable radar minimum applied in that sector Airspace; 359, ATSAMM. (N)(R)

2002-01-24 ATC 5-28 532.6 532.6 Reference: Separate a radar controlled aircraft from the Separation from Class F Airspace; 476. boundary of airspace in which non-radar Separation from Airspace Restricted by the separation is being used, or from the boundary Minister; 477. 532.6 Diagram: of Class F restricted airspace that has not been released to your control, or from areas restricted by the Minister to ensure aviation safety, by: (R)(D)

RESTRICTED AREA NON–RADAR SECTOR

3/5OR10MILES

A. 5 miles; or B. 3 miles provided: 1. a maximum range of: a. 60 miles is displayed on the radar display; or b. 120 miles from left to right is displayed when utilizing a RSiT or NARDS display; and 2. c an altitude readout is displayed for the aircraft; or d. the aircraft is at or below 15,000 feet ASL. C. 10 miles if the radar source is not an RSE. 532.6 C. Note: (N) 532.1 F. Note 2 applies here.

532.7 532.7 Reference: Separate a radar controlled aircraft from an Separation from Airspace Restricted by the area in the vicinity of a forest fire area as Minister; 477. defined by NOTAM by: (R) Forest Fire Aircraft Operating Restrictions; 601.15, CARs. A. 5 miles; or B. 10 miles if the radar source is not an RSE. 532.7 B. Note: (N) 532.1 F. Note 2 applies here.

2006-01-19 ATC 5-29 * 532.8 532.8 Note: If vertical separation will not be applied, vector Traffic density and the type of activities associated aircraft so as to ensure that the RPS will not with Class F advisory areas preclude the routing of penetrate a Class F advisory area displayed on IFR aircraft through them. However, as operations within these areas are in accordance with VFR, you the radar display. (N)(R)(D) do not need to apply a radar separation minimum from the boundaries displayed on the radar map. 532.8 Reference: Separation from Class F Airspace; 476. 532.8 Diagram:

CLASS F

ADVISORY AIRSPACE

AIRCRAFTT UNDER RADAR CONTROL

* 532.9 532.9 Note: Establish vertical separation for an aircraft that As well as protecting the IFR aircraft, vertical will over-fly a Class F advisory area prior to the separation is provided to protect light aircraft within RPS penetrating the area as displayed on the Class F advisory airspace from the effects of wake turbulence. radar display, and maintain it until the RPS is 532.9 Reference: clear of the area. (N)(R)(D) Separation from Class F Airspace; 476. Wake turbulence; 128. 532.9 Diagram:

MINIMUM

CLASS F ADVISORY AIRSPACE

532.10 If the radar source is a non-RSE radar, provide separation during any time that the target is less than 5 miles from Class F advisory airspace displayed on the radar map.

2006-01-19 ATC 5-30 533 WAKE TURBULENCE MINIMA

533.1 533.1 Note: Except as specified in 384, apply the As used in this section, the term ”known aircraft” appropriate wake turbulence radar minimum refers to one whose position, type and altitude you between any aircraft you provide radar control know. 533.1 Reference: service to and any known aircraft. (N)(R) Radar Service and Radar Control Service; Definitions.

533.2 533.2 Note: Separate an aircraft operating directly behind, If the radar separation minimums stated in 532.1 are or directly behind and less than 1,000 feet greater than the wake turbulence minimums, the below a preceding aircraft, or following an greater separation minimum must be applied. 533.2 Reference: aircraft conducting an instrument approach, by Visual Approach; 566. one of the following minima: (N)(R)(D) 533.2 Diagram 1:

4/5/6 MILES

533.2 Diagram 2:

4/5/6 MILES

A. Heavy behind a heavy — 4 miles. (N) 533.2 A. Note: For the purpose of wake turbulence application, the Boeing 757 is to be considered as heavy when it is the preceding aircraft. B. Medium behind a heavy — 5 miles. C. Light behind a heavy — 6 miles. D. Light behind a medium — 4 miles.

2004-01-22 ATC 5-31 533.3 533.3 Note: Separate aircraft that will cross directly behind You need not apply this separation if you can a climbing or descending aircraft by the determine that the aircraft is: appropriate minimum specified in 533.2. (N) A. above; or B. 1,000 feet or more below; the altitude vacated by the preceding aircraft at the crossing point.

533.4 Separate an aircraft that will cross behind a climbing or descending aircraft by the appropriate minimum in 533.2, if the following aircraft is at the same altitude or less than 1,000 feet below the altitude vacated by the preceding aircraft at the crossing position.

533.5 533.5 Diagram: Apply two minutes separation at the point of flight path intersection, if an IFR departure from an adjacent airport will cross behind and less than 1,000 feet below a preceding IFR aircraft. (D) 2 MINUTES

ADJACENT AIRPORT

534 CATEGORY II ILS APPROACHES

534.1 When Category II ILS approaches are being conducted: A. Separate aircraft on approach such that the 534.1 A. Note 1: position of the leading aircraft is determined A preceding arriving aircraft could adversely affect to be clear of the ILS critical area before the the integrity of the localizer signal for a following following aircraft is 4 miles from the end of aircraft on a Category II ILS approach. 534.1 A. Note 2: the instrument runway used by the Actual aircraft separation will depend upon runway preceding aircraft. (N) and taxiway configuration. Therefore, the aircraft in trail spacing required to comply with this minimum shall be determined by the unit. B. Separate departing aircraft from arriving 534.1 B. Note: aircraft such that the departing aircraft has A departing aircraft over-flying the localizer at close overflown the localizer antenna location range, could adversely affect the integrity of the before the arriving aircraft is 4 miles from localizer signal for an arriving aircraft on a Category II ILS approach. the end of the instrument runway to be used by the arriving aircraft. (N)

2004-01-22 ATC 5-32 534.2 534.2 Note: When Category II ILS approaches are being This procedure will permit aircraft to perform an conducted, vector aircraft such that they will be automatic coupled approach. In most instances, the established on the localizer in level flight at glide path intercept altitude will be at the minimum vectoring altitude. least 2 miles before glide path interception. (N)

535 CATEGORY III ILS APPROACHES

535.1 Provided ASDE is functioning, when Category III ILS approaches are being conducted: A. separate aircraft on approach such that the 535.1 A. Note 1: position of the leading aircraft as Actual aircraft separation will depend upon runway determined by ASDE is clear of the ILS and taxiway configuration. Therefore, the unit shall critical area before the following aircraft is 4 determine the aircraft-in-trail spacing to comply with this minimum. miles from the end of the instrument runway 535.1 A. Note 2: used by the preceding arriving aircraft; or A preceding arriving aircraft in the critical area could (N) adversely affect the integrity of the localizer signal for a following aircraft on a Category III ILS approach. B. separate aircraft departing from the same 535.1 B. Note: runway being used for an arriving aircraft A departing aircraft overflying the localizer at close such that the departing aircraft has range, could adversely affect the integrity of the overflown the localizer antenna location localizer signal for an arriving aircraft on a Category III ILS approach. before the arriving aircraft is 4 miles from the end of the instrument runway. (N)

535.2 If the ASDE is not functioning, do not issue a clearance for an IFR aircraft to conduct a Category III ILS approach until: A. advised by the tower that a preceding 535.2 A. Note: arriving aircraft is clear of the runway and The tower will specify procedures to ensure the ILS critical area; (N) runway and ILS critical area are clear when the ASDE is not functioning. B. radar identification is established on a preceding arriving IFR aircraft conducting a missed approach procedure; or C. radar identification is established on an aircraft departing from the same runway.

535.3 535.3 Note: When Category III ILS approaches are being This procedure will permit aircraft to perform an conducted, vector aircraft such that they will be automatic coupled approach. In most instances, the established on the localizer in level flight at glide path intercept altitude will be the minimum vectoring altitude. least 2 miles before glide path interception. (N)

2005-09-29 ATC 5-33 540 VECTORING

541 GENERAL

541.1 * 541.1 Reference: Allow aircraft operating on conventional SIDs or Obstruction Clearance, 546. STARs, RNAV SIDs or STARs and RNAV Obstacle Clearance During Radar Vectors; RAC routes to conduct their own navigation to the 1.5.5, TC AIM. extent possible. (R)

541.2 Vector an aircraft if: *A.necessary for separation purposes except * 541.2 A. Note: on ranges greater than 600 miles left to right; If situations warrant vectoring aircraft for separation (N) purposes on ranges greater than 600 miles from left to right, use insets for this purpose. B. required by noise abatement procedures; C. you or the aircraft will gain an operational advantage; or D. the aircraft requests it.

541.3 * 541.3 Note: If you initiate vectoring, inform the aircraft of: This is not required when initiating vectors to an (N)(R) aircraft that has passed over the DTW on an open RNAV STAR. The RNAV STAR chart and the TC AIM advise pilots of the purpose of the vectors and the point to which the aircraft will be vectored after the DTW. * 541.3 Reference: RNAV STAR Procedure; RAC, 9.2.3,TC AIM. A. the purpose of vectors; and/or (P) 541.3 A. Phraseology: VECTORS FOR (sequencing, spacing, traffic, etc.). VECTORS FOR (downwind, base leg, etc.). B. the point to which the aircraft is being 541.3 B. Phraseology: vectored. (P) VECTORS TO (fix or airway). VECTORS TO (name of NAVAID, intersection, waypoint, etc.). VECTORS TO (specified radial or course and DME if required). VECTORS TO (final approach course). VECTORS TO (runway).

542 APPLICATION OF VECTORS

542.1 542.1 Reference: You may vector an aircraft into Class G Provision of Service; 501. airspace provided you: (R) A. inform the aircraft; and B. obtain the aircraft's approval.

2005-09-29 ATC 5-34 542.2 542.2 Note: You may vector a VFR aircraft provided: (N)(R) Accepting a vector does not relieve a VFR aircraft from its responsibility for: A. avoiding other aircraft; B. avoiding flight in IMC; and C. maintaining adequate obstacle clearance. 542.2 Reference: Radar Service - Application 391. A. the aircraft is in, or is about to enter, 542.2 A. Reference: airspace where radar service to VFR aircraft Air Traffic Services; Definitions is provided; (R) B. the aircraft requests it; C. you suggest it and the aircraft accepts it; or D. you consider it necessary for flight safety.

542.3 542.3 Note 1: You should consider surrounding terrain before Altitude information contained in a clearance, you assign or suggest an altitude to a VFR instruction or advisory to a VFR aircraft should meet aircraft. (N)(R) the minimum IFR altitude criteria. 542.3 Note 2: You should assign altitudes to VFR aircraft consistent with Cruising Altitudes and Cruising Flight Levels; 602.34, CARs. 542.3 Note 3: 542.2 Note applies here. 542.3 Reference: Flight Information Service — General; 161.

542.4 542.4 Reference: Before vectoring an aircraft, ensure that it can Non-Radar Route; Definitions. be established on a non-radar route within Termination of Vectoring; 547. radar coverage. (R) Obstruction; 546.

542.5 542.5 Phraseology: Cancel a previously assigned SID, provided: SID CANCELLED. (P)(N)(R) 542.5 Note: It is not necessary to vector the aircraft over a SID termination fix if an operational advantage will be gained either by you or the aircraft. 542.5 Reference: Standard Instrument Departures; 442. A. you have specified the SID termination fix as the location for the aircraft to expect climb to an operationally suitable altitude or flight level; and B. you vector the aircraft on a route that will not 542.5 B. Reference: take the aircraft over the SID termination fix. Altitude Assignment - General; 431. (R)

2004-01-22 ATC 5-35 543 METHODS OF VECTORING

543.1 543.1 Note: Vector aircraft by using one of the following These provisions do not apply if you are using “no- methods: (N) gyro” techniques, as explained in 543.2. A. Specify the heading to be flown. (P) 543.1 A. Phraseology: FLY HEADING (number). DEPART (fix) ON HEADING (number). MAINTAIN PRESENT HEADING. B. Specify the direction of the turn and the 543.1 B. Phraseology: heading to be flown after completion of the TURN LEFT/RIGHT HEADING (number). turn. (P) C. Specify the direction of the turn and the 543.1 C. Phraseology: number of degrees to turn. (P) TURN LEFT/RIGHT (number) DEGREES.

543.2 If an aircraft does not have a serviceable directional gyro, take the following actions: A. Determine whether the aircraft's desired 543.2 A. Note: rate of turn is rate one or rate one half. (N) A rate one turn is a turn at the rate of 3 degrees per second. B. Instruct the aircraft to make turns at the 543.2 B. Phraseology: agreed rate and to start and stop turns as DISREGARD YOUR GYRO, MAKE ALL TURNS AT directed. (P) RATE ONE/RATE ONE HALF. START AND STOP ALL TURNS ON THE COMMAND “NOW”. C. Vector the aircraft by specifying the direction 543.2 C. Phraseology: of turn and when to start and stop turn. (P) TURN LEFT/RIGHT NOW. then — STOP TURN NOW.

544 SPEED ADJUSTMENT

544.1 544.1 Reference: Instruct a radar controlled aircraft to adjust its Clearances, Instructions and Readbacks; 133.1 speed, provided this action is necessary to Note. achieve or maintain required spacing or to Aircraft Speed Limitations; 602.32, CARs. minimize vectoring. (R)

544.2 Express a speed adjustment: A. in units or multiples of 10 knots, based on 544.2 A. Note: IAS, or; (N) Aircraft complying with speed adjustments are expected to maintain a speed within plus or minus 10 knots of the specified speed. B. by the assignment of specific Mach number to be maintained provided the aircraft is a turbojet operating in high level airspace.

2004-01-22 ATC 5-36 544.3 544.3 Note: Instruct an aircraft to do one of the following: Use the following table as a guideline when making (N) speed adjustments. IF THE AND IF THE DISTANCE TO AND IF THE THEN MINIMUM AIRCRAFT DESTINATION ALTITUDE IS SPEED IS TYPE IS IS

10,000 ASL 250 AND ABOVE IAS 20 MILES OR MORE BELOW 210 10,000 ASL IAS

160 TURBOJET IAS LESS THAN 20 MILES 120 PROPELLER IAS Some aircraft may be unable to maintain a speed as high or as low as those specified in this table. Turbojet aircraft conducting straight-in approaches in IMC should not be requested to maintain a speed in excess of 160 knots if less than 10 miles from the runway. A. State its speed/Mach number. (P) 544.3 A. Phraseology: SAY AIRSPEED. SAY MACH-NUMBER. B. Maintain its present speed/Mach number or 544.3 B. Phraseology: a speed/Mach-number equivalent to or less MAINTAIN PRESENT SPEED or MACH NUMBER. than that of a preceding or succeeding MAINTAIN SPEED (specified speed) KNOTS. aircraft. (P) MAINTAIN MACH (specified MACH). REDUCE TO MINIMUM APPROACH SPEED. C. Increase or decrease its speed to a 544.3 C. Phraseology: specified speed/Mach number. (P)(N) INCREASE/REDUCE SPEED TO (specified speed in knots or Mach number). Speed reduction prior to descent — REDUCE SPEED TO (specified speed by number of knots), THEN DESCEND AND MAINTAIN (altitude). Speed reduction following descent — DESCEND AND MAINTAIN (altitude), THEN REDUCE SPEED (to specified speed/by number of knots/to Mach number). 544.3 C. Note: Simultaneous descent and speed reduction can be a difficult manoeuvre for some types of turbojet aircraft. It may be necessary for the pilot to level off temporarily and reduce speed, prior to descending. Specifying which action is to be accomplished first, will remove any doubt the pilot may have concerning controller intent or priority. D. Increase or decrease its speed by a 544.3 D. Phraseology: specified amount or to an assigned Mach- INCREASE/REDUCE SPEED BY (specified number. (P) number of knots or Mach number). E. Avoid exceeding a specified speed. (P) 544.3 E. Phraseology: DO NOT EXCEED SPEED (speed) Knots. DO NOT EXCEED MACH (Mach number).

2006-07-20 ATC 5-37 544.4 544.4 Phraseology: Do not assign speeds that are lower than those ARE YOU ABLE TO MAINTAIN (specified speed)? specified in 544.3 Note without prior — or — coordination with the aircraft. (P) WHAT IS YOUR MINIMUM APPROACH SPEED? followed by — REDUCE TO (specified speed).

544.5 Do not issue speed adjustment requests that necessitate alternate decreases and increases in speed.

544.6 Do not specify a minimum speed, if a higher speed would suffice.

544.7 544.7 Phraseology: If you have reason to believe that an aircraft IF PRACTICABLE, INCREASE/REDUCE SPEED may be unable to maintain a speed as high as, TO (specified speed in knots/Mach number). or as low as, those specified in 544.3 Note, prefix the request with the words ”if practicable”. (P)

544.8 544.8 Phraseology: Advise an aircraft to resume normal speed RESUME NORMAL SPEED. when application of a speed adjustment is no 544.8 Note: longer necessary, except when the aircraft has An approach clearance supersedes a speed adjustment request, and aircraft are expected to been cleared for an approach. (P)(N) make their own speed adjustments, to complete the approach. If you require aircraft to adjust speed while on approach, restate the request.

545 POSITION INFORMATION

545.1 Inform an aircraft of its position when: A. identification is established by an identifying turn; B. vectoring is terminated, unless you know the 545.1 B. Reference: pilot has the information; (R) Termination of Vectoring; 547. Approach Information; 563. C. the aircraft requests the information; or D. you deem it necessary. (N) 545.1 D. Note: Pilots' situational awareness may be degraded by NAVAID failures; manoeuvers to avoid weather or unfamiliarity with airspace.

2006-07-20 ATC 5-38 545.2 * 545.2 Phraseology: Describe the position of an aircraft in relation to OVER/PASSING (FIX). a fix, airway, course, or radial that is indicated (Number) MILES (direction) OF (fix). on the radar display. (P) (Name of NAVAID) (specified) RADIAL IS (number) MILES TO YOUR LEFT/RIGHT. INTERCEPTING/ CROSSING (name of NAVAID) (specified) RADIAL. CROSSING/JOINING/DEPARTING (airway).

546 OBSTRUCTION CLEARANCE

546.1 546.1 Reference: Ensure that adequate terrain clearance is Non-Radar Route; Definitions. provided if you vector an aircraft off a non-radar route. (R)

546.2 546.2 Note: Provide terrain clearance by requiring the When vectored away from a non-radar route, aircraft aircraft to operate at an altitude which is at or maybe unable to determine their exact position. In above the minimum IFR altitude specified for such cases, responsibility for ensuring avoidance of collision with terrain or obstructions must be the area within which the aircraft is being assumed by the controller. vectored. (N)

546.3 You may authorize a radar controlled aircraft to climb or descend while maintaining terrain clearance visually provided: A. 1. the aircraft requests it; or 2. you suggest it and the aircraft accepts it; and B. separation, other than visual separation, is 546.3 B. Phraseology: provided from all other IFR and CVFR ARE YOU ABLE TO MAKE A CLIMB/DESCENT TO aircraft. (P)(N) (altitude) WHILE MAINTAINING TERRAIN CLEARANCE VISUALLY? — followed by — CLIMB/DESCEND VISUALLY FROM (altitude) TO (altitude) — and, if necessary — IF UNABLE, (alternate instructions) AND ADVISE. 546.3 B. Note 1: Normally, when radar vectoring an aircraft, ATC must ensure that appropriate terrain clearance is provided. When executing a visual climb or descent while on radar vectors, the pilot will ensure terrain clearance. 546.3 B. Note 2: While maintaining terrain clearance visually, the pilot is expected to operate in visual meteorological conditions rather than in accordance with the visual flight rules.

Original ATC 5-39 546.4 Vector an aircraft at an established minimum vectoring altitude that does not provide adequate clearance above a prominent obstruction by one of the following minima: A. 5 miles provided the position of the prominent obstruction is indicated on the radar display; or B. 3 miles if: 1. terminal control service is being provided; *2.a.a maximum range of 60 miles is displayed on the radar display; or *b.120 miles left to right is displayed when utilizing a RSiT or NARDS display; and 3. the prominent obstruction is enclosed 546.4 B. 3. Note: within a buffer. (N)(D) The prominent obstruction must be enclosed within a depicted circular buffer with an outer boundary at a distance from the obstruction that corresponds to the required radar separation. * 546.4 B. 3. Diagram:

3 MILES

OBSTRUCTION

547 TERMINATION OF VECTORING

547.1 You may terminate vectoring of an aircraft provided it is: A. cleared for an approach. B. cleared to hold; or C. established on a non-radar route. (N) 547.1 C. Note: An aircraft that is on a track that will intercept the “on course” within a reasonable distance is considered to be established on a non-radar route.

Original ATC 5-40 547.2 547.2 Phraseology: Inform the aircraft, if vectoring is discontinued, (Position) RESUME NORMAL NAVIGATION. except when the aircraft has been cleared for an approach. (P)

547.3 When an aircraft has been vectored off its cleared route, clear the aircraft to the next waypoint or fix on its route of flight, unless the pilot requests otherwise.

547.4 Inform the aircraft if you intend to continue vectoring after the aircraft has been cleared for the approach.

2002-10-03 ATC 5-41 550 RADAR DEPARTURES

551 GENERAL

551.1 Use standard departure routings, altitudes, and procedures to reduce coordination if practicable.

551.2 551.2 Note: Base an initial departure clearance on non- This provision does not apply if aircraft will be radar radar separation minima and non-radar routes, separated in accordance with 531.2. to provide for radar or communication failure. (N)

551.3 Include the following instructions in a departure clearance as applicable: A. The initial heading to be flown, if the aircraft 551.3 A. Note: is to be vectored immediately after takeoff. Aircraft instructed to “climb runway heading” or a (N) SID, or departure procedure for which no specific heading is published, are expected to fly the heading that corresponds with the extended centreline of the departure runway until otherwise instructed. Drift correction will not be applied; e.g. Runway 04, magnetic heading of the centreline is 044 degrees, aircraft will fly heading 044 degrees. B. The appropriate instructions concerning 551.3 B. Phraseology: transponder operation, if a secondary radar SQUAWK (number) JUST BEFORE TAKEOFF. reply is required immediately after takeoff. (P)

* 551.4 551.4 Reference: Where approved by the Manager, ATS Successive IFR Departures — Visual Separation; Standards and Procedures, initial separation, 335. based upon visual observation by the airport Successive IFR Departures — Visual Separation by Airport Controllers; 312, ATSAMM. controller, shall be in accordance with a unit directive or Arrangement. (R)

552 DEPARTURE VERSUS ARRIVAL

552.1 552.1 Note: You may permit a departing aircraft to take off in The use of the word track throughout subsection a direction which differs by 45 degrees or more 552 is to be used synonymously with heading, from the reciprocal of the track of an arriving bearing, radial, ILS course, etc. Provided the divergence is 45 degrees or more, you may apply a aircraft provided: (N) heading to one aircraft and a track to the other. Below that value, do not intermingle headings and tracks; that is do not assign a heading to one aircraft and a track to the other. A. The arriving aircraft is on final approach.

2002-10-03 ATC 5-42 B. The arriving aircraft is radar identified. C. 1. The departing aircraft is airborne when 552.1 C. 1. Diagram: the arriving aircraft is not less than 2 miles from the threshold of the landing runway; (D)

2 MILES

2. The departing aircraft has commenced 552.1 C. 2. Note 1: its take-off roll when the arriving aircraft This separation is determined at the time the is not less than 2 miles from the departing aircraft commences its take-off roll. threshold of the landing runway 552.1 C. 2. Note 2: You are expected to consider the prevailing weather provided: (N)(D) and the effect of the runway surface conditions on the aircraft's ability to commence take-off roll in a timely manner. 552.1 C. 2. Diagram:

2 MILES

a. separation will increase to a minimum of 3 miles (5 miles if more than 60 mile range is displayed on the radar display, or 120 miles left to right when using RSiT or NARDS) within 1 minute after takeoff; b. the tower is equipped with a display upon which radar track data, including aircraft ground speed, is being displayed. c. radar procedures are established for 552.1 C. 2. c. Reference: the release of successive IFR Release of IFR Departures by Airport Controllers; departures; and (R) 311, ATSAMM. d. airport controllers are trained and certified to apply the procedure; or

2006-01-19 ATC 5-43 3. if crossing runways are used, the departing aircraft has crossed the centreline of the runway on which the landing will be made when the arriving aircraft is not less than: a. 2 miles from the threshold of the 552.1 C. 3. a. Diagram: landing runway; or (D)

45 DEGREES

2 MILES

b. 2 miles from the intersection of the 552.1 C. 3. b. Note: departure and arrival runways. (N)(D) Apply this minimum only if: A. the requirements of subsection 311 of ATSAMM are met; and B. the airport controller can accurately determine the position of the departing aircraft: 1. visually; or 2. with the use of ASDE. 552.1 C. 3. b. Diagram:

TOWER VISIBILITY OR ASDE COVERAGE

2 MILES

45°

D. Lateral separation from the specified missed approach course is assured immediately after takeoff if the possibility of a missed approach exists. E. The arriving aircraft will not carry out a circling procedure.

2006-01-19 ATC 5-44 552.2 You may authorize a departing aircraft to take off at any time, from a runway that is parallel to a runway being used by an arriving aircraft, provided: A. the runway thresholds are even, and the 552.2 A. Diagram: runway centrelines are 2,500 feet or more apart (centreline to centreline); or (D)

30 THRESHOLDS DEGREES 2,500 FEET EVEN OR MORE

PUBLISHED OR ALTERNATIVE MISSED APPROACH

B. The runway thresholds are staggered and: 1. if the arriving aircraft is approaching the 552.2 B. 1. Note: nearer runway, the required distance Regardless of the distance that the runway between runway centrelines may be 100 thresholds are staggered, the distance between feet less than 2,500 feet for each 500 centrelines must be at least 1,000 feet. 552.2 B. 1. Diagram: feet that the thresholds are staggered. (N)(D)

30 DEGREES 2,400 FEET OR MORE

PUBLISHED OR 500 FEET ALTERNATIVE MISSED APPROACH

STRAGGERED THRESHOLDS

2. if the arriving aircraft is approaching the 552.2 B. 2. Diagram: farther runway, the required distance between runway centrelines must be 100 feet more than 2,500 feet for each 500 feet that the thresholds are staggered. 30 DEGREES (D) 2,600 FEET OR MORE

PUBLISHED OR 500 FEET ALTERNATIVE MISSED APPROACH STRAGGERED THRESHOLDS

2000-04-20 ATC 5-45 C. in addition to A. and B. the following 552.2 C. Note: conditions are also met: (N) These conditions are applicable to 552.2 A. and 552.2 B. 1. the aircraft are informed that 552.2 C. 1. Note: simultaneous operations are in effect; ATIS may be used for this purpose. (N) 2. the aircraft are landing in the same 552.2 C. 2. Reference: direction being used for takeoff and are Visual Approach; 566. making either straight-in or visual approaches which are being monitored on radar. (R) 3. the departing aircraft are assigned 552.2 C. 3. Note: headings that diverge immediately after The 30 degrees of divergence may also be achieved takeoff by 30 degrees or more from the by turning the arriving aircraft. If the aircraft is missed approach of the arriving aircraft. required to select a NAVAID other than the one specified in the published missed approach, the (N) details of the alternate missed approach should be passed to the aircraft with the approach clearance, or at the very latest before the aircraft reaches the final approach fix. 4. radar identification of the departing aircraft will be established within one mile of the runway. *5.a maximum of 60 miles is displayed on the radar display or 120 miles left to right when using RSiT or NARDS. 6. neither a departing aircraft nor a missed approach aircraft is cleared nor permitted to turn toward the flight path of the other, unless another form of separation has been achieved.

553 DEPARTURE VERSUS DEPARTURE

553.1 You may authorize a departing aircraft to take off, at any time, from a runway that is parallel to a runway being used by another departing aircraft provided: A. the runways are 2,500 feet or more apart (centreline to centreline);

2000-04-20 ATC 5-46 B. both aircraft will follow assigned tracks that 553.1 B. Note: diverge by 15 degrees or more immediately Where a turn is required after takeoff in order to after takeoff; (N)(D) achieve 15 degrees of divergence, it must be assumed that the aircraft will climb straight ahead until reaching at least 400 feet before commencing the turn. 553.1 B. Diagram 1:

2,500 FEET 15 DEGREES

553.1 B. Diagram 2:

2,500 FEET 15 DEGREES

C. radar identification of both aircraft will be established within 1 mile of the runway used for takeoff; *D.a maximum of 60 miles is displayed on the radar display or 120 miles left to right when using RSiT or NARDS; and E. neither aircraft is cleared nor permitted to turn towards the departure path of the other, unless another form of separation has been achieved.

2006-01-19 ATC 5-47 553.2 553.2 Diagram: You may authorize simultaneous takeoffs for aircraft departing from non-intersecting runways provided: (D)

15 DEGREES OR MORE

A. the runway centrelines diverge by 15 degrees or more; B. radar identification of both aircraft will be established within 1 mile of the runway used for takeoff; C. a maximum of 60 miles is displayed on the radar display or 120 miles left to right when using RSiT or NARDS; D. when required, a wake turbulence minimum 553.2 D. Reference: is applied; and (R) Wake Turbulence; 380. Wake Turbulence; 533. E. neither aircraft is cleared nor permitted to turn towards the other, unless another form of separation has been achieved.

553.3 553.3 Diagram: You may authorize a succeeding aircraft to take off from an intersecting runway provided: (D)

15 DEGREES OR MORE

A. the runway centrelines diverge by 15 degrees or more; B. the previous aircraft has passed the point of the runway intersection; C. when required a wake turbulence minimum 553.3 C. Reference: is applied to the succeeding aircraft; (R) Wake Turbulence; 380. Wake Turbulence; 533.

2006-01-19 ATC 5-48 D. radar identification of both aircraft will be established within 1 mile of the runway used for takeoff; E. a maximum of 60 miles is displayed on the radar display or 120 miles left to right when using RSiT or NARDS; and F. neither aircraft is cleared nor permitted to turn towards the departure path of the other, unless another form of separation has been achieved.

554 SUCCESSIVE DEPARTURES

554.1 Separate successive aircraft departing from the same, or parallel runways that are separated by less than 2,500 feet, by 1 mile provided: A. radar identification of both aircraft will be established within 1 mile of the end of the runway used for takeoff; *B.a maximum of 60 miles is displayed on the radar display or 120 miles left to right when using RSiT or NARDS; C. both aircraft are assigned tracks that diverge 554.1 C. Note: immediately after takeoff as follows: (N) Where a turn is required after takeoff normally the aircraft will climb straight ahead until reaching at least 400 feet before commencing the turn. 1. if the speed of the following aircraft will exceed that of the leading aircraft; a. turn the leading aircraft 30 degrees or more; and b. if you turn the following aircraft to the 554.1 C. 1. b. Diagram: same side of the runway centreline, ensure that the angle between their tracks equals 30 degrees or more, 30 DEGREES and do not turn the following aircraft OR MORE further than the leading aircraft, and; 1 MILE (D)

c. do not authorize the following aircraft to depart until the leading aircraft has commenced the turn;

2002-01-24 ATC 5-49 2. if the speed of the following aircraft will not exceed that of the leading aircraft, turn either aircraft or turn both aircraft immediately after takeoff such that the angle between their tracks equals 15 degrees or more; D. successive departing aircraft are assigned track divergence until another form of separation has been achieved; *E.if parallel runways that are less than 2,500 feet apart are used, neither aircraft is cleared nor permitted to turn towards the departure path of the other, unless another form of separation has been achieved; and F. wake turbulence minima are applied when 554.1 F. Reference: required. (R) Wake Turbulence — Minima; 382. Wake Turbulence — Minima; 533.

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2002-01-24 ATC 5-50 560 ARRIVALS

561 GENERAL

561.1 Use standard arrival routings, altitudes and procedures to reduce coordination, if practicable.

561.2 561.2 Phraseology: Except as provided in 561.3 and 561.4, clear an CLEARED TO (fix) MAINTAIN (altitude). arriving aircraft to a fix from which an 561.2 Note: instrument approach can be carried out. It is expected you will assign the final approach course fix, or the initial or intermediate approach fix, (P)(N)(R) for the anticipated approach. 561.2 Reference: Holding Fixes; 452.

561.3 * 561.3 Reference: You may, in a terminal radar environment, omit Clearance Limit; 463. issuing a clearance limit to arriving aircraft Vectoring — General; 541. provided the radio and radar systems meet the Radar Arrivals; RAC 9.7, TC AIM. requirements of 562.2 B. (R)

561.4 561.4 Reference: You may omit clearing an aircraft to a published Clearance Limit; 463. approach fix, from which an instrument approach can be carried out, if the aircraft has been cleared for a conventional or RNAV STAR. (R)

561.5 561.5 Example: The arrival controller shall inform the aircraft of RUNWAY 24 LEFT. the landing runway on initial contact if the aircraft has been cleared for a conventional or RNAV STAR. (E)

562 SUCCESSIVE ARRIVALS

562.1 Apply vertical separation between successive arriving aircraft if they are in such proximity to their clearance limit and to each other, that less than the required radar separation could occur in the event of a communications or radar failure.

2006-01-19 ATC 5-51 562.2 You need not apply vertical separation between successive arriving aircraft provided one of the following conditions is met: A. radar separation is established from the preceding aircraft and the preceding aircraft is: 1. established on the final approach course; or 2. cleared for a visual approach in accordance with 566.1. B. both aircraft are provided terminal control 562.2 B. Note: service in a terminal area by a controller “Terminal area” means the airspace under the whose radar and radio systems meet the jurisdiction of a terminal sector or terminal unit. It following requirements: (N)(R) may or may not be designated in the DAH. 562.2 B. Reference: Responsibility for Electrical Power; 406, ATSAMM. 1. A TSR is the prefered radar source. (N) 562.2 B. 1. Note: With a mosaiced-radar display, failure of the designated preferred radar will result in automatic switching to the designated supplementary radar. The RDPS will redesignate it as the new preferred radar. If a further radar source is available, this can be brought on-line as the new supplementary radar. Unless advised otherwise, mosaiced-radar presentations will have at least one automatic back- up radar available. 2. Radio System: a. primary frequencies connected to a UPS; or b. primary frequencies backed up with emergency battery-operated trans- ceivers with external antennas. C. you have issued instructions to ensure that separation will be maintained in the event of a communication failure.

562.3 562.3 Note: You may clear a succeeding aircraft for an This provision does not apply to an aircraft that is approach provided the preceding aircraft is cleared for a visual approach in accordance with established on the final approach course. (N) 566.1. 562.3 Reference: Final Approach Course; Definitions.

562.4 When instrument meteorological conditions exist at an airport served by a FSS, do not clear a succeeding aircraft for an approach until the preceding aircraft lands and is clear of the runway to be used by the succeeding aircraft.

2006-01-19 ATC 5-52 563 APPROACH INFORMATION

563.1 563.1 Note: When an aircraft is on the final approach You may omit 563.1 A. and B. if the aircraft is flying course, or immediately before the turn on to the an RNAV STAR. final approach course, issue the following to the 563.1 Example: FLY HEADING ONE TWO ZERO TO INTERCEPT aircraft: (N)(E) FINAL APPROACH COURSE. FOUR MILES FROM THE HALIFAX NDB, CLEARED FOR STRAIGHT-IN ILS RUNWAY ONE FIVE APPROACH. CONTACT HALIFAX TOWER ON ONE ONE EIGHT DECIMAL FOUR NOW. -OR- EIGHT MILES FROM AIRPORT, TURN RIGHT HEADING ONE THREE ZERO FOR FINAL APPROACH. CLEARED FOR PRECISION RADAR APPROACH RUNWAY ONE SIX. CONTACT SHEARWATER PRECISION ON ONE THREE FOUR DECIMAL ONE NOW. IF NO IMMEDIATE CONTACT RETURN THIS FREQUENCY. A. the vector to intercept the final approach course if required; B. the distance from; (R) 563.1 B. Reference: Position Information; 545. 1. the final approach fix; 2. the final approach course; or 3. the airport. C. approach clearance; and (N) 563.1 C. Note: You may omit the name of the airport from an approach clearance provided you vector the aircraft to the final approach course. D. instructions to change to tower or precision approach radar frequency.

563.2 563.2 Note: Specify altitude restrictions to ensure that the This provision does not apply to an aircraft that is aircraft being vectored will not descend below cleared for a visual approach in accordance with the minimum IFR altitude until on the final 566.1. 563.2 Reference: approach course, if you issue an approach Interception of Final Approach; 564. clearance prior to the final approach course. (N)(R)

2006-01-19 ATC 5-53 564 INTERCEPTION OF FINAL APPROACH

564.1 564.1 Phraseology: Except as permitted in 564.2 and 564.3, vector TURN LEFT/RIGHT (or FLY) HEADING (number) an aircraft to intercept the final approach TO INTERCEPT FINAL APPROACH COURSE; course. (P)(N)(R) or for radar approach — TURN LEFT/RIGHT (or FLY) HEADING (number) FOR FINAL APPROACH. 564.1 Note 1: It is essential that aircraft are correctly vectored to the final approach course. Heading adjustments after the turn to final increase both pilot and controller workload at a critical time. To increase accuracy, winds aloft may be requested from aircraft capable of providing them. 564.1 Note 2: Final descent points are illustrated in 564.2 A. Diagram. 564.1 Reference: Preparation for and Completion of Duty; 112. A. 2 miles or more from the point at which final descent will begin; and B. at an angle of 30 degrees or less.

564.2 You may reduce the distance specified in 564.1 A. to: A. 1 mile provided the aircraft will intercept the 564.2 A. Diagram: glide path at 3,000 feet AGL or higher: or (D) GLIDE PATH 3.000 AGL

2 MILES 1MILE NORMAL REDUCED

B. any distance, but not closer to the runway than the FAF, provided: 1. the reported ceiling is 3,000 feet AGL or above and the ground visibility is 3 miles or more; 2. no known or suspected wind shear conditions exist; and 3. the aircraft has received prior notification 564.2 B. 3. Note: of the vectoring procedure. (N) Prior notification to the aircraft may be accomplished by either ATIS or DCPC.

2006-01-19 ATC 5-54 564.3 564.3 Reference: If requested by the aircraft, you may vector it to Approach Information; 563. intercept the final approach course at any Coordination — Radar — Tower; 581. distance, but not closer to the runway than the FAF. (R)

564.4 564.4 Phraseology: Inform the aircraft if it will be vectored through YOU WILL BE VECTORED THROUGH THE FINAL the final approach course. (P)(N) APPROACH COURSE FOR SPACING/DESCENT. 564.4 Note: When vectoring aircraft through the final approach course consideration must be given to wake turbulence separation as given in 533.

* 564.5 564.5 Note 1: Clear an aircraft flying an RNAV STAR for The published minima at the Final Approach Course descent in sufficient time to be at the published Fix allows the aircraft to intercept the glide path from minimum altitude, prior to crossing the Final below. * 564.5 Note 2: Approach Course Fix (FACF). (N) When the aircraft has been cleared for an RNAV STAR and if an approach clearance is not issued prior to the aircraft turning final, the aircraft will intercept the localizer and fly inbound, maintaining the last assigned altitude.

565 MISSED APPROACHES

565.1 565.1 Note 1: Issue alternate missed approach instructions This provision does not apply if aircraft will be radar that will provide non-radar separation if there is separated in accordance with 531.2. a possibility of successive missed approaches. 565.1 Note 2: 465.9 Note, Reference and Examples and (N) 466.2 Reference also apply to this paragraph.

566 VISUAL APPROACHES

566.1 566.1 Note: You may clear an aircraft for a visual approach Visual approaches may be requested by pilots or provided: (N)(R) initiated by controllers to gain an operational advantage for arrivals operating in good weather conditions. Pilots cleared for a visual approach are responsible for compliance with published noise abatement procedures, wake turbulence separation and avoidance of Class F airspace. 566.1 Reference: Visual Approach; Definitions. A. the reported ceiling at the destination airport 566.1 A. Note: is 500 feet or more above the minimum IFR The MVA is the lowest usable minimum IFR altitude altitude and the ground visibility is three to be used at those locations where a MVA is statute miles or more; (N) established. Where a MVA is not established, the minimum IFR altitude for the airspace concerned is the lowest usable altitude.

2002-01-24 ATC 5-55 B. separation, other than visual separation, is 566.1 B. Phraseology: provided from other IFR or CVFR aircraft FOLLOW (traffic) except that the aircraft being vectored may — or — be instructed to maintain visual separation MAINTAIN VISUAL SEPARATION FROM (traffic) ON VISUAL APPROACH TO RUNWAY (number). from preceding arriving IFR or CVFR aircraft 566.1 B. Note: when cleared for a visual approach; At controlled airports an IFR aircraft may be (P)(N)(R) instructed to maintain visual separation from a VFR aircraft operating in the control zone after the required coordination with the airport controller has been completed. 566.1 B. Reference: Visual Separation: Definitions. C. the aircraft reports sighting: 1. the airport if there is no preceding IFR or 566.1 C. 1. Phraseology: CVFR traffic; or (P) CLEARED TO THE (name) AIRPORT, VISUAL APPROACH. — or — CLEARED TO THE (name) AIRPORT, VISUAL APPROACH (runway). FOLLOW (traffic). 2. the aircraft it will be instructed to follow. 566.1 C. 2. Note 1: (N)(R) The aircraft being cleared for the visual approach may be sequenced to land after an aircraft which is approaching to land on a different runway. 566.1 C. 2. Note 2: The aircraft cleared for the visual approach may decrease speed to avoid anticipated wake turbulence vortices if following heavier category aircraft. 566.1 C. 2. Note 3: At uncontrolled airports, controllers may not be aware of the VFR traffic, therefore, it is the pilot's responsibility to conduct the visual approach without the benefit of receiving VFR traffic information. * 566.1 C. 2. Reference: Visual Approach; RAC 9.6.2, TC AIM. D. you ensure the aircraft will complete its 566.1 D. Note: approach by following a flight path which Separation is maintained through monitoring the will not compromise separation with other progress of the aircraft after it is cleared for a visual IFR or CVFR aircraft. (N) approach. E. in multiple traffic situations, you ensure that 566.1 E. Phraseology: there is no mistaken identification by having (Aircraft identification) NUMBER 1 FOR RUNWAY the pilot confirm the type and position of the (number) NUMBER 2 FOR LANDING. TRAFFIC aircraft to be followed. (P)(N) (type and location) LANDING RUNWAY (number of other runway). 566.1 E. Note: You ensure the pilot has sighted the correct aircraft to follow by having the type and position of the aircraft verified, if traffic conditions are such that the possibility of misidentification exists.

2002-01-24 ATC 5-56 566.2 Inform the airport controller/FSS of the position of an aircraft cleared for a visual approach relative to: A. the airport; B. any traffic the aircraft will be following; or C. any traffic from which the aircraft will be maintaining visual separation.

567 VISUAL APPROACHES TO MULTIPLE RUNWAYS

567.1 567.1 Note: Inform all aircraft when conducting visual ATIS may be used to inform aircraft that visual approaches to multiple runways. (N) approaches are being conducted simultaneously to more than one runway.

567.2 Maintain IFR separation until visual separation is applied when conducting visual approaches to multiple runways.

567.3 In addition to the requirements in 566.1 A. through D., apply the following conditions when conducting visual approaches to parallel, intersecting and converging runways: A. parallel runways separated by less than 2,500 feet; 1. maintain IFR separation until the aircraft reports sighting any preceding aircraft on final approach to the adjacent runway; 2. instruct the aircraft to maintain visual separation from the reported traffic; 3. do not permit a heavy aircraft to pass 567.3 A. 3. Reference: any other aircraft or a medium aircraft to Wake Turbulence; 128. pass a light aircraft. (R) Wake Turbulence Minima; 533. B. parallel runways separated by 2,500 but less than 4,300 feet and both aircraft are being vectored for visual approaches; 1. maintain other than visual separation 567.3 B. 1. Note: until the aircraft are established on a The intent of the 30 degree intercept angle is to heading which will intercept the reduce the requirement for steep turns which may extended runway centreline by 30 prevent the sighting of aircraft operating on closely spaced parallel tracks. degrees or less; and (N) 2. both aircraft have received and acknowledged the visual approach clearance.

2005-01-20 ATC 5-57 C. parallel runways separated 4,300 feet or more and both aircraft are being vectored for visual approaches, maintain other than visual separation until one of the aircraft has received and acknowledged the visual approach clearance; D. if one of the aircraft in 567.3 A., B. or C. is 567.3 D. Note: being vectored for a visual approach while If runways are separated by 2,500 but less than another is being vectored for an instrument 4,300 feet, both aircraft are to be on a heading approach, maintain separation other than which will intercept the extended runway centreline by 30 degrees or less. visual separation until the aircraft conducting the visual approach has received and acknowledged the visual approach clearance; (N) E. intersecting and converging runways: 1. maintain IFR separation until the aircraft has received and acknowledged the visual approach clearance. 2. visual approaches may be conducted 567.3 E. 2. Phraseology: simultaneously with visual or instrument (Aircraft identification) NUMBER 1 FOR RUNWAY approaches to another runway. (P)(N) (number) NUMBER 2 FOR LANDING. TRAFFIC (type and location) LANDING RUNWAY (number of other runway). 567.3 E. 2. Note: The aircraft being cleared for the visual approach may be sequenced to land after an aircraft which is approaching to land on a different runway.

568 PUBLISHED VISUAL APPROACH PROCEDURES

568.1 568.1 Note: Clear an aircraft for a published visual approach In order to clear aircraft for a published visual to a controlled airport provided: (N) approach, the procedure must be published in the Canada Air Pilot. A. The approach is conducted in a radar environment. B. The published name of the approach and the landing runway are specified in the approach clearance. C. The reported ceiling is 500 feet above the MVA and the ground visibility is 3 miles or more. D. The aircraft reports sighting a published visual landmark or reports sighting a preceding aircraft on the same approach and has been instructed to follow that aircraft.

2005-01-20 ATC 5-58 E. When using parallel, intersecting or converging runways the conditions specified in 567 must also be met.

569 RNAV STAR PROCEDURES

569.1 569.1 Note: Allow aircraft operating on an RNAV STAR to Assignment of radar vectors to an aircraft conduct their own navigation to the extent conducting an RNAV STAR will cancel the STAR. possible. (N)(R) Once the traffic situation is resolved, the controller may re-clear the aircraft to fly the RNAV STAR via/ direct any waypoint contained within the STAR. * 569.1 Reference: Obstruction Clearance, 546. Obstacle Clearance During Radar Vectors; RAC 1.5.5. TC AIM.

569.2 569.2 Note: Consider an aircraft to have been cleared for There is no requirement to re-clear an aircraft for an the RNAV STAR provided the STAR is included RNAV STAR if there are no published altitude in the routing portion of the flight plan. (N)(R) restrictions, (excluding the altitudes published at the DTW or FACF). 569.2 Reference: Clearance Limit; 421 and 463. Arrivals – General; 561.

569.3 569.3 Note 1: When issuing approach clearance to an aircraft 3 miles allows sufficient time for the pilot to connect flying an open RNAV STAR, issue the clearance the RNAV STAR to the IFR approach. no later than 3 miles from the DTW. If unable, 569.3 Note 2: If approach clearance is: provide radar vectors to the aircraft. (N)(D) A. not received by the DTW, the aircraft will maintain the published heading depicted on the chart and expect radar vectors; or B. received, the aircraft will follow the RNAV route to the DTW, hence to the FACF and conduct a straight-in approach. 569.3 Note 3: Clearance for a visual approach automatically cancels the RNAV STAR. 569.3 Note 4: The phrase “straight-in” may be omitted, as it is part of the RNAV procedure.

2001-01-25 ATC 5-59 569.3 Diagram:

OPEN RNAV PROCEDURE

DTW 3NM

HDG

FAF

FACF

* 569.4 569.4 Note: Clear an aircraft flying an RNAV STAR for The published altitude at the FACF allows the descent in sufficient time to be at the published aircraft to intercept the glide path from below. minimum altitude, prior to crossing the Final Approach Course Fix (FACF). (N)

* 569.5 * 569.5 Note: Do not clear an aircraft flying an RNAV STAR, The published altitude at the FACF meets noise to an altitude below the FACF altitude. (N) abatement requirements and is the lowest altitude contained in the RNAV STAR.

* 569.6 Clear an aircraft flying an RNAV STAR, to fly direct to any waypoint, contained within the STAR, if: A. you will gain an operational advantage, or B. the aircraft requests it and traffic conditions 569.6 B. Phraseology: permit. (P)(D) CLEARED DIRECT (waypoint) MAINTAIN (altitude) EXPECT VECTORS TO FINAL APPROACH. 569.6 B. Diagram:

FACF FAF

DTW HDG

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2001-01-25 ATC 5-60 570 SIMULTANEOUS OPERATIONS

571 SIMULTANEOUS INDEPENDENT PARALLEL ILS APPROACHES

571.1 571.1 Note: At a controlled airport where simultaneous 564.1 Note 1 applies here also. independent parallel ILS approaches have 571.1 Reference: been approved, you may clear aircraft for Simultaneous Independent Parallel Approaches; 357, ATSAMM. straight-in ILS approaches provided: (N)(R) A. the Arrival Controller; 1. informs each aircraft that simultaneous 571.1 A. 1. Note: ILS approaches are being conducted to ATIS may be used. the parallel runway before heading or descent instructions are issued; (N) 2. vectors each aircraft: a. to provide a minimum of 1 mile of 571.1 A. 2. a. Note: straight and level flight prior to final The purpose of providing 1 mile of straight and level approach course interception; and (N) flight prior to final approach course interception is to dissipate speed and to prevent overshooting the final approach course. b. to intercept the final approach course, 571.1 A. 2. b. Note: at an angle of 30 degrees or less, and The provisions of 564.2 do not apply when at a point 2 miles or more from where simultaneous independent parallel approaches are final descent will begin: (N) being conducted. 3. informs each aircraft of the runway number upon initial contact. 4. provides a minimum of 1,000 feet 571.1 A. 4. Note 1: vertical or 3 miles radar separation until The “Normal Operating Zone” (NOZ) is that both aircraft are within their normal airspace each side of the runway centreline, within operating zones and established on their which, aircraft are expected to remain while conducting normal manoeuvring. respective localizers. (N)(R) 571.1 A. 4. Note 2: Where runways are separated by more than 5,000 feet that part of the “Normal Operating Zone” that is immediately adjacent to the “No Transgression Zone” (NTZ) should be depicted on the radar map. 571.1 A. 4. Reference: Normal Operating Zone: Definitions.. No Transgression Zone; Definitions. Simultaneous Independent Parallel ILS Approaches; 357, ATSAMM. 5. applies appropriate separation from 571.1 A. 5. Note: other IFR or CVFR aircraft except for Aircraft established on a final approach course are aircraft established on the parallel considered separated from aircraft established on localizer and within the NOZ for the an adjacent final approach course provided it is apparent that neither aircraft is on a track that will parallel runway. (N)(R) cause it to penetrate the NTZ.

2004-07-08 ATC 5-61 571.1 A. 5. Reference: Wake Turbulence; 128. Category II ILS Approaches; 534. CAT III ILS; 535. Simultaneous Independent Parallel ILS Approaches; 357, ATSAMM. 6. instructs aircraft to maintain an altitude 571.1 A. 6. Phraseology: until established on the localizer being (number) MILES FROM (fix) or (number) MILES used; (P)(R) FROM THE THRESHOLD. TURN LEFT/RIGHT HEADING (degrees). MAINTAIN (altitude) UNTIL ESTABLISHED ON THE LOCALIZER. CLEARED ILS RUNWAY (number) LEFT/RIGHT APPROACH. 571.1 A. 6. Reference: Interception of Final Approach; 564 7. instructs the aircraft to change to and 571.1 A. 7. Note 1: report on the frequency being used by Frequency change will normally be completed 2 the airport controller prior to the miles before glide path interception. commencement of final descent; and 571.1 A. 7. Note 2: At some units, the mode of operation may require (N) that the monitor controller have a dedicated frequency rather than override capability on the airport control frequencies. In such cases, frequency changes should be in accordance with unit directives. 8. considers known factors that may, in any 571.1 A. 8. Note: way, affect the safety of simultaneous Wind shear and changing wind conditions in the independent approaches. (N) final approach area may cause aircraft to deviate from centreline of the approach. B. the Monitor Controller; 1. monitors all simultaneous independent approaches; 2. maintains a listening watch on the appropriate airport control frequencies. *3.considers the aircraft to be the centre of 571.1 B. 3. Note: the RPS; (N) In lieu of the monitor controller maintaining a listening watch on the airport control frequencies the aircraft may be changed to a dedicated monitor control frequency, while they are in the NOZ, provided it is in accordance with unit directives.

2004-07-08 ATC 5-62 4. issues necessary instructions and infor- 571.1 B. 4. Note: mation, on the appropriate airport The “No Transgression Zone” is to be depicted on control or dedicated frequency, so as to the radar display used by the monitor controller. ensure that aircraft remain within the 571.1 B. 4. Diagram: applicable NOZ as follows: (N)(D)

OM 14L

NO TRANSGRESSION 2,000 FT. 5,000 FT. ZONE

NORMAL OPERATING ZONE 1,500 FT. OM 14R

a. immediately, when an aircraft is 571.1 B. 4. a. Phraseology: observed to overshoot a turn-on or YOU HAVE CROSSED THE ILS LOCALIZER approach the edge of the NOZ, COURSE TURN (left or right) IMMEDIATELY AND vectors the aircraft back to the RETURN TO ILS LOCALIZER COURSE. — or — centreline and provides position TURN (left or right) AND RETURN TO ILS information; or (P) LOCALIZER COURSE. b. when an aircraft is observed to continue on a track which will penetrate the NTZ, immediately vectors the aircraft back to the centreline. c. when it is observed that an aircraft has penetrated or is about to penetrate the NTZ, IMMEDIATELY: i. issues instructions to the aircraft 571.1 B. 4. c. i) Phraseology: on the adjacent localizer to alter its TURN (left or right) (number) DEGREES or heading so as to avoid the HEADING (degrees) IMMEDIATELY TO AVOID deviating aircraft; and (P) TRAFFIC DEVIATING FROM ADJACENT APPROACH, CLIMB TO (altitude). ii. coordinates, as appropriate, to accommodate any probable missed approach; 5. terminates monitoring, if: a. visual separation is applied; b. the aircraft reports the runway insight; or c. the aircraft is observed to be 1 mile from the runway threshold.

2004-07-08 ATC 5-63 572 SIMULTANEOUS DEPENDENT PARALLEL ILS APPROACHES

572.1 572.1 Note: At a controlled airport where simultaneous 564.1 Note 1 applies here also. dependent parallel approaches have been 572.1 Reference: approved, you may clear aircraft for straight in Simultaneous Dependent Parallel ILS Approaches; 358, ATSAMM. ILS approaches provided: (N)(R) A. the Arrival Controller; 1. informs each aircraft that simultaneous 572.1 A. 1. Note: ILS approaches are being conducted to ATIS may be used. the parallel runway before heading or descent instructions are given; (N) 2. vectors each aircraft to intercept the final 572.1 A. 2. Note: approach course at an angle of 30 The provisions of 564.2 do not apply when degrees or less, and at a point 2 miles or simultaneous dependent ILS approaches are being more from where final descent will begin conducted. for a straight in landing. (N) 3. informs each aircraft of the runway number upon initial contact; 4. provides a minimum of 1,000 feet vertical or 3 miles radar separation until both aircraft are established inbound on their respective localizers; 5. provides a minimum of 1.5 miles radar 572.1 A. 5. Note: separation diagonally between Apply this separation minima only after aircraft are successive aircraft on adjacent localizer observed to be established on parallel localizers. courses when runway centrelines are at * 572.1 A. 5. Reference: Wake Turbulence Minima; 533. least 2,500 feet but no more than 4,300 Category II ILS Approaches; 534. feet apart; (N)(R)(D) CAT III ILS; 535. 572.1 A. 5. Diagram:

≥ 2,500 1.5 MILES 1.5 MILES ≤ 4,300

2.5 MILES

2004-07-08 ATC 5-64 6. provides a minimum of 2 miles radar 572.1 A. 6. Diagram: separation diagonally between successive aircraft on adjacent localizer courses when runway centrelines are more than 4,300 feet but no more than 2.5 MILES 9,000 feet apart; (D) > 4,300 2 MILES 2 MILES ≤ 9,000

7. monitors the approaches to ensure radar 572.1 A. 7. Reference: separation is maintained until responsi- Control Transfer; 495. bility for control has been changed to Visual Approach; 566. tower or the aircraft is cleared for a visual approach; and (R) 8. considers known factors that may, in any 572.1 A. 8. Note: way, affect the safety of the aircraft Wind shear, wake turbulence, severe weather conducting simultaneous dependent activity and changing wind conditions in the final approaches. (N) approach area may cause aircraft to deviate from the centreline of the approach.

573 SIMULTANEOUS ARRIVALS ARRIVAL/ DEPARTURE

573.1 You may clear an aircraft to conduct an instrument approach while another aircraft is simultaneously conducting an instrument approach to a converging or intersecting runway provided: *A.the operation is conducted in accordance 573.1 A. Reference: with a unit directive or an Arrangement; (R) Local Procedures; 211, ATSAMM. B. the aircraft concerned are informed that 573.1 B. Reference: converging instrument approaches are in Message Composition; 172. use; (R) C. each aircraft is informed of the runway number on initial contact; and D. radar separation is maintained until: 1. one aircraft has landed; 2. the tower is able to apply visual separation; or 3. another form of separation is established.

ATC 5-65 573.2 You may permit an aircraft to take off while another aircraft is landing simultaneously on an intersecting runway provided: A. the tower has agreed to apply simultaneous * 573.2 A. Note: intersecting runway procedures; and (N) Tower agreements to apply simultaneous procedures may be coordinated on a case by case basis, for a period of time, or for specific time periods as stated in the unit directive or Arrangement. *B.the operation is conducted in accordance with a unit directive or an Arrangement.

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ATC 5-66 580 COORDINATION

581 RADAR — TOWER

581.1 581.1 Note: Ensure towers are provided with the sequence Provided procedures are developed in an of arriving aircraft and update this sequence as operations letter this information may be transferred required. (N)(R) non-verbally from the IFR radar unit to a radar equipped tower. 581.1 Reference: IFR Unit — Tower/Flight Service Station; 493. Radar Identification, 511.

581.2 581.2 Note: Provide the tower with information on the 581.1 Note also applies here. position of an arriving aircraft at least once 581.2 Reference: before instructing the aircraft to change to tower Radar Identification, 511. frequency. (N)(R)

581.3 581.3 Reference: Adjust the approach interval to the extent Coordination — Reports; 361. practicable, to assist in expediting the movement of other airport traffic, if requested by the tower. (R)

581.4 581.4 Note: Inform the tower if you observe an IFR or CVFR This provision does not apply if responsibility for aircraft, that is in communication with the tower, control of an aircraft has been transferred to tower. deviate from the normal final approach pattern. (N)

582 ARRIVAL — PRECISION APPROACH RADAR (PAR)

582.1 Determine from the PAR controller: A. the interval required between successive aircraft on approach. B. the heading required for final approach 582.1 B. Note: course, if it differs appreciably from the This is required so that allowance for wind can be runway heading. (N) made during vectors to final approach.

583 CONTROL TRANSFER

583.1 Transfer control as closely as possible to the control zone boundary unless otherwise: A. coordinated with the controllers concerned; or *B.specified in an Arrangement. (N)

ATC 5-67 583.2 The transferring controller shall provide the receiving controller with the aircraft's identification and position.

ATC 5-68 PART 6 — EMERGENCIES

600 _ GENERAL 601 GUIDELINES 602 RADAR 603 EMERGENCY DESCENT 610 _ COMMUNICATION FAILURE 611 GENERAL 612 COMMUNICATION FAILURE UNDER RADAR CONTROL 620 _ ALERTING SERVICE 621 PROVISION OF SERVICE 622 RESPONSIBILITIES 623 DISSEMINATION OF INFORMATION 624 NOTIFICATION OF RCC 625 ELT SIGNALS 626 NOTIFICATION OF THE OPERATOR 627 MISSING AIRCRAFT NOTICE (MANOT) 630 _ COMMUNICATION SEARCH 631 GENERAL 632 SEARCH AREA 633 SEARCH PROCEDURES 634 UNSUCCESSFUL SEARCH 640 _ ASSISTANCE TO VFR AIRCRAFT ENCOUNTERING INSTRUMENT METEOROLOGICAL CONDITIONS 641 GENERAL 642 VDF CLOUD-BREAKING 650 _ BOMB THREAT AND HIJACKING 651 HIJACK SIGNAL RESPONSES 652 COORDINATION — IFR UNITS 653 COORDINATION — TOWERS 660 _ EMERGENCY COORDINATION CENTRES 661 ECC — TRANSFER TO DESIGNATED FREQUENCY 670 _ SURVEILLANCE APPROACHES 671 GENERAL 672 EMERGENCY SURVEILLANCE APPROACHES * 680 RDPS OR LOCAL DISPLAY FAILURE 681 NAV CANADA AUXILIARY RADAR DISPLAY SYSTEM

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2005-09-29 ATC 6-1 PART 6 — EMERGENCIES

600 GENERAL

601 GUIDELINES

601.1 601.1 Note: Use the rules and procedures contained in this It is impossible to detail procedures for all part as the basis for handling emergencies. (N) emergency situations because of the many different circumstances that may arise. You are expected to use your best judgment in handling a situation not specifically covered.

601.2 During an emergency: A. provide as much assistance as possible to 601.2 A. Note: the aircraft in distress; (N) To assist flight crews in coping with an emergency, controllers must inform the crew of all pertinent information. B. enlist the aid of all available facilities and services; and C. coordinate fully and completely with all concerned agencies.

601.3 601.3 Reference: You may use emergency VDF procedures Assistance to VFR Aircraft Encountering Instrument provided: (R) Meteorological Conditions; 640. A. 1. radar is not available; and 2. there is no alternate course of action; and B. 3. the aircraft declares an emergency; or 4. you have assessed the nature of the service required and the pilot agrees to follow the emergency VDF cloud- breaking procedures.

602 RADAR

602.1 602.1 Note: Consider that an aircraft is in distress or Some aircraft use chaff as a distress signal. In some experiencing an emergency if you observe: (N) military aircraft, chaff is released when the crew ejects. Some civil light aircraft carry bundles of chaff which may be dropped to indicate the aircraft is in distress. The procedure for these civil aircraft is to drop 4 bundles, 1 bundle every 2 miles, giving the appearance of four targets in a six mile line. A. an SSR reply on code 7500, 7600, or 7700; 602.1 A. Reference: (R) Hijack Signal Responses; 651.

2005-09-29 ATC 6-2 B. a digital target and associated data tag displaying a special condition for code 7500, 7600 or 7700; or C. a triangular distress pattern. (N)(D) * 602.1 C. Note: An aircraft will fly the appropriate triangular pattern twice, resume course and repeat the procedure at 5 minute intervals. 602.1 C. Diagram:

RIGHT–HAND LEFT–HAND PATTERN PATTERN

2 MINUTES 2 MINUTES

(1 MINUTE FOR (1 MINUTE FOR JET AIRCRAFT) JET AIRCRAFT)

WITH RECEIVER WITH TRANSMITTER AND OPERATING ONLY RECEIVER INOPERATIVE

602.2 Take action to separate all other aircraft from a non-identified aircraft that is replying on code 7500 or 7700.

602.3 602.3 Example: You may relay radar vectors through any An FSS in communications with the aircraft, another communication agency available provided: (E) aircraft, a company radio, etc. A. the aircraft declares an emergency; or B. 1. you judge that an emergency situation exists; and 2. the aircraft agrees to accept radar vectors through a communications agency.

603 EMERGENCY DESCENT

603.1 Issue instructions if an aircraft makes or is observed making an emergency descent: A. to enable all concerned aircraft to vacate the involved airspace at or above the minimum IFR altitude; and B. to minimize confliction with other aircraft.

2005-01-20 ATC 6-3 603.2 As soon as possible after emergency action has been initiated, issue instructions to all aircraft concerned, as to additional procedures to be followed during and after the emergency descent.

2005-01-20 ATC 6-4 610 COMMUNICATION FAILURE

611 GENERAL

611.1 * 611.1 Reference: If you are unable to maintain two-way radio Emergencies and Equipment Failures – IFR; RAC communication with an IFR aircraft operating in 6.3, TC AIM. or about to enter controlled airspace, take the following actions: (R) A. Separate other aircraft from the aircraft 611.1 A. Reference: having the communication failure, based on Two-way Radiocommunication Failure in IFR Flight; the assumption that it will follow the rules 602.137, CARs. and procedures in the Canadian Aviation Two-way Radiocommunication Failure in VFR Flight; 602.138, CARs. Regulations, the Canada Flight Supplement Two-way Communications Failure; Section F, or the Canada Air Pilot unless you Canada Flight Supplement. determine that: (R) 1. based on electronic or other aids, a 611.1 A. 1. Reference: different action can be taken without Communication Failure Under Radar Control; 612. impairing safety; (R) 2. the aircraft is not following the rules specified in the Canadian Aviation Regulations and the procedures described in the Canada Flight Supplement; or 3. the aircraft has landed. B. Make a blind transmission of the following information: 1. Description of the action taken by ATC. 2. Weather conditions at destination and alternate airports. C. Give pertinent traffic information to other aircraft in the vicinity of the aircraft experiencing the communication failure. D. As appropriate: 1. inform the alternate airport, adjacent ATC units, and all appropriate communication, VDF, and radar stations of the details of the failure; 2. request all units and stations to attempt to contact the aircraft; and 3. request all VDF and radar stations to attempt to locate and identify the aircraft.

2006-01-19 ATC 6-5 E. To reduce the possibility of confliction with an aircraft experiencing a communication failure, suspend or restrict, to the extent necessary, the movement of other aircraft in the vicinity of the destination airport for 30 minutes after the latest of the following times: 1. The estimated time of arrival furnished by the aircraft. 2. The estimated time of arrival calculated by the IFR unit. 3. The estimated time en route included in the flight plan. 4. The expect-approach-clearance time last acknowledged by the aircraft. 5. If an approach clearance has been acknowledged, the time at which the aircraft is known or estimated to have commenced the approach. F. If the aircraft has not reported within the 30 minute period specified in 611.1 E.: 1. forward pertinent information concerning 611.1 F. 1. Note: the aircraft to all aircraft operators and You are expected not to reveal the identification or the pilots of aircraft concerned; and ownership of the unreported aircraft unless (N)(R) necessary. 611.1 F. 1. Reference: Release of Information; 122. 2. resume normal operations if they so 611.1 F. 2. Note: desire. (N) It is the responsibility of the aircraft operators and pilots to determine whether they will resume normal operations. G. Inform appropriate units and stations if communication is re-established or the aircraft lands.

612 COMMUNICATION FAILURE UNDER RADAR CONTROL

612.1 612.1 Phraseology: If you are unable to maintain two-way radio IF YOU READ, (appropriate instructions). communication with a radar-controlled aircraft, then — transmit, on appropriate frequencies, a request (Action) OBSERVED, WILL CONTINUE RADAR CONTROL. that the aircraft acknowledge transmissions by: (P) A. squawking ident; B. changing SSR code; C. squawking “standby” for a specified period 612.1 C. Note: of time and then squawking an appropriate The period of time specified must be sufficient to code; or (N) assure that the loss of target resulted from squawking standby.

2006-01-19 ATC 6-6 D. executing a specified turn.

612.2 612.2 Phraseology: If communication is re-established in this (Clearance/instruction). ACKNOWLEDGE BY manner, request the aircraft to acknowledge (action). clearances or instructions or to answer (Question). IF AFFIRMATIVE/NEGATIVE, (action). questions by using the transponder or executing turns. (P)

612.3 Separate other aircraft from a radar-controlled aircraft that has a communication failure based on: A. its course of action as observed on radar; 612.3 A. Note: and (N) If communication is lost with an aircraft being vectored, the pilot is expected to proceed by the most direct route practicable to the NAVAID, or route specified in the last clearance. B. the assumption that it will maintain altitudes * 612.3 B. Note: in accordance with the Canadian Aviation If a communication failure occurs while an aircraft is Regulations and the procedures described being vectored at an altitude below the published in the Canada Air Pilot and the Canada minimum IFR altitude, the pilot is expected to climb immediately to the appropriate published minimum Flight Supplement. (N)(R) IFR altitude, unless able to continue in VMC. 612.3 B. Reference: Communication Failure — General; 611. Two-Way Radiocommunication Failure in IFR Flight; 602.137, CARs. Two-way Radiocommunication Failure in VFR Flight; 602.138, CARs.

612.4 Allow for the possibility that an aircraft may not be able to use the approach aid specified, if communication is lost while it is being vectored for an approach.

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2003-01-23 ATC 6-7 620 ALERTING SERVICE

621 PROVISION OF SERVICE

621.1 The objective of the Alerting Service is: A. to notify appropriate organizations of aircraft that need: 1. search and rescue services (SAR); *2.aircraft rescue and fire fighting (ARFF); or 3. medical attention, ambulance or other 621.1 A. 3. Note: safety assistance; and (N) Other safety assistance may include coordination with Emergency Coordination Centres (ECC), First Aid or other services. B. to assist such organizations as required.

621.2 Provide alerting service to: A. aircraft provided with control service; B. aircraft enduring unlawful interference; (R) 621.2 B. Reference: Coordination — IFR Units; 652. Coordination — Towers; 653. C. 1. other aircraft if a flight plan or flight 621.2 C. 1. Note: itinerary has been filed for the flight; or FSS specialists have primary responsibility for (N) alerting service to VFR aircraft when destination is outside an ACC's AOR. 2. any other aircraft made known to ATC 621.2 C. 2. Note: when information has been received that For this purpose, the term “known to ATC” means the flight is overdue; and (N) information on any aircraft, regardless of its flight plan status, for which an overdue report is received by ATC and authenticated to the extent possible. Information on an overdue aircraft may come from pilots, companies, or private individuals. D. marine vessels in distress.

621.3 In addition to the procedures outlined in 624.1 A. 1., initiate a communication search and inform RCC if: A. an IFR flight plan has been submitted to depart from a location with no operating Airport Control Tower or FSS; and B. a departure message or other communication is not received within 60 minutes of the proposed or revised departure time indicated in the flight plan.

2003-01-23 ATC 6-8 621.4 Provide as much assistance as possible to organizations providing emergency or search and rescue services.

621.5 Comply with any national, regional, or local directive that covers the employment of emergency services.

621.6 If you have reason to believe that an aircraft is lost, overdue, or experiencing a communication failure: A. inform appropriate radar units of the circumstances; B. request these units to watch for an SSR 621.6 B. Reference: special-condition code or a triangular Radar Data; 602. distress pattern; and (R) C. inform these units when this special attention is no longer required.

621.7 621.7 Note: If an aircraft is in a state of emergency in This action need not be taken provided no doubt accordance with 624.1 A. 1., 624.1 B., or 624.1 exists as to the safety of the aircraft and its C., inform other aircraft in its vicinity, of the occupants. nature of the emergency. (N)

622 RESPONSIBILITIES

622.1 622.1 Note: The ACC shall provide alerting service to: (N) Alerting service may be provided by ACC control personnel or by the operational support staff, as directed by unit or regional management. A. known IFR and CVFR aircraft operating within its FIR; and B. known VFR aircraft for which it is responsible.

* 622.2 622.2 Note: Alert aircraft rescue and fire fighting (ARFF), At controlled airports, the Control Tower is ECC, ambulance or other emergency services responsible for notifying the appropriate agencies. if they are required. (N)(R) At other locations, a FSS or other agency notifies the appropriate agency. 622.2 Reference: Agreements and Arrangements - General; 301, ATSAMM.

2005-04-14 ATC 6-9 623 DISSEMINATION OF INFORMATION

623.1 The ACC shall function as a central point within the FIR for: A. collecting information about an aircraft experiencing an emergency; and B. forwarding pertinent information to the appropriate RCC.

623.2 An airport or terminal controller shall immediately report to the appropriate ACC, and any other agency concerned, all information regarding: A. an aircraft accident; (R) 623.2 A. Reference: Aircraft Accident; 124. Release of Information; 122. B. an aircraft in distress; or C. a lost or overdue aircraft.

623.3 An ACC shall forward reports regarding aircraft overdue within another FIR to the ACC concerned.

624 NOTIFICATION OF RCC

624.1 624.1 Reference: Inform the appropriate RCC of information Dissemination of Information; 623. regarding an IFR or CVFR aircraft that is in one Notification of the Operator; 626. of the following emergency phases: (R) Communication Search — General; 631. A. UNCERTAINTY PHASE if: 1. with the exception of an arrival report, no 624.1 A. 1. Note: communication has been received from It is normally not required to initiate an uncertainty an aircraft within a period of 30 minutes phase for a radar-controlled aircraft with a loss of after the time a communication should radio communications but with continued radar contact. For a loss of radio communications and have been received, or from the time an radar contact, an uncertainty phase may be unsuccessful attempt to establish initiated. communication with such aircraft was 624.1 A. 1. Reference: first made, whichever is the earlier. Communication Failure under Radar Control; 612. (N)(R) 2. a flight plan has been filed and no arrival report has been received by the ACC: *a.at the SAR time requested by the originator; or

2005-04-14 ATC 6-10 *b.if no SAR time has been requested, within 60 minutes after the latest ETA or arrival time estimated by the controller, whichever is later. 3. a flight itinerary has been filed and no arrival report has been received by the ACC: *a.at the SAR time specified in the flight plan; or *b.if no SAR time is specified, within 24 hours after the latest ETA. 4. a flight plan or flight itinerary has been 624.1 A. 4. Note: filed and it is determined that no arrival In this case, the ACC is expected to advise the RCC report can be expected, either because immediately that ATC has no means of confirming there is no communication system the arrival and the problem is being referred for their further action. ATC can not assume that the aircraft serving the point of arrival, or the system has arrived safely. serving the airport is inoperative. (N) B. ALERT PHASE if: 1. following the uncertainty phase, the 624.1 B. 1. Reference: communication search has failed to Unsuccessful Search; 634. reveal any news of the aircraft; (R) 2. an aircraft has been cleared to land and fails to land within 5 minutes after the estimated time of landing and communication has not been re- established with the aircraft; or 3. information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely. C. DISTRESS PHASE if: 1. the fuel on board is considered to be exhausted or to be insufficient to enable the aircraft to reach safety; 2. information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely; or 3. information is received that the aircraft is about to make, or has made, a forced landing.

624.2 Include the following information, if available, in a notification to the RCC: A. A statement of the emergency phase that exists. B. Name of unit and person calling.

1999-10-07 ATC 6-11 C. Significant information from the flight plan, or flight itinerary, such as the following: 1. Type of flight plan or flight itinerary. 2. Aircraft identification. 3. Type of aircraft. 4. Point of departure. 5. Destination aerodrome. 6. Actual time of departure. 7. True air speed. 8. Estimated time of arrival. 9. Alternate airport. 10.Transmitting and receiving frequencies. 11.Number of persons on board. 12.Pilot's name. 13.Time fuel expected to be expended. D. Color and distinctive markings of aircraft. E. Time last communication received, by whom, and frequency used. F. Last position report and how determined. G. Whether two-way communication is available. H. Any action taken by reporting office. (N) 624.2 H. Note: Inform the RCC of any preliminary search action that has been conducted, even if this search did not reveal any new information. I. Other pertinent information.

624.3 Inform the RCC of any pertinent information that you subsequently receive.

624.4 Inform the RCC without delay when the emergency no longer exists.

625 ELT AND AUTOMATIC PILOT EJECTION (BAILOUT) SIGNALS

625.1 625.1 Note 1: If an ELT signal is heard or reported that does This testing is restricted to the first five minutes of not conform to the duration and time for testing, any hour UTC and to a duration of not more than or whose source cannot be identified, take the five seconds. 625.1 Note 2: following actions: (N) If available in the tower, use a portable ELT detector as an additional means of determining the source of an ELT signal A. Coordinate with adjacent ATS units.

1999-10-07 ATC 6-12 B. Request aircraft in the area to listen on the distress frequencies and to report on the signal. C. Notify the appropriate RCC. (R) * 625.1 C. Reference: Dissemination of Information; 623. ELT Detectors; 435, ATSAMM. Emergency Locator Transmitter; SAR 3.0, TC AIM. D. Forward all reported information as it is received.

625.2 If recording an aircraft's report of an ELT signal, obtain the following information: A. Position, altitude and time when the signal was first received. B. ELT signal strength when first received and when last received. C. Position, altitude and time when the signal was last received.

625.3 625.3 Note: When an automatic pilot ejection (bailout) Modern military aircraft squawk 7700 and emit a signal is heard: (N) bailout signal after the aircrew has ejected. The bailout signal differs from an ELT signal and has a distinct repeating "ping" which descends in tone. All Canadian and other modern military aircraft bailout signals are transmitted on 243.0 MHz.

A. record the time the signal was first and last heard and the aircraft position if available on radar; and B. notify the RCC or ACC, as appropriate.

626 NOTIFICATION OF THE OPERATOR

626.1 626.1 Note: If practicable, inform the operator before The RCC is notified first in the case of an aircraft notifying the RCC of an aircraft that has that has entered the distress phase. entered: (N) A. the uncertainty phase; or B. the alert phase.

626.2 626.2 Reference: If practicable, give the operator all the Release of Information; 122. information that is given to the RCC. (R)

2006-01-19 ATC 6-13 627 MISSING AIRCRAFT NOTICE (MANOT)

627.1 627.1 Note: ACCs should post MANOTs in the flight An initial MANOT, identified by a reference number planning section. (N)(R) and the name of the RCC originating the message, will contain information on the missing aircraft, such as: A. identification; B. type; C. color; D. markings; E. date; F. intended route; G. emergency radio equipment; and H. particulars of the search area. A final MANOT, issued when the search is terminated, will be identified by the same reference number and originator as the initial MANOT. 627.1 Reference: Missing Aircraft Notice (MANOT); Definitions.

627.2 Personnel accepting flight plans, should provide MANOT information to aircraft planning to overfly any part of the search area.

627.3 Towers should provide MANOT information to an aircraft if its route overlies any part of the search area.

627.4 627.4 Reference: Forward any response related to a MANOT to Dissemination of Information; 623. the appropriate RCC without delay. (R)

2006-01-19 ATC 6-14 630 COMMUNICATION SEARCH

631 GENERAL

631.1 631.1 Note: If an IFR or CVFR aircraft enters the At the discretion of the ACC, a preliminary search uncertainty phase, the ACC shall: (N)(R) may be conducted before an overdue IFR or CVFR aircraft enters the uncertainty phase. 631.1 Reference: Notification of RCC; 624. A. initiate a communication search; and B. inform the appropriate RCC.

632 SEARCH AREA

632.1 632.1 Note: The search area is normally that area extending If requested by RCC or at the discretion of the 50 miles on either side of the proposed route of destination unit, the search area may be expanded flight from the last reported position to the to the maximum fuel range of the aircraft. 632.1 Diagram: destination. (N)(D)

DESTINATION

ROUTE OF FLIGHT

DEPARTURE POINT 50 MILES

633 SEARCH PROCEDURES

633.1 633.1 Note: A communication search consists of three In carrying out communication searches, you are steps: (N) expected to make full use of long distance telephone and facsimile facilities as required. A. STEP 1 — Contact all communications stations located within or adjacent to the search area that have interphone, facsimile or radio facilities. B. STEP 2 — Contact, as appropriate, the following agencies located within or adjacent to the search area that have interphone, facsimile or radio facilities: 1. Air carriers. 2. Non-scheduled operators.

2005-01-20 ATC 6-15 3. Amateur radio operators. 4. Federal and Provincial agencies such as TC, DND, RCMP, Forestry Services and Provincial Police. C. STEP 3 — 633.1 C. Reference: Contact, as appropriate, the following Use of Non-NAV CANADA Facilities for a agencies of each major city or town within Communication Search; 222, ATSAMM. the search area that may render assistance: (R) 1. Police. 2. Municipal office. 3. Territorial or Chief telephone operators.

634 UNSUCCESSFUL SEARCH

* 634.1 634.1 Reference: If the three steps of the communication search Notification of RCC; 624. have been completed without successfully Aircraft Accident; 232, ATSAMM. locating the aircraft, inform the appropriate RCC and Shift Manager that the aircraft is in the Alert Phase. (R)

2005-01-20 ATC 6-16 640 ASSISTANCE TO VFR AIRCRAFT ENCOUNTERING INSTRUMENT METEOROLOGICAL CONDITIONS

641 GENERAL

641.1 641.1 Reference: If a VFR aircraft reports that it has encountered, Coordination - Reports; 361. or is about to encounter, instrument meteorological conditions, ask if: (R) A. the pilot has an instrument rating; and B. the aircraft is equipped for IFR flight.

641.2 If the pilot is qualified and the aircraft is equipped for IFR flight: A. request an IFR flight plan; and B. issue an IFR clearance.

641.3 If the pilot is not qualified, the aircraft is not equipped for IFR flight, or the pilot refuses to file an IFR flight plan: *A.provide information concerning an alternate route and, if necessary, provide radar or VDF navigation assistance to enable the aircraft to continue in VMC; or B. provide radar navigation, DF steers, or radar or VDF assistance for an emergency descent through cloud if: 1. the action described in A. is not practicable and an alternate course of action is not available; and 2. a the aircraft declares an emergency; or b. your assessment of the situation indicates such action is warranted and the pilot concurs.

2003-01-23 ATC 6-17 641.4 641.4 Note: Use radar in preference to VDF if providing A controller working in a unit that is not equipped assistance to a VFR aircraft encountering with radar is expected to: instrument meteorological conditions. (N)(R) A. determine whether the aircraft can be radar- identified by an adjacent radar-equipped unit; and B. provide the radar unit with the position and track of the aircraft and, if practical, assist the receiving controller to establish radar identification before requesting the aircraft to change frequency. 641.4 Reference: Surveillance Approaches — General; 671.

641.5 If a situation exists that may require the provision of an emergency VDF cloud-breaking service, obtain the following information, as applicable: A. aircraft identification and type; B. nature of the emergency; C. pilot's report of weather conditions; D. aircraft's heading and altitude; E. pilot's intentions; F. fuel remaining; G. pilot's capability for IFR flight; and H. airspeed.

641.6 Take the following precautions when providing assistance to VFR aircraft encountering instrument meteorological conditions: A. avoid frequency changes, except if necessary to provide a clear communications channel; B. avoid turns, if any are required, make them shallow; C. avoid prolonged climbs or descents; D. avoid requesting a climb or descent at the same time as a turn; E. issue turns while the aircraft is clear of cloud, to the extent possible, so it will be in a position to fly a straight course while descending in instrument meteorological conditions; and

2003-01-23 ATC 6-18 F. avoid transmissions to obtain bearing checks while the aircraft is in cloud. However, a long descent through cloud will require the occasional bearing check, particularly in a known cross-wind.

641.7 For all types of VDF cloud-breaking, at the time of commencing homing, advise the pilot of the following: A. to maintain VFR if able; *B.to take advantage of any opportunity to safely descend into VMC; and C. that descent into cloud is at the discretion of the pilot.

642 VDF CLOUD-BREAKING

642.1 * 642.1 Reference: Consider existing conditions to determine the VHF Direction Finding System — Emergency best course of action before providing an Service; COM 3.10(c), TC AIM. emergency descent through cloud, including: (R) A. the pilot's capability of IFR flight; B. current weather conditions; C. terrain; D. vertical thickness of cloud through which descent must be made; and E. base of cloud, compared with the minimum sector altitude.

642.2 642.2 Note: Do not issue any instruction which would cause Aircraft already in cloud should be advised to climb the pilot to enter cloud until the aircraft is clear of cloud if possible, or above the minimum established on the cloud-breaking track. (N) sector altitude, as applicable.

642.3 If it is determined that a VDF cloud-breaking procedure is the most appropriate option available and the VDF site is located within one mile of the airport, apply the following procedures: A. Inform the pilot that VDF cloud-breaking 642.3 A. Phraseology: procedures constitute an emergency and DF CLOUD-BREAKING IS AN EMERGENCY ask if the pilot is declaring an emergency: PROCEDURE. ARE YOU DECLARING AN (P) EMERGENCY?

2006-01-19 ATC 6-19 1. if the pilot's response is positive, commence VDF cloud-breaking procedures, in accordance with 642.3 B. to 642.3 I.; 2. if the pilot's response is negative, inform 642.3 A. 2. Phraseology: the pilot that VDF cloud-breaking can be DF CLOUD-BREAKING ASSISTANCE CAN BE provided and request confirmation that PROVIDED. WILL YOU FOLLOW MY the pilot will follow instructions; (P) INSTRUCTIONS? a. if the pilot's response is positive, commence VDF cloud-breaking procedures in accordance with 642.3 B. to 642.3 I.; or b. if the pilot's response is negative, 642.3 A. 2. b. Phraseology: inform the pilot that VDF cloud- UNABLE TO PROVIDE DF CLOUD-BREAKING breaking will not be provided, and SERVICE. WHAT ARE YOUR INTENTIONS? request the pilot's intentions. (P) B. Coordinate with the appropriate IFR unit to avoid confliction with other aircraft. C. Home the aircraft to the VDF site and provide landing information, including the current altimeter setting. D. If the reported cloud base is higher than the 642.3 D. Reference: minimum sector altitude, you may conduct VDF Cloud-breaking Procedures; 314, ATSAMM. the VDF cloud-breaking procedure on the appropriate specified published inbound track. (R) E. Provide the pilot with the following information as soon as possible after initiating homing: 1. outline of the VDF cloud-breaking procedure; 2. reported cloud base; and 3. aerodrome elevation. F. If the cloud base is known to be below the minimum sector altitude at station passage, apply the following: 1. for INBOUND VDF cloud-breaking procedure: a. issue appropriate turns to establish the aircraft on the approved outbound track; and b. issue appropriate turns to establish the aircraft on the approved inbound descent track; or 2. for OUTBOUND VDF cloud-breaking procedures, issue appropriate turns to establish the aircraft on the approved outbound descent track.

2006-01-19 ATC 6-20 G. Issue descent instructions. (P) 642.3 G. Phraseology: WHEN INSTRUCTED TO COMMENCE DESCENT, CONCENTRATE ON MAINTAINING WINGS STRAIGHT AND LEVEL AND MAINTAIN A CONSTANT RATE OF DESCENT AND AIRSPEED. — or — COMMENCE DESCENT NOW. DESCEND UNTIL VISUAL. FLY HEADING (number). AIRPORT ELEVATION IS (number) FEET ASL. REPORT COMMENCING DESCENT AND BELOW CLOUD. H. When the pilot reports VFR, provide homing 642.3 H. Note: to the VDF airport, if required. (N) Normally VDF cloud-breaking services are terminated when the pilot reports VFR. I. Terminate VDF cloud-breaking service.

642.4 If it is determined that a VDF cloud-breaking procedure is the most appropriate option available and the VDF site is located beyond one mile and up to and including ten miles from the airport, apply the following procedures: A. Inform the pilot VDF cloud-breaking 642.4 A. Phraseology: procedures constitute an emergency and DF CLOUD-BREAKING IS AN EMERGENCY ask if the pilot is declaring an emergency: PROCEDURE. ARE YOU DECLARING AN (P) EMERGENCY? 1. if the pilot's response is positive, commence VDF cloud-breaking procedures, in accordance with 642.4 B. to 642.4 I.; 2. if the pilot's response is negative, inform 642.4 A. 2. Phraseology: the pilot that VDF cloud-breaking can be DF CLOUD-BREAKING ASSISTANCE CAN BE provided and determine if the pilot will PROVIDED. WILL YOU FOLLOW MY follow instructions; (P) INSTRUCTIONS? a. if the pilot's response is positive, commence VDF cloud-breaking procedures in accordance with 642.4 B. to 642.4 I.; or b. if the pilot's response is negative, 642.4 A. 2. b. Phraseology: inform the pilot that VDF cloud- UNABLE TO PROVIDE DF CLOUD-BREAKING breaking will not be provided, and SERVICE. WHAT ARE YOUR INTENTIONS? request the pilot's intentions. (P) B. Coordinate with the appropriate IFR unit to avoid confliction with other aircraft. C. Issue the necessary instructions to provide homing to the VDF site and provide the current altimeter setting. D. If the reported cloud base is higher than the 642.4 D. Reference: minimum sector altitude, descent through VDF Cloud-breaking Procedures; 314, ATSAMM. cloud may be conducted on any track inbound to the VDF site. (R)

Original ATC 6-21 E. Provide the pilot with the following information as soon as possible after initiating homing: 1. outline of the VDF cloud-breaking procedure to be followed; 2. reported cloud base; and 3. aerodrome elevation. F. If the cloud base is below the minimum sector altitude at station passage, issue appropriate turns to establish the aircraft on the approved descent track. G. Issue descent instructions. (P) 642.4 G. Phraseology: WHEN INSTRUCTED TO COMMENCE DESCENT, CONCENTRATE ON MAINTAINING WINGS STRAIGHT AND LEVEL AND MAINTAIN A CONSTANT RATE OF DESCENT AND AIRSPEED. — or — COMMENCE DESCENT NOW. DESCEND UNTIL VISUAL. FLY HEADING (number). AIRPORT ELEVATION IS (number) FEET ASL. REPORT COMMENCING DESCENT AND BELOW CLOUD. H. When the pilot reports VFR, provide track- 642.4 H. Note: out assistance if requested. (N) Normally VDF cloud-breaking services are terminated when the pilot reports VFR. I. Terminate VDF cloud-breaking service.

642.5 If conducting an INBOUND VDF cloud-breaking procedure, determine the time to be flown on the approved outbound track to ensure that the aircraft does not proceed beyond 25 miles of the VDF site during the procedure turn.

642.6 If circumstances or conditions do not permit the use of the standard VDF cloud-breaking pattern, use the VDF cloud-breaking procedure specifically approved for the VDF site.

Original ATC 6-22 650 BOMB THREAT AND HIJACKING

651 HIJACK SIGNAL RESPONSES

651.1 * 651.1 Note 1: Confirm receipt of an aircraft's hijack signal by: An airborne aircraft subjected to unlawful (N) interference is expected to notify ATC by: A. squawking code 7500; or B. including the phrase “transponder seven five zero zero” in its radio transmission. 651.1 Note 2: The following table may be used for guidance when reacting to hijack signals.

PILOT'S ACTION PILOT'S TRANSMISSION MEANING CONTROLLER'S ACTION

1. ASK IF INTENTIONAL SQUAWKING 7500 NONE AIRCRAFT SUBJECT TO 2. ACKNOWLEDGE UNLAWFUL INTERFERENCE 3. INFORM CONCERNED AGENCIES

1. ACKNOWLEDGE USING: VANCOUVER CENTRE “AIR CANADA 761 THIS IS VANCOUVER THIS IS AIR CANADA 761 AIRCRAFT SUBJECT TO CENTRE READING YOU ON NONE TRANSPONDER SEVEN FIVE UNLAWFUL INTERFERENCE TRANSPONDER SEVEN FIVE ZERO ZERO ZERO ZERO” 2. INFORM CONCERNED AGENCIES

SQUAWKING 7700 AFTER AIRCRAFT THREATENED BY 1. ACKNOWLEDGE USING: SQUAWKING 7500 FOR 3 GRAVE AND IMMINENT “NOW READING YOU ON NONE TRANSPONDER SEVEN SEVEN ZERO MINUTES OR AFTER ATC DANGER AND REQUIRES ZERO” ACKNOWLEDGEMENT IMMEDIATE ASSISTANCE 2. INFORM CONCERNED AGENCIES

SQUAWKING 7700 AFTER AIRCRAFT THREATENED BY 1. INFORM CONCERNED AGENCIES SQUAWKING 7500, WHILE NOT NONE GRAVE AND IMMINENT IN RADIO CONTACT WITH THE DANGER AND REQUIRES GROUND IMMEDIATE ASSISTANCE

*A.asking the aircraft if its use of code 7500 is * 651.1 A. Phraseology: intentional; and (P)(N) CONFIRM SQUAWK SEVEN FIVE ZERO ZERO. * 651.1 A. Note: If a pilot does not reply, this is confirmation that the use of code 7500 is intentional. B. acknowledging its radio message.

651.2 651.2 Phraseology: If you observe code 7500 immediately following YOU WERE ASSIGNED CODE (number). a request for a code change, confirm that 7500 CONFIRM SQUAWKING SEVEN FIVE ZERO has been intentionally selected. (P)(N) ZERO. 651.2 Note: A change to code 7500 that occurs coincident with a request for a code change may indicate a selection error.

651.3 651.3 Phraseology: If, after using code 7500, an aircraft changes to NOW READING YOU ON TRANSPONDER SEVEN code 7700 or transmits a message including SEVEN ZERO ZERO. the phrase “TRANSPONDER SEVEN SEVEN * 651.3 Note: A change from code 7500 to code 7700 — after ZERO ZERO”, acknowledge receipt of the remaining on code 7500 for 3 minutes or until the signal. (P)(N) controller acknowledges code 7500 — indicates that the aircraft is threatened by grave and imminent danger and requires immediate assistance.

2006-07-20 ATC 6-23 651.4 If, after using code 7500, an aircraft changes to code 7700 and is not in radio contact with the ground, consider the aircraft to have an inflight emergency in addition to being hijacked. Inform concerned agencies that the aircraft displayed the hijack code followed by the emergency code.

651.5 In the event of a known hijack condition, do not originate SELCAL signals unless the aircraft indicates, either directly or through company ground personnel, that such signals are appropriate.

652 COORDINATION — IFR UNITS

652.1 652.1 Reference: In addition to normal coordination as contained Handling and Reporting Incidents — General; 231, in 490 and 580, inform other concerned units ATSAMM. and the ACC Shift Manager immediately it is known that an aircraft bomb threat or hijacking exists. (R)

653 COORDINATION — TOWERS

653.1 653.1 Reference: In addition to the procedures contained in 360, ECC — Designated Frequency; 661. take the following actions immediately it is known that an aircraft bomb threat or hijacking exists: (R) *A.Notify the local aircraft rescue and fire fighting (ARFF) section. B. Provide the emergency coordination centre (ECC) or, if no ECC exists, the Airport Operator or his representative, with the following information, if available: 1. Nature of emergency. 2. Identification and type of aircraft. 3. Point of departure. 4. Estimated time of arrival. 5. Number of persons on board. 6. Amount of fuel remaining. 7. Any instructions or requests from the aircraft. C. Coordinate a designated area with:

2006-07-20 ATC 6-24 1. the aircraft; and 2. a the ECC; or b. if no ECC exists, the Airport Operator or his representative. D. Direct the aircraft to the designated area * 653.1 D. Note: and close this area to other traffic. (N)(R) The aircraft may be required to contact the ARFF on the DEF or change to the ECC frequency as outlined in an Agreement. 653.1 D. Reference: Communication Transfer; 363. E. Notify the Unit Manager, and provide updated information as considered necessary. F. Forward the necessary information to the appropriate ACC if you are advised by other than an ATC IFR unit.

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2005-04-14 ATC 6-25 660 EMERGENCY COORDINATION CENTRES

661 ECC — TRANSFER TO DESIGNATED FREQUENCY

661.1 * 661.1 Note 1: In order to ensure that aircraft will receive ARFF or personnel in ECCs do not issue movement movement instructions only from ATS, use the instructions or instructions that may be construed as following communications transfer procedures authority for movement. * 661.1 Note 2: at locations where an ECC has a designated The aircraft may be required to contact the ARFF on frequency: (N)(R) the DEF or change to the ECC frequency as outlined in an Agreement. 661.1 Reference: Coordination — Towers; 653. Communication Transfer; 363. A. For aircraft on the manoeuvring area, transfer the aircraft to the ECC if it has: 1. shut down engines; and 2. opened a door. B. For aircraft on the apron, you may transfer an aircraft to the ECC if the aircraft: 1. has shut down engines; or 2. is stationary.

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2005-04-14 ATC 6-26 670 SURVEILLANCE APPROACHES

671 GENERAL

671.1 671.1 Note: Conduct a surveillance approach only if: (N) These procedures are intended to provide guidelines as to what is expected, if you are required to conduct an emergency surveillance approach. A. the aircraft declares an emergency and requests the approach; and B. no alternate method of approach is 671.1 B. Note: available. (N) Use of another airport should be considered prior to initiating an emergency surveillance approach is received.

671.2 If conducting a surveillance approach: A. use the procedures contained in 672; and B. inform the aircraft that: 1. the controller is not trained to conduct 671.2 B. 1. Phraseology: surveillance approaches; and (P) THIS APPROACH WILL BE CONDUCTED BY A CONTROLLER NOT TRAINED FOR THE PURPOSE. 2. radar not commissioned for surveillance 671.2 B. 2. Phraseology: approaches will be used. (P) THIS APPROACH WILL BE CONDUCTED WITH RADAR EQUIPMENT NOT COMMISSIONED FOR SURVEILLANCE APPROACHES.

671.3 671.3 Phraseology: Inform the aircraft of the procedures to follow, if IF NO TRANSMISSIONS ARE RECEIVED FOR communication is lost for an interval of 30 THIRTY SECONDS, EXECUTE MISSED seconds during the approach. (P) APPROACH (detailed missed approach instructions if required) AND CONTACT (specified control agency) ON (frequency).

671.4 671.4 Phraseology: Before starting final approach, instruct the DO NOT ACKNOWLEDGE ANY FURTHER aircraft not to acknowledge further TRANSMISSIONS. transmissions. (P)

671.5 When an aircraft is on final approach, obtain from the tower and relay to the aircraft, a clearance to land.

671.6 Issue pertinent information concerning: A. field conditions; and B. significant changes in weather conditions.

2005-04-14 ATC 6-27 671.7 671.7 Note: Issue pull-up and missed approach instructions Depending on the nature of the emergency, the if radar identification is lost during the aircraft may be unable to execute a missed approach, unless the aircraft informs you that approach. the approach can be continued by other means. (N)

672 EMERGENCY SURVEILLANCE APPROACHES

672.1 Before starting final descent: A. inform the aircraft of the altitude information 672.1 A. Phraseology: to be provided; (P) RECOMMENDED ALTITUDE ABOVE SEA LEVEL WILL BE PROVIDED EACH MILE ON FINAL. B. ask the aircraft for its final approach speed; 672.1 B. Phraseology: and (P) WHAT WILL BE YOUR AIRSPEED ON FINAL? C. instruct the aircraft to report sighting the 672.1 C. Phraseology: runway. (P) REPORT RUNWAY IN SIGHT.

672.2 During final approach, issue the following instructions and information: A. Vectors, as required for the provision of final 672.2 A. Reference: approach course guidance. (R) Methods of Vectoring; 543. B. Advance notice of the point at which final 672.2 B. Phraseology: descent will begin and the recommended PREPARE TO BEGIN DESCENT IN (number) rate of descent. (P)(N) MILES. RATE OF DESCENT SHOULD BE APPROXIMATELY (number) FEET PER MINUTE. 672.2 B. Note 1: Sector binders contain the following information: A. point where final approach will begin and altitude to be maintained at that point; B. descent rates for various approach speeds; and C. recommended altitude ASL for each mile from the touchdown point on the runway. 672.2 B. Note 2: The approximate rate of descent in feet per minute is determined by multiplying a given ground speed by 4 for a 2 1/2 degree glide path or 5 for a 3 degree glide path. C. Instructions to begin descent (when the 672.2 C. Phraseology: aircraft reaches the point at which final (Number) MILES FROM END OF RUNWAY, BEGIN descent is to begin). (P) DESCENT NOW. D. Distance from end of the runway at least 672.2 D. Phraseology: once each mile. (P) (Number) MILES FROM END OF RUNWAY.

2005-04-14 ATC 6-28 E. Recommended altitude at each mile from 672.2 E. Phraseology: the end of the runway. (P)(N) ALTITUDE SHOULD BE (number) FEET. 672.2 E. Note: The height in feet of an aircraft above touchdown elevation is determined by multiplying the distance from touchdown in miles by the angle of the glide path in degrees and then by 106. Altitudes to be recommended for a 3-degree glide path are determined by adding the following values to the touchdown elevation and rounding out the sums to the nearest hundred feet: 6 miles— 1,908 feet 5 miles— 1,590 feet 4 miles— 1,272 feet 3 miles— 954 feet 2 miles— 636 feet 1 mile— 318 feet Altitudes are specified only at whole-mile distance. F. Position of the aircraft relative to the final 672.2 F. Phraseology: approach course at least once each mile. ON COURSE. (P) COURSE IS TO YOUR LEFT/RIGHT. RETURNING TO COURSE.

672.3 672.3 Note: Unless an aircraft informs you that it cannot It is expected that controllers will render all possible execute a missed approach, terminate assistance to an aircraft that is forced to land. emergency surveillance approach guidance when: (N) A. the aircraft is one mile from the end of the runway; or B. you judge that the approach cannot be safely continued.

672.4 You may terminate emergency surveillance approach guidance at any time, provided the aircraft has reported sighting the runway.

672.5 When approach guidance is terminated, take one of the following actions: A. Instruct the aircraft to take over visually, if 672.5 A. Phraseology: the aircraft has reported sighting the TAKE OVER VISUALLY. runway. (P)

Original ATC 6-29 B. Instruct the aircraft to execute a missed 672.5 B. Note 1: approach if: (N) In the event that a missed approach becomes necessary, it is expected the controller will have: A. determined from the aircraft the type of missed approach that will be conducted; or B. issued specific missed approach instructions. 672.5 B. Note 2: Depending on the nature of the emergency, the aircraft may be unable to execute a missed approach. *1.the approach has been continued to 1 672.5 B. 1. Phraseology: mile in IMC and the aircraft has not ONE MILE FROM END OF RUNWAY, ALTITUDE reported sighting the runway; or (P) SHOULD BE (number) FEET. IF RUNWAY NOT IN SIGHT, EXECUTE MISSED APPROACH (detailed missed approach instructions if required), ACKNOWLEDGE. 2. you judge that the approach cannot be 672.5 B. 2. Phraseology: safely continued and the aircraft has not IF RUNWAY NOT IN SIGHT, PULL UP, EXECUTE reported sighting the runway. (P) MISSED APPROACH (detailed missed approach instructions if required), (reason), ACKNOWLEDGE.

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Original ATC 6-30 * 680 RDPS OR LOCAL DISPLAY FAILURE

681 NAV CANADA AUXILIARY RADAR DISPLAY SYSTEM

681.1 681.1 Note: Apply the appropriate minima in 530 or 393 NARDS is an operationally certified radar display when providing separation based on NARDS system that operates as a primary display in control radar information. (N)(R) towers and as an auxiliary display in IFR units. 681.1 Reference: Radar and Automated Systems, General; 441, ATSAMM.

681.2 If the RDPS has failed and the NARDS is being used without a back-up radar system: A. apply vertical separation to successive arriving aircraft in accordance with 562.1; B. do not conduct simultaneous independent 681.2 B. Note: parallel ILS approaches. (N)(R) NARDS may be used to permit a smooth transition from simultaneous independent parallel ILS approaches to dependent or single runway approaches. 681.2 B. Reference: Automated Systems Failure; 443, ATSAMM.

2003-01-23 ATC 6-31 2003-01-23 ATC 6-32 2005-09-29 ATC 6-33 2005-09-29 ATC 6-34 PART 7 — SPECIAL PROCEDURES

700 _ SPECIAL FLIGHT HANDLING 701 FUEL DUMPING 702 DANGEROUS GOODS 703 CIVIL IFR AND CVFR FORMATION FLIGHTS 710 _ U.S. AIRSPACE 711 APPLICATION 712 PROHIBITIONS 713 MERGING TARGET PROCEDURES 714 SPECIAL VFR 715 TRANSPONDER — MODE C DEVIATIONS (IFR FLIGHT) 720 _ NORTHERN AIRSPACE DISPLAY SYSTEM (NADS) 721 UTILIZATION 730 _ SUPPLEMENTARY PROCEDURES FOR CONTROL IN A BILINGUAL ENVIRONMENT 731 LANGUAGE IDENTIFICATION ON FLIGHT DATA STRIPS 732 TRAFFIC INFORMATION 733 CLEARANCES 734 USE OF CHOSEN LANGUAGE OR CHANGE OF LANGUAGE 735 CALL UP OF AN AIRCRAFT WHOSE LANGUAGE OF COMMUNICATION IS UNKNOWN 736 COORDINATION 740 _ CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATIONS (CMNPS) CONTROL PROCEDURES 741 APPLICATION 742 CMNPS TRACKS 743 SEPARATION 744 VERTICAL SEPARATION 745 LATERAL SEPARATION 746 LONGITUDINAL SEPARATION 747 LONGITUDINAL SEPARATION — MACH-NUMBER TECHNIQUE 750 _ SPECIAL AVIATION EVENTS 751 CONTROLLER RESPONSIBILITIES

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2006-07-20 ATC 7-1 PART 7 — SPECIAL PROCEDURES

700 SPECIAL FLIGHT HANDLING

701 FUEL DUMPING

701.1 If information is received that an aircraft plans to dump fuel, obtain the following information: A. The proposed track to be flown. B. Altitude of the fuel dumping procedure. C. The period of time involved. D. The weather conditions in which the operation will be carried out. E. Communication limitations during the fuel 701.1 E. Note: dumping procedure. (N) Communications with an aircraft dumping fuel should be kept to a minimum. While all aircraft are capable of maintaining a listening watch during a fuel dump, HF only equipped aircraft are not permitted to transmit, and many VHF/UHF aircraft may be restricted to limited transmissions. F. Transponder restrictions, if any, during the 701.1 F. Note: fuel dumping procedure. (N) Some aircraft (i.e., CP140) must turn off the transponder during the fuel dumping procedure.

701.2 Restrict the aircraft dumping fuel to an altitude 2,000 feet or more above the highest obstacle within a horizontal distance of 5 miles of the track to be flown. If necessary, consult with the aircraft to determine an appropriate altitude.

701.3 You may request an aircraft to fly a different track.

701.4 You should encourage an aircraft intending to dump fuel, to do so: A. on a constant heading; B. over an unpopulated area; and C. clear of heavy traffic areas.

* 701.5 Separate an IFR or a CVFR aircraft until 15 minutes after a fuel dump has ended by:

2006-07-20 ATC 7-2 *A.10 miles laterally and longitudinally from the 701.5 A. Diagram: track of the aircraft dumping fuel; (D)

10 NM

10 NM 10 NM 10 NM START STOP

FUEL DUMPING TRACK

*B.15 minutes longitudinally from the aircraft * 701.5 B. Diagram: dumping fuel; or (D)

15 MINUTES

*C.6,000 feet below and 3,000 feet above the * 701.5 C. Diagram: altitude of the aircraft dumping fuel. (D)

3,000 FT

FUEL DUMPING 6,000 FT

2006-07-20 ATC 7-3 * 701.6 * 701.6 Phraseology: Arrange for a warning to be broadcast on WARNING TO AIRCRAFT NOT ON ATC appropriate frequencies for uncontrolled traffic, CLEARANCE: (type of aircraft) DUMPING FUEL at a reasonable time before fuel dumping (altitude) A. ON (VOR track) BETWEEN (DME distances); begins. (P) *B.FROM (position) ON (track) FOR (number of minutes/miles); or *C.BETWEEN (position/fix) AND (position/fix) — then — AVOID FLIGHT BETWEEN (altitude 6,000 below to 3,000 feet above fuel dumping altitude) WITHIN TEN NAUTICAL MILES OF THIS TRACK.

701.7 Arrange for a notice of completion to be 701.7 Phraseology: broadcast at the end of the warning period. (P) NOTICE TO ALL CONCERNED: (type of aircraft) FUEL DUMPING COMPLETED.

* 702 DANGEROUS GOODS

* 702.1 * 702.1 Note 1: If requested by the pilot of an aircraft carrying Dangerous goods can be indicated by the dangerous goods that is involved in an in-flight abbreviation DG and, if appropriate, the generic emergency, acquire the following information type of substance being carried; that is, explosives, chemicals, gas. There is no requirement to know and forward it to the destination aerodrome the cargo manifest. authorities through normal ATS * 702.1 Note 2: communications or by telephone: (N) There is no requirement for ATC to routinely inform destination aerodrome authorities of flights carrying dangerous goods. * 702.1 Note 3: In some cases pilots may inform you that the destination aerodrome is aware of dangerous goods information and the only ATC responsibility would be normal emergency call out procedures. A. Type of material aboard and quantity. B. Location in the aircraft. C. Other pertinent information.

703 CIVIL IFR AND CVFR FORMATION FLIGHTS

703.1 703.1 Note: Separate civil IFR or CVFR formation flights The formation leader is responsible for separation from other IFR or CVFR aircraft as follows: between aircraft within the formation. (N)(R) 703.1 Reference: Military IFR Formation Flights; 843. A. Non-radar: 1. for a standard formation flight, apply the appropriate separation minima specified in Part 4, as if it were a single aircraft; and

2006-07-20 ATC 7-4 2. for a non-standard formation flight, apply 703.1 A. 2. Note: increased separation minima when the Formation leaders are required to inform ATC of the lateral or longitudinal spacing of the dimensions of a formation when flying a non- aircraft is in excess of the criteria standard formation. 703.1 A. 2. Example: specified for a standard formation. (N)(E) Formation operating on a frontal width of more than 1 mile: lateral separation is increased by an equal amount. Formation operating with more than 1 mile longitudinally between first and last aircraft: longitudinal separation is increased accordingly. B. Radar: 1. for a standard formation flight, add one mile to the appropriate radar separation minima; 2. between two standard formation flights, add two miles to the appropriate radar separation minima; 3. for a non-standard formation flight, apply the appropriate radar separation minima to the perimeter of the airspace encompassing the non-standard formation or from the outermost aircraft of the non-standard formation, whichever applies; and 4. if necessary, assign an appropriate transponder code to each aircraft in the formation, or to the first and last aircraft in trail.

703.2 703.2 Note 1: Control formation flights as a single aircraft, and Although civil IFR formation flights are to plan a issue control instructions to the formation formation takeoff and landing, unforeseen leader. When individual control is requested, conditions may preclude a formation landing. 703.2 Note 2: issue advisory information which will assist the The formation leader shall be responsible for the aircraft in attaining separation between the separation between all sections or individual aircraft formation and the aircraft to be provided until: individual control. (N) A. position reports indicate that minimum IFR separation has been achieved; or B. they are observed on radar and the minimum radar separation has been achieved.

2006-07-20 ATC 7-5 710 U.S. AIRSPACE

711 APPLICATION

711.1 Control aircraft in U.S. airspace delegated to a Canadian ATC unit, by applying the rules, procedures, and separation minima contained in ATC MANOPS, except for the FAA rules, procedures and separation minima contained in this part.

712 PROHIBITIONS

712.1 712.1 Reference: Do not clear an aircraft to maintain “at least One Thousand on Top; 435. 1,000 feet on top”. (R)

712.2 712.2 Reference: Do not discontinue vertical separation on the Vertical Separation; 472. basis of visual reports from aircraft. (R)

712.3 Do not use the Canadian protected airspace criteria for track separation.

713 MERGING TARGET PROCEDURES

713.1 713.1 Note: Issue traffic information to U.S. Presidential Presidential aircraft and entourage include aircraft aircraft, when targets appear likely to merge, and entourage of the President, Vice-President or unless the aircraft are separated by more than other public figures when designated by the White House. Example call signs are: Air Force One the appropriate vertical separation minima. (N) (President), Army Two (Vice-President), Executive Two Foxtrot (Vice-President's family).

2006-07-20 ATC 7-6 714 SPECIAL VFR

* 714.1 * 714.1 Note 1: Do not approve or authorize SVFR operations SVFR separation minima are established for except where specifically permitted in an helicopter operations and scheduled air carrier Agreement. 714.2 and 714.3 should be applied operations at locations where the volume or complexity warrants. These minima are not listed. in addition to the provisions of any applicable However, when there is an operational requirement Agreement. (N) in delegated airspace, the unit responsible for control must establish procedures in accordance with the approved minima through an Agreement. 714.1 Note 2: Domestic scheduled air carriers are permitted to land or take off when a local surface restriction to visibility is not less than 1/2 statute mile, provided all turns after takeoff or before landing and all flights beyond 1 statute mile from the airport boundary can be accomplished above or outside the area so restricted. The pilot is solely responsible for determining if the nature of the visibility restriction will permit compliance with this provision.

714.2 714.2 Phraseology: Authorize SVFR operations only: (P)(N) CLEARED TO ENTER/OUT OF/THROUGH CONTROL ZONE. — and, if required — (Direction) OF (airport name) AIRPORT (specified routing). — and — MAINTAIN SPECIAL VFR CONDITIONS WHILE IN CONTROL ZONE. 714.2 Note 1: Excluding helicopters, the aircraft must be operated clear of cloud and the flight visibility must be at least 1 statute mile. In addition, for takeoff and landing, and where ground visibility is reported, the ground visibility must be at least 1 statute mile. 714.2 Note 2: SVFR is limited to daylight hours for fixed-wing aircraft, except where the pilot is instrument rated and currently qualified, and the aircraft is equipped for IFR flight.

A. on pilot request; B. within control zones; and C. on the basis of official weather reports of conditions at the airport of intended landing.

714.3 If weather conditions are not reported at the airport of intended landing, authorize SVFR whenever the pilot advises unable to maintain VFR and requests SVFR.

2004-07-08 ATC 7-7 715 TRANSPONDER — MODE C DEVIATIONS (IFR FLIGHT)

715.1 715.1 Note: Pre-flight Requests (Unit Managers): All aircraft (except gliders), operating in controlled Deviations may be authorized for any aircraft airspace within the U.S. above 12,500 feet ASL, are (including non-transponder equipped) on a required to be equipped with an operable 4096 code capability and equipped with automatic pressure continuing basis, provided the request for altitude reporting equipment. deviation is submitted to the ATC unit having jurisdiction over the airspace concerned, at least 4 hours before the proposed operation. (N)

2004-07-08 ATC 7-8 720 NORTHERN AIRSPACE DISPLAY SYSTEM (NADS)

721 UTILIZATION

721.1 * 721.1 Reference: You may use information obtained from NADS Unit Equipment — General; 191. and base control actions on that information, provided all components of the system are functioning correctly. (R)

721.2 Use NADS to obtain: A. track display; B. control estimates; and C. conflict prediction.

721.3 Probe and verify routings and altitudes, as requested by pilots or initiated by controllers.

721.4 If you have reason to doubt the accuracy of the NADS output: A. inform the supervisor; and B. do not use the NADS information suspected of being inaccurate.

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2004-09-30 ATC 7-9 730 SUPPLEMENTARY PROCEDURES FOR CONTROL IN A BILINGUAL ENVIRONMENT

731 LANGUAGE IDENTIFICATION ON FLIGHT DATA STRIPS

731.1 Units shall establish, based on their operations, which official language is less likely to be used and shall consider it the local minority language.

731.2 731.2 Note: Identify flights that have chosen to use the local The Unit Manager shall determine the type of minority language, by marking the aircraft marker or crayon to be used. identification with a highlighting marker or a crayon or by electronic means if using radar only. (N)

731.3 If an aircraft changes language, ensure that there will be no confusion as to the language being used by: A. marking the appropriate strip; or B. replacing the original strip.

732 TRAFFIC INFORMATION

732.1 732.1 Reference: Exchange traffic information between all radar- Radar Traffic Information; 165. identified IFR and CVFR aircraft using different Non-Radar Traffic Information; 166. languages for communications if: (R) Traffic Information; 405. A. their radar targets appear likely to merge; B. the involved aircraft are separated by no more than the minimum vertical separation; and C. two or more aircraft are holding and one is cleared to leave the holding pattern.

733 CLEARANCES

733.1 733.1 Note: If a communication agency will be used to relay Only the IFR controller may translate a clearance or a clearance or instruction, determine the instruction received from another unit. In all other language used by the pilot and issue the cases, clearances or instructions will be issued in the language used by the ATC unit issuing the clearance or instruction in that language. (N) clearance or instruction.

2004-09-30 ATC 7-10 734 USE OF CHOSEN LANGUAGE OR CHANGE OF LANGUAGE

734.1 Communicate only in the language initially chosen by the aircraft, unless: A. a specific request is received from the aircraft to change to the other language; or B. it is considered necessary for safety of flight. 734.1 B. Note: (N) Safety of flight may be considered in jeopardy if communications appear to be misunderstood.

734.2 If you inadvertently initiate a call to an aircraft in the language not chosen by the pilot for communication: A. return to the language originally being used as soon as you realize the error; and B. confirm that communications transmitted in the wrong language were received and understood.

734.3 734.3 Note: If an aircraft initiates a call in the language not Random switching from one language to the other chosen initially for communications: (N) may result in confusion and cannot be permitted under normal operating conditions. A. advise the pilot of the change in language; and B. request confirmation of the language to be used.

734.4 If required, advise the aircraft that service in the French language is terminated.

735 CALL UP OF AN AIRCRAFT WHOSE LANGUAGE OF COMMUNICATION IS UNKNOWN

735.1 Use both languages, as required, if initiating radio contact with an aircraft whose choice of language has not been determined.

2005-04-14 ATC 7-11 735.2 If requesting another aircraft or any communication agency to call an aircraft whose choice of language has not been determined, confirm that the aircraft or the communication agency will be capable of initiating a call in both languages, if required, before making the request.

736 COORDINATION

736.1 736.1 Note 1: If forwarding control information and data on an The omission of this information means that the pilot IFR or CVFR flight, in addition to the is using the English language and if this information procedures in 491 and 492, specify if the was included in data transfer, it need not be mentioned again. aircraft is using the French language. (N) 736.1 Note 2: Occasionally aircraft switch languages when they change from one unit to another. If it is indicated to the receiving controller that the aircraft used the French language with the previous unit, this should be marked in the control transfer box on the strip. When the aircraft contacts the next unit and if French continues to be the aircraft's choice of language, the aircraft identification can then be marked in accordance with 731.

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2005-04-14 ATC 7-12 740 CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATIONS (CMNPS) CONTROL PROCEDURES

741 APPLICATION

741.1 * 741.1 Reference: The control procedures may be applied to Designated Airspace Handbook. CMNPS certified aircraft operating within CMNPS Airspace; RAC 12.5, TC AIM. CMNPS airspace and the CMNPS transition area. (R)

741.2 You may authorize non-certified aircraft to operate within CMNPS airspace provided: A. an altitude reservation has been approved; B. there will be no penalty to CMNPS certified aircraft; or C. the aircraft declares an emergency. (R) * 741.2 C. Reference: Aircraft Navigation Equipment for CMNPS; RAC 12.5.3, TC AIM.

741.3 741.3 Note: Do not provide a non-certified aircraft with the For domestic traffic, an appropriate equipment suffix reduced separation criteria that apply only to denoting certification is recorded on the flight plan. certified aircraft. (N) Foreign carriers over-flying Canada may be considered certified, on the basis that they have flight planned into the airspace and their route of flight indicates the use of RNAV equipment. If for any reason (aircraft type, route, track keeping etc.) you suspect an aircraft may not be certified, you should query the pilot and, depending upon the response, take appropriate action.

742 CMNPS TRACKS

742.1 742.1 Note: You may reroute aircraft operating on random A series of tracks and laterals have been tracks to established ACA and NCA tracks if established in the ACA and the NCA to facilitate the traffic warrants. (N)(R) application of reduced separation minima and Mach number technique. During certain periods, flight planning via these tracks may be made mandatory. 742.1 Reference: En Route High Altitude Charts; Flight Information Publications.

743 SEPARATION

743.1 743.1 Note: Separate CMNPS certified aircraft using area If applicable, separation minima in Part 4 may be navigation systems and operating off airways used in conjunction with these procedures. as follows: (N)

2005-04-14 ATC 7-13 A. Base control on projected tracks and 743.1 A. Note: estimates as substantiated by position Position reports derived from on board navigation reports. (N)(R) systems of CMNPS aircraft may be used for control purposes. 743.1 A. Reference: Separation - Application; 471. B. Separate aircraft based on the minima and 743.1 B. Note 1: procedures specified in this section. (N)(R) Vertical separation may be established or discontinued where the aircraft crosses the nearest full or half degree of latitude or longitude that will provide the required separation. 743.1 B. Note 2: Lateral separation exists until the time that an aircraft on one track reaches a point: A. 60 miles, as measured perpendicularly, to the other track; or B. determined by latitude or longitude as follows: 1. 1 degree of latitude; or 2. the required degrees of longitude that provide at least 60 miles between tracks. 743.1 B. Note 3: In the case of intersecting tracks, determination of the point where 60 miles exists between centrelines may be based upon the point where protected airspace overlaps, versus measuring 60 miles perpendicularly from the other track. RNAV distances may be used in applying vertical separation to identify the point where protected airspace overlap, by using the information in 743.1 B. Note 4 and 744.5 Note. 743.1 B. Note 4: The following table may be used to determine the distance where vertical separation must be established, measured from the point where tracks cross.. ANGLE BETWEEN AREA OF OVERLAP TRACKS CEASES

10° 344 MILES 15° 230 MILES 20° 173 MILES 25° 139 MILES 30° 116 MILES 35° 100 MILES 40° 88 MILES 44° 80 MILES 743.1 B. Reference: Vertical Separation; 744. Lateral Separation; 745. Longitudinal Separation; 746.

2005-04-14 ATC 7-14 744 VERTICAL SEPARATION

744.1 744.1 Note: Establish vertical separation between aircraft Lateral separation exists until the time that an on the same track that are converging to an aircraft on one of the tracks reaches a point 60 miles area of overlap, when they are at least 60 miles or 1 degree, as measured perpendicularly, from the other track. or 1 degree of latitude apart if: (N)(R)(D) 744.1 Reference: Longitudinal Separation; 746. 744.1 Diagram 1:

VERTICAL SEPARATION REQUIRED BY THIS POINT

56N

60 MILES

55N

744.1 Diagram 2:

60 MILES

VERTICAL SEPARATION REQUIRED BY THIS POINT

65W 60W 744.1 Diagram 3:

VERTICAL SEPARATION REQUIRED BY THIS POINT

60 MILES

A. the tracks are not laterally separated; and

2006-01-19 ATC 7-15 B. longitudinal separation does not exist.

744.2 744.2 Reference: You may discontinue vertical separation Area of Overlap Table; 743.1 B. Note 4. between aircraft on the same track that are 744.2 Diagram 1: diverging from an area of overlap, when they are at least 60 miles or 1 degree of latitude VERTICAL SEPARATION apart. (R)(D) MAY BE DISCONTINUED AT THIS POINT 56N

60 MILES

55N

744.2 Diagram 2:

SEPARATION DETERMINED FROM OVERLAP OF PROTECTED AIRSPACE 30 MILES

30 MILES

VERTICAL SEPARATION MAY BE DISCONTINUED AT THIS POINT

744.3 744.3 Note: Apply vertical separation between aircraft on For the purpose of CMNPS procedures, the reciprocal tracks from 15 minutes before, until following are considered to be reciprocal tracks: 15 minutes after their estimated passing time. A. tracks which are identical but opposite in direction; (N)(D) B. tracks which are parallel or non-parallel, not intersecting and not laterally separated; and C. tracks which intersect at an angle of 136 degrees to 180 degrees inclusive.

2006-01-19 ATC 7-16 744.3 Diagram 1:

15 MINUTES 15 MINUTES *

ESTIMATED PASSING POINT

15 MINUTES * 15 MINUTES

744.3 Diagram 2: ESTIMATED PASSING POINT

* *

15 MINUTES

15 MINUTES 15 MINUTES

* *

744.3 Diagram 3:

44 DEGREES OR LESS 15 MINUTES *

* 15 MINUTES ESTIMATED PASSING POINT

744.4 You may discontinue vertical separation between aircraft on reciprocal tracks, provided one of the following conditions is met:

2005-04-14 ATC 7-17 A. both aircraft have reported over a common 744.4 A. Diagram: point and 10 minutes have elapsed after their estimated passing; or (D)

10 MINUTES

ESTIMATED PASSING COMMON POINT POINT

10 MINUTES

B. position reports indicate the aircraft have 744.4 B. Diagram: passed and are 60 miles apart. (D)

60 MILES

744.5 744.5 Note: If longitudinal separation will not exist, apply The following table may be used to determine the vertical separation between aircraft on crossing distance where vertical separation must be tracks as follows: (N)(R)(D) established or may be discontinued, measured from the point where the tracks cross.

ANGLE BETWEEN AREA OF OVERLAP TRACKS CEASES

45° 78 MILES 50° 71 MILES 55° 65 MILES 60° - 90° 60 MILES 744.5 Reference: Vertical Separation; 743.1 B. Note 3. Longitudinal Separation; 746.

2005-04-14 ATC 7-18 744.5 Diagram 1:

VERTICAL SEPARATION REQUIRED BY THIS POINT 30 NM

45 °

78 NM COMMON 30 NM POINT

SEPARATION DETERMINED FROM OVERLAP OF PROTECTED AIRSPACE

744.5 Diagram 2:

VERTICAL SEPARATION REQUIRED BY THIS POINT

56N

60 MILES 55N COMMON POINT 54N

744.5 Diagram 3:

SELECTED LONGITUDE PROVIDES 60 MILES FROM CROSSING COMMON TRACK POINT

60 MILES

64W 60W A. establish vertical separation between aircraft when they are at least 60 miles or 1 degree of latitude apart; or B. you may discontinue vertical separation between aircraft that have passed and are at least 60 miles or 1 degree of latitude apart.

2005-04-14 ATC 7-19 745 LATERAL SEPARATION

745.1 745.1 Note: Separate aircraft laterally by 60 miles based on Specific tracks not meeting the minimum as the distance between track centrelines. (N) specified in 745.1, 745.2, 745.3, and 745.4 must be approved by Head Office.

745.2 You may separate aircraft laterally with reference to their difference in latitude, using 1 degree instead of 60 miles, provided that, in any interval of 10 degrees of longitude, the change in latitude of one of the tracks does not exceed: A. 1 degree in the area between 70 degrees 745.2 A. Diagram: North and 80 degrees North; (D) 60W 55W 50W 80N

125 55 54 79N

51 131

78N

B. 2 degrees in the area between 58 degrees 745.2 B. Diagram: North and 70 degrees North; and (D) 60W 55W 50W 70N

55 246 69N

68N

50 254

67N

2005-04-14 ATC 7-20 C. 3 degrees in the area south of 58 degrees 745.2 C. Diagram: North. (D)

60W 55W 50W 58N

55 57N

375 53 56N 384

55N 51

54N

745.3 Separate aircraft laterally by 60 miles while they are operating on tracks that: A. are north of 80 degrees North; or B. have a change in latitude which exceeds the allowable limits in 745.2.

745.4 745.4 Reference: Separate aircraft using area navigation Lateral Separation; 344, ATSAMM. systems, from the airspace to be protected for 745.4 Diagram: aircraft that are using ground-based NAVAIDs, by 30 miles. (R)(D)

30 MILES

745.5 745.5 Note: Apply lateral separation to aircraft on reciprocal Inbound and outbound are in reference to the point tracks that do not coincide, provided: (N) of crossing.

2005-04-14 ATC 7-21 A. estimates indicate the outbound aircraft will 745.5 A. Diagram: be at least 10 minutes beyond the point SEPARATION DETERMINED where lateral separation is achieved, when FROM OVERLAP OF the inbound aircraft reaches the point where PROTECTED AIRSPACE lateral separation is lost; or (D) 10 MINUTES 30 MILES

44 DEGREES OR LESS

30 MILES

B. estimates indicate the inbound aircraft is at 745.5 B. Diagram: least 10 minutes away from the point where

lateral separation will be lost, when the SEPARATION DETERMINED outbound aircraft reaches the point where FROM OVERLAP OF lateral separation is achieved. (D) PROTECTED AIRSPACE 30 MILES

44 DEGREES OR LESS

30 MILES

10 MINUTES

746 LONGITUDINAL SEPARATION

746.1 Separate aircraft by 15 minutes if they will follow: A. the same track; or (D) 746.1 A. Diagram:

44 DEGREESS OR LESS

15 MINUTES

2005-04-14 ATC 7-22 B. tracks not laterally separated. (D) 746.1 B. Diagram:

TRACKS NOT LATERALLY SEPARATED

15 MINUTES

746.2 746.2 Diagram: Separate aircraft on crossing tracks by using one of the following minima: (D)

45 DEGREES

15/20 MINUTES COMMON POINT

A. 20 minutes, if either aircraft is maintaining a groundspeed less than 340 knots. B. 15 minutes, provided both aircraft are maintaining groundspeeds of 340 knots or greater.

747 LONGITUDINAL SEPARATION — MACH-NUMBER TECHNIQUE

747.1 747.1 Note 1: Apply Mach-number technique if required for When reclearing aircraft on initial entry into separation of aircraft entering CMNPS Canadian Domestic airspace and separation is airspace. (N)(R) based on Mach-number technique, it is necessary that the Mach-number form part of the clearance. 747.1 Note 2: Once accepted as part of the ATC clearance the Mach-number will be adhered to, unless the aircraft obtains ATC approval to change. * 747.1 Reference: Mach-number/True Airspeed — Clearances and Reports; RAC 8.3, TC AIM.

2005-04-14 ATC 7-23 747.2 When applying Mach-number technique, assign a Mach-number in each clearance issued for the duration of the application.

747.3 Ensure that the required separation is being maintained or increased while applying Mach- number technique, by obtaining: A. position reports at significant points that are not more than one hour's flying time apart; and B. as necessary, confirmation from the pilot 747.3 B. Phraseology: that the assigned Mach-number is being CONFIRM MAINTAINING MACH (number). maintained. (P)(N) 747.3 B. Note: Requests for confirmation of Mach-number may be done in conjunction with a position report.

747.4 747.4 Reference: Separate aircraft by 10 minutes provided: Mach-number Technique; Definitions. (R)(D) Common Point; Definitions. Significant Point; Definitions. 747.4 Diagram:

10 MINUTES

FL350

10 MINUTES

FL330

FL310

10 MINUTES

A. the Mach-number technique is used; B. the aircraft are in level flight, climbing, or descending; C. the aircraft are operating on the identical track or continuously diverging tracks; D. the aircraft have reported over a common point; and

2005-04-14 ATC 7-24 E. the required longitudinal separation will be 747.4 E. Diagram 1: maintained until tracks diverge, and when 55N tracks diverge, the required lateral EST 1000 separation and at least 5 minutes 60 MILES AND longitudinal separation will exist at the point 5 MINUTES where lateral separation is achieved. (D) 10 MIN. AT THE POINT WHERE TRACKS DIVERGE

EST 1005 SAME TRACK 50N

747.4 E. Diagram 2: 55N 60 MILES AND 5 MINUTES

EST 0915 EST 0910

50N

10 MIN. AT THE POINT WHERE TRACKS DIVERGE

747.5 747.5 Note 1: Separate a faster succeeding aircraft from a Where automated systems provide conflict slower preceding aircraft by ensuring that not prediction, there is no requirement to use the less than 10 minutes is maintained: (N) diagram to determine the appropriate separation minimum. 747.5 Note 2: Groundspeed determined from RNAV position reports or radar displayed information is acceptable.

2005-04-14 ATC 7-25 747.5 Note 3: The following table may be used as a rule of thumb to determine the required separation:: DIFFERENCE DISTANCE TO FLY: SEPARATION IN MACH REQUIRED AT COMMON POINT

001 601 1201 1801 2401 600 1200 1800 2400 3000

.011112131415

.021214161820

.031316192225

.041418222630

.051520253035

.061622283440

.071724313845

.081826344250

.091928374655

.102030405060 A. until tracks diverge, and when tracks 747.5 A. Reference: diverge, the required lateral separation and Longitudinal Separation; 747.4 E. Diagrams 1 and at least 5 minutes longitudinal separation 2. will exist at the point where lateral separation is achieved; or (R) B. to a point at which another form of separation will be achieved.

747.6 747.6 Diagram: You may separate aircraft that have not reported over a common point as specified in 747.4, provided you ensure through the use of radar, DME, or RNAV distance, that the COMMON minimum will exist at the common point from POINT which the aircraft will follow an identical track or continuously diverging tracks. (D)

LIMITOFRADAR/DME COVERAGE

2005-04-14 ATC 7-26 747.7 747.7 Note: You may reduce the minimum specified in 747.4 If the aircraft will follow continuously diverging tracks in accordance with the following table, provided: and the required lateral separation will be achieved (N) not later than 20 minutes after the preceding aircraft has passed the common point, the requirement to have 5 minutes longitudinal separation where lateral separation is achieved does not apply. A. the preceding aircraft is maintaining a greater Mach-number than the succeeding aircraft; and B. 1. the aircraft have reported over a common 747.7 B. 1. Note: point; or (N) The fix tolerance area for the fix derived from ground based NAVAIDs shall not exceed that of an NDB at the appropriate altitude. 2. radar, DME, or RNAV distance is used to ensure that the appropriate time interval exists and will exist at the common point.

MACH MINIMUM DIFFERENCE SEPARATION

.02 9 MINUTES .03 8 MINUTES .04 7 MINUTES .05 6 MINUTES .06 5 MINUTES

2006-01-19 ATC 7-27 750 SPECIAL AVIATION EVENTS

751 CONTROLLERS RESPONSIBILITIES

751.1 751.1 Reference: Provide taxi instructions and take off and Special Aviation Events manual. landing clearances to air show aircraft. (R)

751.2 751.2 Note 1: Unless an emergency exists, do not attempt to Transport Canada issues a Special Flight “control” or interfere with performing aircraft and Operations Certificate to the air show organizer. The vehicles during their air show act. (N)(R) safety of air show flight operations rests with the Director of Flight Operations, the Event Safety Officer and Transport Canada. 751.2 Note 2: Airshow acts are not subject to NAV CANADA approval. During a Special Aviation Event, the role of NAV CANADA is limited to protecting the air show airspace as per the appropriate NOTAM until completion of the event. 751.2 Reference: Special Aviation Event (Air Show); 319, ATSAMM. Event Management; 603.05, CARs.

* 751.3 751.3 Note: Provide control services to non-participating The decision as to the time periods in which non- local and itinerant aircraft in accordance with participating aircraft are permitted to operate in or the Agreement between the airport authority out of a particular airport rests with the airport operator and not NAV CANADA. It is the and the air show organizer during air show responsibility of the air show authority and the hours. (N) airport operator to reach an agreement as to the type of operations permitted by non-participating aircraft during the air show.

751.4 Do not interrupt an air show performance to accommodate a routine arrival or departure by a non-participating aircraft. Short delays may be required for some aircraft.

751.5 751.5 Note: Do not relieve pilots of the requirement to have Requests for waivers to allow for increased a functioning transponder in airspace where it is participation of non-transponder equipped aircraft normally required. (N) must be referred to Transport Canada, ANS and Airspace.

751.6 751.6 Reference: Monitor the weather conditions and alert the air Weather Conditions; 603.08, CARs. show authority or the airshow representative of changes that could be significant to the event. (R)

2006-01-19 ATC 7-28 PART 8 — ALTITUDE RESERVATIONS AND MILITARY DIRECTIVES

800 _ ALTITUDE RESERVATIONS — GENERAL 801 APPLICATION 802 OBJECTIVES 803 SUPPLEMENTARY ABBREVIATIONS 804 SUPPLEMENTARY DEFINITIONS 805 AREAS OF AUTHORITY 806 RESPONSIBILITIES 807 MARSA 810 _ ALTITUDE RESERVATIONS — PROCESSING 811 ALTRV APREQ FILING AND AMENDMENT 812 MILITARY RESERVATIONS 813 COORDINATION 814 ALTITUDE RESERVATION APPROVAL 815 NOTAM 820 _ ALTITUDE RESERVATIONS — PLANNING AND SEPARATION 821 GENERAL 822 VERTICAL SEPARATION 823 LATERAL SEPARATION 824 LONGITUDINAL SEPARATION 825 REDUCED SEPARATION 830 _ ALTITUDE RESERVATIONS — CONTROL PROCEDURES 831 GENERAL 832 SEPARATION 833 ALTRV MODIFICATIONS 840 _ SPECIAL MILITARY DIRECTIVES 841 MODIFICATION OF MINIMA FOR MILITARY AIRCRAFT 842 INTER-CENTRE COORDINATION — JET FIGHTER AIRCRAFT ON IFR FLIGHT PLANS 843 MILITARY IFR FORMATION FLIGHTS 844 OPEN SKIES TREATY FLIGHTS 845 USAF BOMBER CELL FLIGHTS 846 USAF TANKER CELESTIAL NAVIGATION TRAINING 847 JET APPROACHES AND PENETRATION TURN PROCEDURES 848 ELECTRONIC COUNTER-MEASURES (ECM) 850 _ MILITARY TRAINING ROUTES 851 GENERAL 852 SEPARATION 853 MTR MODIFICATIONS

2002-04-18 ATC 8-1 860 _ MILITARY OPERATIONS ON AIR REFUELLING (AR) TRACKS 861 GENERAL 862 PROCEDURES

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2002-04-18 ATC 8-2 PART 8 — ALTITUDE RESERVATIONS AND MILITARY DIRECTIVES

800 ALTITUDE RESERVATIONS — GENERAL

801 APPLICATION

801.1 801.1 Note: Apply the rules, procedures, and separation Altitude reservations are employed when a number minima contained in this part in the provision of of aircraft must be moved with less than standard altitude reservation service. (N) IFR separation between aircraft, or when a number of aircraft must operate within prescribed altitudes, times or areas.

801.2 801.2 Note: Give due consideration to total user For control purposes, a military ALTRV APVL is a requirements, with respect to the approval of planned, priority IFR operation for a flight when the APREQs and application of the ALTRV service. route of flight, altitude and timing are critical to the integrity of the operation. (N)

802 OBJECTIVES

802.1 The objectives of the NAV CANADA Altitude Reservation Service are: A. to apply rules, procedures, and separation minima to ensure the most efficient use of airspace, commensurate with the requirements of all agencies concerned in planning and applying altitude reservation service; B. to ensure coordination between all agencies concerned in planning ALTRVs; and C. to disseminate, as required, information concerning ALTRVs.

2006-01-19 ATC 8-3 803 SUPPLEMENTARY ABBREVIATIONS

803.1 803.1 Note: The abbreviations contained in this part are The abbreviations contained in this Part are supplemental to the Abbreviations of ATC commonly used military terms. They may or may not MANOPS. (N) be found in Part 8 but are necessary for a more complete understanding of military operations.

ADCF Air Defence Control Facility IP Initial Point (U.S.) ADLO Aerospace Defence Liaison JCS Joint Chiefs of Staff Officer ARCP Air Refuelling Control Point MNVR Manoeuvre ARCT Air Refuelling Control Time MRCU Military Radar Control Unit ARIP Air Refuelling Initial Point MTR Military Training Route AWACS Airborne Warning and Control PACE Performance Analysis by System Continuous Evaluation (flight) BRL Bomb Release Line PTC Positive Target Control CMPS Compress RCVR Receiver Aircraft for Air Refuelling CNLG Celestial Navigation leg RNDZ Rendezvous DAJP Departure Adjustment Point ROMES Reference Our Message DOLLY Data Link RUMES Reference Your Message DPRT Departure or Depart RZPT Rendezvous Point DRCT Direct SAOC Sector Air Operations Control Centre EEP End Exercise Point SPADE Air Sovereignty Test (U.S.) ENCAN Enter Canadian Airspace SUADE Air Sovereignty Test (Canada) ENDAR End Aerial Refuelling TALEX Tactical Airlift Exercise EXCAN Exit Canadian Airspace TKOF Take off FREQ Frequency TNKR Tanker FRMN Formation VCSL Voice Call Sign List HHCL H-Hour Control Line XPND Expand

804 SUPPLEMENTARY DEFINITIONS

804.1 804.1 Note: The definitions contained in this Part are 803.1 Note regarding abreviations applies to supplemental to the Definitions of ATC definitions as well. MANOPS: (N)

AIR DEFENCE LONG RANGE RADAR — A military radar sensor system comprised of a transmitter, antenna and associated communications, which can detect and track targets at all azimuths, ranges and elevations. It is used for tactical warning/attack assessment and for command and control of fighters in the conduct of air sovereignty missions.

AIRBORNE WARNING AND CONTROL SYSTEM — An airborne radar unit, used as an extension of a military radar unit during planned exercises and daily training missions.

2006-01-19 ATC 8-4 AIR REFUELLING CONTROL POINT — The geographical point over which the receiver aircraft arrives in the observation/refuelling position with respect to the assigned tanker.

AIR REFUELLING INITIAL POINT — The geographical point at which the receiver aircraft enters the refuelling track, initiates radio contact with the tanker and begins a manoeuvre to rendezvous.

AIR SOVEREIGNTY TEST — An aircraft on a NOPAR flight plan or ALTRV that is designed to test the detection, identification, and reporting functions of the air defence forces (ADCF and interceptor/fighter units).

BIG PHOTO — The general term used for aircraft performing ECM.

BURST — A code word signifying chaff drops at intervals short enough to appear on radar displays as individual target returns.

DEPARTURE ADJUSTMENT POINT — The planned point on a route where a delaying manoeuvre may be used by aircrew if the flight is ahead of schedule. Usually the manoeuvre consists of flying a triangle.

ELECTRONIC COUNTER MEASURES — Electronic radiation or chaff dispensing activities, with the object of impairing (electronic jamming) the use of electronic devices, equipment, systems or with the intent to mislead (electronic deception) users in the interpretation or use of information by their electronic systems.

ELECTRIC COUNTER COUNTER MEASURES — Actions taken to ensure effective use of the electromagnetic spectrum, despite the employment of ECM, with the intent to reduce the radar degradation induced by certain types of ECM.

END EXERCISE POINT — The point at which an aircraft is no longer classified as a faker target.

EXERCISE ROUTE — The route of flight to be flown by strike force aircraft from departure to point of recovery.

FAKER TARGET — A strike force aircraft simulating a hostile aircraft during an air defence exercise while in the strike route portion of the mission; i.e., IP/HHCL to ground target BRL/EEP.

FAKER MONITOR or TARGET MONITOR — Military personnel responsible for monitoring the progress and providing safety to faker aircraft in accordance with safe intercept criteria, beginning at the IP/HHCL and terminating at the BRL/EEP or at the point of final neutralization.

INITIAL POINT or H-HOUR CONTROL LINE — That point at which the faker route portion of the exercise begins.

JAMMING — Electronic or mechanical interference which may disrupt the display of aircraft on radar or the transmission or reception of radio communications or navigation.

2006-01-19 ATC 8-5 MILITARY IFR FORMATION FLIGHT — More than one aircraft which, by prior arrangement between the pilots, normally operate as a single aircraft with regard to navigation and position reporting. Formation flights may be identified on individual IFR flight plans or may be contained within an ALTRV. As circumstances require, they may be: A. Standard formation — One in which: 1. the formation leader will operate at the assigned altitude and the other formation aircraft will be within one hundred feet vertically of the altitude of the formation leader; 2. the formation will occupy a maximum frontal width of one NM; and 3. the formation will have a maximum longitudinal spacing of one NM between the first and the last aircraft. B. Non-standard formations: 1. Individual flight plan formations outside of ALTRVs whereby, through prior arrangement with ATC, the flight leader has requested, and ATC has approved, other than standard formation dimensions. 2. Individual flight plan formations within ALTRVs whereby, through prior arrangement with ATC, the aircraft operate on the same route as a single aircraft with regard to altitude, navigation, and position reporting, longitudinally contained within 1 minute flying time. 3. Cell formation: A military term used to describe a number of aircraft operating along the same track, either on an individual IFR flight plan or in an ALTRV, longitudinally contained within 1 minute flying time, laterally contained within the track width to be protected and utilizing normally 3,000 consecutive feet of altitude. 4. Stream formation: A military term to describe a number of aircraft operating along the same track within an ALTRV, with more than 1 minute, but not more than 15 minutes longitudinal spacing between aircraft (or cells), laterally contained within the route to be protected and utilizing normally 3,000 consecutive feet of altitude. With regard to position reporting, the first and last aircraft in the stream shall make a position report at each reporting point and shall indicate their position in the formation.

MILITARY RADAR CONTROL UNIT — A military ATC facility established to provide ATC services using radar-derived information.

MILITARY TERMINAL CONTROL UNIT — A surveillance and precision radar system of control, consolidated into one specific military unit, to provide radar traffic control service to IFR flights operating within a designated Terminal Control Area.

MILITARY TRAINING ROUTE — An airspace: A. of defined dimensions established for the conduct of military training; B. may be flown IFR or VFR; and C. may be established in controlled, or uncontrolled airspace, or both.

PARTICIPATING AIRCRAFT — Only those aircraft that are engaged in and identified as part of the military activity being conducted, or to be conducted through the auspices of an ALTRV APVL or an in- flight refuelling mission.

POSITIVE TARGET CONTROL — The operation of faker aircraft transponders on discrete Mode 3/A codes, to satisfy Air Defence faker monitor and ATC requirements.

2006-01-19 ATC 8-6 RENDEZVOUS — A planned arrival of 2 or more aircraft over a predetermined point, terminating in a visual contact prior to effecting a refuelling hook-up or conducting other activities requiring proximate operations.

TERRAIN FOLLOWING — The flight of a military aircraft maintaining a constant altitude above the terrain or the highest obstruction. The altitude will constantly change with the varying terrain or obstruction.

805 AREAS OF AUTHORITY

805.1 805.1 Reference: ARE is authorized to: (R) Altitude Reservation; Definitions. A. approve all ALTRVs in controlled airspace within the Toronto, Montreal, Moncton and Gander FIRs/CTAs and the Gander Oceanic FIR/CTA except as provided in 805.4 ; and B. coordinate the ALTRV APVLs with the appropriate ACCs and other agencies as necessary.

805.2 805.2 Reference: ARW is authorized to: (R) Altitude Reservation; Definitions. A. approve all ALTRVs in controlled airspace within the Winnipeg, Edmonton and Vancouver FIRs/CTAs except as provided in 805.4 ; and B. coordinate the ALTRV APVLs with the appropriate ACCs and other agencies as necessary.

805.3 805.3 Note: ARE or ARW shall process a military ALTRV The CARs do not apply to Canadian Military aircraft that would involve contravention of Transport flying under the authority of the Minister of National Canada procedures or the CARs only after: (N) Defence or to military aircraft of another country that the Minister of National Defence has exempted from the CARs. A. the originating agency has been informed of the contravention with the exception of the application of MARSA; and B. the agency informs ARE or ARW that the ALTRV is to be processed without modification.

2006-04-13 ATC 8-7 805.4 805.4 Note: ACCs are delegated authority to approve The Airspace Control Arrangements in question are ALTRVs within their FIR for airspace those that involve military ALTRV requirements for requirements that have been defined through operations that may affect the normal flow of traffic and reoccur on a short notice basis. An example is Airspace Control Arrangements between the TALEX flights. The areas may or may not be ACC, specified military commands and ARE or published or NOTAMed depending on the activity ARW. (N)(R) taking place. 805.4 Reference: Responsibilities; 806. Accords with DND; 302.2 , ATSAMM.

* 805.5 If agreement on the conditions of an ALTRV APVL cannot be reached, ARE or ARW shall refer the problem to the Manager, ATS Standards and Procedures for direction.

806 RESPONSIBILITIES

806.1 ARE and ARW shall, as required, take the following actions: A. Collect and disseminate information relative to the provision of the altitude reservation service. B. Determine to what extent requests and amendments can be accepted in advance of estimated departure times. C. Plot ALTRV information. D. Assess the impact of the request on other traffic. E. Ensure that the separation minima in 820 are maintained in the planning of ALTRVs. F. Coordinate with ACCs, requesting agencies, and foreign reservation facilities. G. Approve ALTRVs within their respective areas of authority. H. Originate and issue appropriate ALTRV NOTAMs.

806.2 ACCs shall, as required, take the following actions:

2006-04-13 ATC 8-8 A. Acknowledge all APVL and recap messages 806.2 A. Note 1: received from ARE or ARW. (N) Acknowledgement messages are required by ARE or ARW to ensure the ACCs have received the APVL message. 806.2 A. Note 2: ARE or ARW may, depending on the scale of the exercise and number of individual ALTRVs involved, send out a recap message listing the individual ALTRVs. B. Review all APVL messages to ensure completeness and advise ARE or ARW of any requested changes to the APREQ. C. Plot ALTRV information within their FIRs. D. Approve ALTRVs as permitted by 805.4. E. Ensure that the separation minima in 820 are maintained between ACC-approved ALTRVs and all other approved ALTRVs. F. Coordinate, as required, with other ACCs, requesting agencies, and ARE or ARW. G. Provide ARE or ARW with current information concerning airspace utilization within their FIRs. H. Inform ARE or ARW of any problems attributable to ALTRV processing within 7 days of the completion of the mission.

807 MARSA

807.1 807.1 Note 1: You may approve an ALTRV for the use of more The application of MARSA is a military service than one military aircraft provided the APREQ prerogative and will not be initiated indiscriminately specifies: (N)(R) by individual military units or pilots. Military commands authorizing MARSA are responsible for its implementation and use. 807.1 Reference: MARSA; Definitions. A. MARSA if all aircraft are using the same mission code name; or B. MARSA with respect to other specific agencies or missions involved in the use of the same airspace if aircraft are using different mission code names.

Original ATC 8-9 807.2 807.2 Note 1: You may approve ALTRVs that are separated ATC units do not initiate or deny MARSA. Their sole from each other by less than the minima responsibility is to provide separation between contained in 820 provided the APREQ specifies military aircraft engaged in MARSA operations and other non-participating IFR/CVFR aircraft. MARSA with respect to other specific agencies 807.2 Note 2: or missions involved in the use of the same The originator of an APREQ which specifies airspace. (N)(E) MARSA with another agency is responsible for coordinating with the other agency before submitting the initial request or a subsequent amendment. 807.2 Example: MARSA SEA LION AREA.

Original ATC 8-10 810 ALTITUDE RESERVATIONS — PROCESSING

811 ALTRV APREQ FILING AND AMENDMENT

811.1 ARE and ARW are the central coordinating agencies of the NAV CANADA Altitude Reservation Service.

811.2 811.2 Note: The following message format shall be used for Military agencies will file a separate APREQ for filing an approval request: (N)(R) each aircraft or for each group of aircraft departing from the same base. 811.2 Reference: Altitude Reservation Message; 1031. A. APREQ: (Mission name and priority number, if applicable). B. Item A: (Aircraft identification or radio call sign). C. Item B: (Number, type of aircraft, and equipment suffix). D. Item C: (Point of departure). E. Item D: (Altitudes, routes, manoeuvring areas if applicable, frontal widths if greater than the equivalent of a single aircraft, IBASF if applicable, and elapsed times or valid and void times). F. Item E: (Destination and estimated time en route). G. Item F: (Proposed departure time, cell identification including number of aircraft in cell(s), and ADMIS and AVANA (if applicable). H. Item G: 811.2 H. Note: (True airspeed in knots and other remarks For all altitude reservations within the Gander such as MARSA, PADRA, NOPAR, CMNPS Oceanic Control Area, MNPS or non-MNPS or non-CMNPS certified, MNPS or non- certified is to be indicated. MNPS certified, project officer's name and phone number). (N)

811.3 The route of flight filed in an APREQ shall be as follows:

2006-01-19 ATC 8-11 A. Within domestic FIRs — via NAVAIDs, fixes 811.3 A. Note: or coordinates of latitude and longitude. (N) Where coordinates are filed for existing NAVAIDs in an APREQ, ARE or ARW will identify the NAVAIDs in the message sent to ACCs. B. Within oceanic CTAs/FIRs — via oceanic 811.3 Example: intersections or whole degrees of latitude at 5800N 4000W, 5700N 5000W, and so on. each ten degrees of longitude. (E)

811.4 811.4 Note: ARE or ARW may accept an APREQ or an Processing time includes both ARE/ARW and ACC amendment to an APREQ up to 24 hours time considerations. before an operation, provided processing can 811.4 Reference: Military Reservations; 812. be completed in time. (N) (R)

811.5 811.5 Note: ARE or ARW may accept an amendment to an Whenever possible, at least 24 hours advance APREQ less than 24 hours before an operation, notice is desirable for postponement of an ALTRV provided an international NOTAM is not involving activities that require international NOTAM action. required and processing can be completed in 811.5 Reference: time. (N)(R) NOTAM; 815.

812 MILITARY RESERVATIONS

812.1 812.1 Note: Approve military APREQs for peacetime The originator is responsible for assigning the operations on the basis of the following priority appropriate class. list: (N) A. Class One — Aircraft implementing 812.1 A. Note: peacetime national emergency plans. (N) Class One APREQs are filed so as to reach ARE or ARW as far in advance of takeoff as practicable. B. Class Two — Aircraft engaged in search and 812.1 B. Note: rescue operations. (N) Class Two APREQs are filed so as to reach ARE or ARW as far in advance of takeoff as practicable. C. Class Three — Aircraft engaged in 812.1 C. Note: emergency air evacuations, hurricane Class Three APREQs are filed so as to reach ARE operations, or other operations involving or ARW as far in advance of takeoff as practicable. safety of lives or property; that is, use of airlift forces as directed by the appropriate authority in support of domestic crises. (N) D. Class Four — Deployments, at the 812.1 D. Note: discretion of the Chief of Defence Staff, in Class Four APREQs are filed so as to reach ARE or support of an exercise or large scale ARW as far in advance of takeoff as practicable. mission and fulfilling an unforeseen requirement. The deployment should be essential to the success of the exercise or mission. (N)

2006-01-19 ATC 8-12 E. Class Five — Aircraft engaged in important 812.1 E. Note: peacetime service, joint or specified Notification of this priority must be received from the command exercises or missions. (N) appropriate military headquarters. Class Five APREQs are filed so as to reach ARE or ARW at least 15 days in advance of takeoff. F. Class Six — Aircraft engaged in large-scale 812.1 F. Note: missions directed by a command Class Six APREQs are filed so as to reach ARE or headquarters. (N) ARW at least 10 days in advance of takeoff. G. Class Seven — Aircraft engaged in 812.1 G. Note: evaluation-type operations or overseas Class Seven APREQs are filed so as to reach ARE deployment. (N) or ARW at least 4 days in advance of takeoff. H. Class Eight — Aircraft engaged in missions 812.1 H. Note: directed by specified air forces or Class Eight APREQs are filed so as to reach ARE commands, aircraft engaged in other or ARW at least 4 days in advance of takeoff. training exercises, and all other aircraft requesting ALTRVs. (N)

812.2 If aircraft in different ALTRVs of equal priority will be separated by less than the minima in 820, approve only the APREQ that was received first except as indicated in 805.3.

813 COORDINATION

813.1 ARE or ARW shall coordinate between all agencies that are involved in the provision of the altitude reservation service, including: A. the originating agency; B. Canadian ACCs; and C. foreign reservation facilities.

813.2 813.2 Note: ARE or ARW may include in APVL messages, ACCs will be given as much time as practicable, to sent to ACCs, a date and time by which a reply consider and reply to an APVL message and to must be received. (N) identify any problems.

814 ALTITUDE RESERVATION APPROVAL

814.1 814.1 Note: Do not approve an ALTRV encompassing An ALTRV, unless otherwise coordinated, starts at airspace from the ground to cruising altitude. the first cruising altitude or entry altitude and within (N) the time window identified in the ALTRV APVL.

2006-01-19 ATC 8-13 814.2 814.2 Note: Include the following items in an ALTRV APVL: Except as required for a manoeuvring area or an (N) expanded frontal width, a moving ALTRV is expressed as the track to be flown. A stationary ALTRV is expressed as the geographical limits of the airspace involved. A. 1. the track to be flown; or 2. the geographical limits of the airspace; B. the vertical limits; C. the time limits; and D. IBCSF and IBASF times.

815 NOTAM

815.1 815.1 Note: ARE or ARW shall issue a NOTAM, for ALTRV NOTAMs are issued for the information of airspace APVLs operating within their respective areas users and are not intended for control purposes. of authority, 24 hours or more before the ALTRV NOTAMs are not issued in all cases of ALTRV activity, and NOTAMs that are issued, may not becomes effective if: (N) contain all of a particular activity. A. any part of an ALTRV activity is approved outside Class A, Class B or Class C airspace; B. it is a NORAD exercise which qualifies for NOTAM action; C. it is an Oceanic exercise which qualifies for NOTAM action; D. it is a large scale operation; or (E) 815.1 D. Example: Amalgam Warrior. *E.it is required by a prior TC AIM Supplement.

815.2 815.2 Reference: An ACC shall issue a NOTAM for an ALTRV Areas of Authority; 805. APVL in their area of authority, if the approval qualifies for NOTAM action. (R)

815.3 815.3 Note: Include at least the following information in NOTAMs are processed in accordance with each NOTAM: (N) instructions contained in Canadian NOTAM Procedures. A. Geographical limits — defined by reference to coordinates of latitude and longitude or NAVAIDs. B. Vertical limits — defined by reference to the altitudes or flight levels to be occupied. C. Time limits — defined by reference to date and time (UTC).

2006-01-19 ATC 8-14 820 ALTITUDE RESERVATIONS — PLANNING AND SEPARATION

821 GENERAL

821.1 821.1 Note: ARE and ARW specialists, along with ALTRV ALTRV planners are those personnel in an IFR unit planners shall apply: (N) who are assigned the responsibility for approving the processed ALTRV information. A. the separation minima contained in this section to separate ALTRVs; and B. the separation minima contained in 832 to 821.1 B. Note: separate ALTRVs and predetermined For planning purposes, a predetermined unreserved tracks in controlled airspace. (N) unreserved track is the track of an IFR aircraft not involved in the ALTRV. It may be an airway, commonly used track or other predetermined route of flight.

822 VERTICAL SEPARATION

822.1 822.1 Reference: Apply the appropriate vertical separation Vertical Separation; 472. minimum. (R)

823 LATERAL SEPARATION

823.1 823.1 Note: For moving ALTRVs within domestic airspace, If aircraft in the ALTRV are in formation, only one apply the appropriate lateral separation aircraft in the formation must meet CMNPS. minimum. (N)(R) * 823.1 Reference: Lateral Separation; 473 and 745. RNPC Lateral Separation; 483.

823.2 823.2 Note: For moving ALTRVs within the Gander OCA In the case of an expanded frontal width, the tracks apply: (N) of the outermost aircraft are used to determine the appropriate separation. A. both ALTRVs are MNPS certified: — 60 miles B. if not all of the aircraft in the ALTRVs are 823.2 B. Note: MNPS certified: If aircraft in the ALTRV are in formation, only one — 120 miles. (N) aircraft in the formation must meet MNPS.

Original ATC 8-15 823.3 823.3 Reference: The protected airspace for ALTRV APVLs with Expanded Frontal Width; Definitions. an expanded frontal width shall be increased accordingly. The track centreline is the midpoint of the expanded frontal width and the lateral edges of the expanded frontal width are the points at which the protected airspace commences. To calculate the appropriate protected airspace: (R) A. use the midpoint of the expanded frontal width as the track centreline, determine the protected airspace as if the ALTRV had single aircraft width; and B. add one half of the expanded frontal width to each lateral edge of the airspace outlined above.

823.4 For a stationary ALTRV within domestic airspace, separation exists if there is no overlap of the boundary of the ALTRV with the boundary of another ALTRV.

823.5 For stationary ALTRVs in the Gander OCA apply: A. 60 miles between the boundaries of the 823.5 A. Note: ALTRVs, provided guarantees are received; Guarantee — The requesting agency must and (N) guarantee to confine its activities to the requested airspace. If the APREQs are from different agencies, individual guarantees must be given. B. 120 miles between the boundaries of the ALTRVs, if no guarantees are received.

824 LONGITUDINAL SEPARATION

824.1 Apply the following longitudinal separation minima: A. Within domestic FIRs excluding the ACA — 30 minutes. B. Within the Gander OCA and ACA — 60 minutes.

824.2 824.2 Note: Apply longitudinal separation so that the Separation is applied from the earliest and latest required minimum in 824.1 will be maintained times, as applicable, at any given point. The earliest with respect to any approved AVANA times. (N) time is the ETD plus estimated time en route. The latest time is the approved AVANA time plus estimated time en route.

Original ATC 8-16 825 REDUCED SEPARATION

825.1 ARE or ARW may accept a request to have separation minima that are less than those in 470 applied to aircraft proceeding to or from an ALTRV provided: A. the request is received from the military authority having jurisdiction over all the aircraft concerned; and B. the request: 1. is in writing or some other recorded form; 825.1 B. 1. Note: and (N) Specification in the APREQ of an ADMIS time constitutes the written request referred to here. 2. contains the specific separation minimum to be applied.

825.2 825.2 Reference: ARE or ARW shall transmit a separate Altitude Reservations Control Procedures, General; message containing the associated details to 831. the affected ACCs, if a request for reduced separation is received. (R)

825.3 ARE or ARW shall retain any request for the application of reduced separation: A. for at least 90 days; or B. until an investigation is complete if an operating irregularity occurs during the period of application.

INTENTIONALLY LEFT BLANK

2005-04-14 ATC 8-17 830 ALTITUDE RESERVATIONS — CONTROL PROCEDURES

831 GENERAL

831.1 Area, terminal and airport controllers shall use the procedures contained within this section in the handling of ALTRV aircraft.

831.2 831.2 Note 1: Clear a military aircraft to the ALTRV by the An ALTRV begins at the designated airspace ALTRV route where specified, flight planned boundary, track or altitude entry point and ends at route or requested route and, if necessary, the reservation exit point. ATC has the responsibility to assist pilots in meeting their ETD/AVANA, and instruct it to obtain further clearance before reservation entry times. In addition, ATC has the leaving the reservation. (N)(E)(R) responsibility for recovery of aircraft from the reservation. * 831.2 Note 2: Military aircraft transferred to a MRCU prior to entering an ALTRV will not have their clearance changed by the MRCU unless prior coordination with the ACC has been effected. 831.2 Example: YOGI 12 CLEARED TO THE SUADE 87-38 ALTITUDE RESERVATION VIA FLIGHT PLANNED ROUTE MAINTAIN FLIGHT LEVEL 370 NOT ABOVE FLIGHT LEVEL 190 UNTIL 35 DME FROM NORTH BAY. 831.2 Reference: Flight Priority; 132.

831.3 831.3 Note: Consider the clearance limit, for communication Military aircraft experiencing a communication failure purposes, to be the aircraft's planned exit failure while in the reservation are expected to point from the ALTRV. (N) continue within the ALTRV to its end and then follow normal communication failure procedures after leaving the reservation.

831.4 831.4 Reference: Do not clear a military aircraft proceeding to an Denial of Clearance; 315. ALTRV to take off: (R) A. before the specified ETD; or (N) 831.4 A. Note: An ETD is established to ensure that planned mission integrity is maintained. Aircraft that depart before the ETD may not meet planned times and may jeopardize safety.

2005-04-14 ATC 8-18 B. after the approved AVANA time. (N) 831.4 B. Note: After an ALTRV APVL is void, the aircraft must file a flight plan, obtain a normal IFR clearance and be separated from ALTRV aircraft until MARSA can be established, at which time the aircraft can be cleared into the ALTRV. It is the aircraft's responsibility to determine if MARSA can be established.

831.5 831.5 Note: Ensure that ADMIS times are strictly ADMIS times are for departure separation only. maintained. (N) There is no requirement for controllers to maintain this separation between aircraft after departure. MARSA is applicable between departing ADMIS aircraft until approved separation is established by the aircraft and acknowledged by ATC. The separation, planned by the military, may be a reduced minima or an ATC minima.

831.6 831.6 Note: You may apply a reduced separation minimum For departure purposes ADMIS times may be between military aircraft proceeding to or from requested in an APREQ. an ALTRV, provided a request has been received in accordance with 825.1 or 841.1. (N)

832 SEPARATION

832.1 Apply the following separation minima: A. Within domestic airspace as specified in 832.1 A. Note: Part 4, Part 5 and Part 7 between an aircraft Approval of a moving-type ALTRV does not preclude operating outside an ALTRV and: (N)(R) ATC from using the airspace, provided separation is applied between other aircraft and aircraft within the ALTRV. For example, when the aircraft concerned are radar-identified, a radar minimum may be applied, and, when an ALTRV aircraft reports by a fix, separation may be based on that report. 832.1 A. Reference: Military IFR Formation Flights; 843. 1. aircraft operating within a moving ALTRV; 2. the protected airspace of a moving ALTRV; or 3. the geographical and vertical limits of a stationary ALTRV. B. Separate CMNPS certified aircraft laterally by 30 miles from: 1. the protected airspace of a moving ALTRV; or 2. the geographical limits of a stationary ALTRV.

Original ATC 8-19 C. Within the Gander OCA: (N) 832.1 C. Note: In the case of an expanded frontal width for ALTRVs in the Gander OCA, use the tracks of the outermost aircraft to determine the appropriate lateral separation. 1. longitudinal separation may be applied 832.1 C. 1. Note: between an aircraft operating outside an 832.1 A. Note also applies here. ALTRV and the first and last aircraft 832.1 C. 1. Reference: operating within a moving ALTRV; (N)(R) Longitudinal Separation Criteria; ICAO Doc. 7030/4 (NAT SUPPS). Application of Separation Minima (North Atlantic Region) - Fourth Edition). 2. vertical separation minima may be 832.1 C. 2. Note: applied between an aircraft operating Consider aircraft in formation operating within an outside an ALTRV and the lower or ALTRV as non-RVSM certified. upper limit of an ALTRV; (N)(R) 832.1 C. 2. Reference: Vertical Separation Criteria; ICAO Doc. 7030/4 (NAT SUPPS). Application of Separation Minima (North Atlantic Region) - Fourth Edition. 3. if an aircraft operating outside an ALTRV and the aircraft operating within the ALTRV are MNPS certified, separate tracks laterally by: a. 30 miles from the geographical limit of 832.1 C. 3. a. Note: a stationary ALTRV if a guarantee is Guarantee - The requesting agency must guarantee received; (N) to confine its activities to the requested airspace. If the APREQs are from different agencies, individual guarantees must be given. b. 60 miles from the geographical limits 832.1 C. 3. b. Reference: of a stationary ALTRV if no guarantee Lateral Separation Criteria; ICAO Doc. 7030/4 (NAT is received; (R) SUPPS). Application of Separation Minima (North Atlantic Region) - Fourth Edition. c. 60 miles from the track of a moving 832.1 C. 3. c. Note: ALTRV; and (N)(R) If aircraft in the ALTRV are in a formation, only one aircraft in the formation must meet MNPS. 832.1 C. 3. c. Reference: Lateral Separation Criteria; ICAO Doc. 7030/4 (NAT SUPPS). Application of Separation Minima (North Atlantic Region) - Fourth Edition. 4. if an aircraft operating outside an ALTRV or the aircraft operating within the ALTRV are not MNPS certified, separate tracks laterally by: a. 60 miles from the geographical limits 832.1 C. 4. a. Note: of a stationary ALTRV, if a guarantee 832.1 C.3. a. Note applies here also. is received: (N) b. 120 miles from the geographical limits 832.1 C. 4. b. Reference: of a stationary ALTRV, if no 832.1 C. 3. b. Reference applies here also. guarantee is received; or (R)

Original ATC 8-20 c. 120 miles from the track of a moving 832.1 C. 4. c. Reference: ALTRV. (R) 832.1 C. 3. c. Reference applies here also.

832.2 832.2 Reference: The protected airspace for ALTRV APVLs with Expanded Frontal Width; Definitions. an expanded frontal width shall be increased accordingly. The track centreline is the midpoint of the expanded frontal width and the lateral edges of the expanded frontal width are the points at which the protected airspace commences plus the other points identified. To calculate the appropriate protected airspace: (R) A. use the midpoint of the expanded frontal width as the track centreline, determine the protected airspace as if the ALTRV had single aircraft width; and B. add one half of the expanded frontal width to each lateral edge of the airspace outlined above.

832.3 832.3 Note 1: You may use actual departure times or position Military pilots operating within ALTRVs may adjust report times plus estimated elapse times for their speeds to meet planned elapsed fix times. calculating estimates. (N) Within Canadian Domestic airspace and the Gander Oceanic CTA/FIR, pilots are required to advise ATC if their planned en route fix estimates will vary by more than 10 minutes. Controllers are expected, if basing separation on time, to confirm ALTRV aircraft estimates if necessary. 832.3 Note 2: Controllers are expected to request additional position reports from Stream formation aircraft other than the first and last aircraft, as necessary.

832.4 You need not separate a non-participating military aircraft from a military ALTRV provided the non-participating aircraft is operating: A. “at least 1,000 feet on top”; or B. in accordance with VFR.

833 ALTRV MODIFICATIONS

833.1 833.1 Note: Do not change the altitude or route of flight of It is expected that detected possible conflictions an aircraft established in an ALTRV except: (N) within an ALTRV will be brought to the attention of the participating aircraft. A. in the interest of flight safety; or

Original ATC 8-21 B. for short term adjustments to the altitude or route of an ALTRV, for a single aircraft or standard formation, in order to expedite overall traffic flow provided: 1. you obtain the concurrence of the aircraft commander; and 2. a you are able to return the aircraft to the ALTRV within your sector; or b. you coordinate the return to the ALTRV within another sector/unit's airspace.

833.2 If you clear an aircraft out of an ALTRV due to safety or other extraordinary circumstance, separate the aircraft from the ALTRV and other non-participating aircraft.

833.3 Inform ARE or ARW of any significant changes in ALTRV routes, altitudes, or timing which may affect mission integrity.

833.4 833.4 Note: Coordinate ALTRV flights in accordance with Controllers are expected to inform adjacent sectors/ 490. (N) units, on a timely basis, of ALTRV activity within their sector that may affect other traffic.

833.5 833.5 Note 1: You may clear an aircraft to leave an ALTRV Military aircraft in an ALTRV are responsible for their prior to its planned exit point provided: (N) own separation (MARSA) from the initiation of the ALTRV until the termination or cancellation of the ALTRV. 833.5 Note 2: Military aircraft that request a clearance to leave an ALTRV will coordinate their action with other ALTRV aircraft operating in close proximity to them. 833.5 Note 3: An ATC clearance issued for an aircraft to leave an ALTRV supersedes the ALTRV APVL for that aircraft and cancels MARSA once separation is established. A. the aircraft requests it; B. the aircraft will not re-enter the ALTRV; and

Original ATC 8-22 C. you assume responsibility for separation of 833.5 C. Note: the aircraft after it leaves the ALTRV. (N)(E) Military aircraft that are cleared from an ALTRV are MARSA until: A. they provide a position report that indicates they are separated from the protected airspace for the ALTRV or all concerned ALTRVs; or B. they are observed on radar to be clear of the protected airspace for the ALTRV. 833.5 C. Example: FECK 102 CLEARED TO THE WINNIPEG AIRPORT PRESENT POSITION DIRECT, MAINTAIN FL260 CLEARANCE VALID UPON REACHING FL260.

833.6 833.6 Note 1: You may approve an aircraft's request to ACCs have the prerogative of cancelling the ALTRV deviate from the approved altitude or routing of for aircraft that request a deviation and providing the an ALTRV provided: (N) aircraft with an IFR clearance. 833.6 Note 2: ALTRV requests are made with a strategic plan in mind. When deviations are requested from planned routes or altitudes for the purposes of completing a mission, controllers should accommodate these requests, whenever practicable, without penalizing other aircraft. In the case of ALTRV deviations for refuelling missions, all requests should be processed as soon as possible to ensure that timely refuelling is executed. 833.6 Note 3: Because of the nature of large scale exercises such as Global Shield or Amalgam Brave, which may be stationary or moving ALTRVs, it is not expected that participating aircraft will be able to re-enter the ALTRV without jeopardizing the planned MARSA separation. A. the aircraft requests it and states its intention to return to the ALTRV; B. you assume responsibility for separation of 833.6 B. Note: the aircraft after it has left the ALTRV; and 833.5 Note 3 applies here also. (N) C. you coordinate the deviation with any concerned sectors/units.

833.7 Clear aircraft that have deviated from an ALTRV to re-enter the ALTRV upon pilot request, provided the pilot confirms MARSA for the ALTRV.

833.8 You may approve an extension for:

2002-01-24 ATC 8-23 A. a stationary ALTRV provided the aircraft 833.8 A. Note: requests it; or (N) Stationary ALTRV extension requests may come directly from ARE, ARW or the Military Project Officer. B. a moving ALTRV provided: 1. the aircraft requests it; (N) 833.8 B. 1. Note: Normally the only reason a moving ALTRV requests an extension is because aerial refuelling has not been completed. 2. you determine the aircraft's intentions; 833.8 B. 2. Note: (N) If an extension is given to an ALTRV to proceed beyond its planned termination point or time, controllers are expected to confirm any changes to the automatic climb points, extension, etc., included in the ALTRV. 3. the aircraft confirms that all trailing 833.8 B. 3. Note: aircraft/cells in the ALTRV will be Each cell in a moving ALTRV has a formation extending their reservation; and (N) leader. Under normal operating circumstance all cells are in contact with each other. Controllers are expected to confirm with the aircraft/cell requesting the extension that all trailing aircraft/cells will be extending. 4. you coordinate the extension with any concerned sectors/units.

833.9 If all trailing aircraft/cells will not be extending as outlined in 833.8 then: A. issue an IFR clearance to the aircraft requesting the extension, to allow it to complete the mission; and B. inform all trailing aircraft/cells that an extension is not approved.

2002-01-24 ATC 8-24 840 SPECIAL MILITARY DIRECTIVES

841 MODIFICATION OF MINIMA FOR MILITARY AIRCRAFT

841.1 You may separate military aircraft by less than the minima in 470 or 560 provided: A. a request is received from the military authority having jurisdiction over all the aircraft concerned; and B. the request: 1. is in writing or some other recorded form; and 2. contains the specific separation minimum to be applied.

841.2 The Unit Manager shall retain any request from a military authority for the application of reduced separation: A. for at least 90 days; or B. until an investigation is complete, if an 841.2 B. Reference: operating irregularity occurs during the Handling of Documentation for Investigations; 235, period of application. (R) ATSAMM.

842 INTER-CENTRE COORDINATION — JET FIGHTER AIRCRAFT ON IFR FLIGHT PLANS

842.1 842.1 Note 1: Relay an IFR flight plan on a jet fighter aircraft Destination airport staff must be prepared in to the destination airport as soon as possible. advance, since some jet aircraft operate with (N) minimum fuel and are unable to accept any delay. 842.1 Note 2: Minimum fuel requirements for Canadian Military jet aircraft are: IFR — to destination at assigned altitude, to alternate, 15 minutes hold and approach. VFR — to destination plus 15 minutes.

843 MILITARY IFR FORMATION FLIGHTS

843.1 Separate formation flights as follows: A. Non-radar:

2002-10-03 ATC 8-25 1. for a standard formation flight apply the 843.1 A. 1. Note: appropriate separation minimum as Controllers are expected to confirm with the specified in Part 4 and Part 7; and (N) formation leader the dimensions of the formation, if there is doubt as to its actual size. 2. for a non-standard formation flight apply 843.1 A. 2. Note 1: increased separation minimum when the Military pilots are required to inform ATC of the lateral or longitudinal spacing of the dimensions of a formation when flying a non- aircraft are in excess of the criteria standard formation. 843.1 A. 2. Note 2: specified for a standard formation. (N)(R) Where the longitudinal criteria approved is 1 minute or more, apply the appropriate longitudinal separation minima from the first and last aircraft in the formation. 843.1 A. 2. Reference: Supplementary Definitions; 804. B. Radar: 1. for a standard formation flight add one mile to the appropriate radar separation minima; 2. between two standard formation flights add two miles to the appropriate radar separation minima; and 3. for a non-standard formation flight apply 843.1 B. 3. Note: the appropriate radar separation minima If necessary, for separation between a non-standard to the perimeter of the airspace formation and other aircraft, assign an appropriate encompassing the non-standard transponder code to each aircraft in the formation or to the first and last aircraft in-trail. formation, or from the outermost aircraft of the non-standard formation, whichever applies. (N)

843.2 843.2 Note: Issue all clearances or instructions to the If a formation breaks up into individual sections for formation leader. (N) the approach, each section has a leader.

843.3 * 843.3 Note: If a formation flight requests to break up into The formation leader shall be responsible for sections/individual aircraft, issue an IFR separation between all sections or individual aircraft clearance to each section/individual aircraft until: *A.position reports indicate minimum IFR identified for breakaway. (N) separation has been achieved; or *B.they are observed on radar and minimum radar separation has been achieved.

843.4 843.4 Note: Issue an expect-approach-clearance time to On initial contact at destination, the formation leader each delayed section if descent is made by is expected to inform you if the formation will let sections. (N) down in sections. If descent is by sections, the leader of each section is responsible for separation within the section.

2002-10-03 ATC 8-26 843.5 843.5 Note 1: Permit Canadian Military IFR formation flights When it is necessary to operate a refuelling mission to conduct air refuelling missions outside an from a controlled civil airport, the formation leader airspace reservation, provided: (N) will brief appropriate ATC units regarding: A. departure and join-up procedures; B. departure separation; and C. special procedures that may be used. 843.5 Note 2: This does not prevent the air refuelling of foreign military aircraft outside an airspace reservation, while operating within Canadian controlled airspace. 843.5 Note 3: In the event of a receiver engine failure during air refuelling operations, the entire formation will immediately descend to FL200. A. the formation will remain together during the 843.5 A. Reference: entire flight; and (R) Military IFR Formation Flight Criteria; 843.2 Note. B. the refuelling activity is specified in the 843.5 B. Note: remarks column of the flight plan. (N) The formation leader will brief ATC on the takeoff procedures to be used and will advise ATC when refuelling begins and ends.

844 OPEN SKIES TREATY FLIGHTS

844.1 844.1 Note 1: Give priority to Open Skies Treaty flights with Open Skies Treaty flight callsigns (radiotelephony - designators "F" and "D" over other air traffic OPEN SKIES) start with the letters OSY. The except for: (N)(R) following suffixes are used to signify the type of mission: A. “F” – observation flight B. “D” – demonstration flight C. “T” – transit flight * 844.1 Note 2: The two digit codes following the call sign “OSY” signify the country/state of origin. The codes are available in the ICAO document 8585, Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services, and in NAV CANADA- DND Open Skies Arrangement, Annex B. 844.1 Reference: ATS procedures and responsibilities are described in the NAV CANADA-DND Open Skies Arrangement. A. an aircraft that has declared an emergency or appears to be in a state of emergency; B. medical evacuation flights; or C. aircraft participating in search and rescue missions.

2002-04-18 ATC 8-27 844.2 Should a deviation of an Open Skies Treaty flight from the “Mission Plan” be necessary, make every effort to return the flight to its requested track and/or altitude as soon as possible.

845 USAF BOMBER CELL FLIGHTS

845.1 USAF Bomber cell flights operate in Canadian airspace above FL230 in accordance with the following conditions: A. For routine daily missions, cells usually consist of a maximum of 3 aircraft. B. Within controlled airspace: 1. two-aircraft cells normally operate with the cell leader at the ATC assigned flight level and the number two aircraft 500 feet above; and 2. three-aircraft cells normally operate with the number two aircraft at the ATC assigned flight level, the cell leader 500 feet below, and the number three aircraft 500 feet above the number two aircraft. C. Within the Edmonton FIR Class G airspace: 1. two-aircraft cells normally operate with the cell leader at the appropriate hemispheric flight level and the number two aircraft 500 feet above; and 2. three-aircraft cells normally operate with the number two aircraft at the appropriate hemispheric flight level, the cell leader 500 feet below, and the number three aircraft 500 feet above the number two aircraft. D. Flight levels to be flown will be indicated in 845.1 D. Example: the flight plan: (E) FL270/275 or FL265/270/275. E. Cells occupy a frontal width equivalent to that of a single aircraft unless otherwise approved by ATC. F. Cells of 3 aircraft or less have a maximum longitudinal separation of 30 seconds between the first and last aircraft. G. The cell leader assumes responsibility for separation between aircraft within the cell.

2002-04-18 ATC 8-28 845.2 You may instruct a cell to maintain a single flight level provided: A. it is operating within controlled airspace, but not within an airspace reservation; and B. you apply this restriction for as short a period of time as possible.

845.3 Separate a USAF Bomber cell formation flight from other aircraft as follows: A. Apply vertical separation from the highest or lowest altitude occupied by a cell aircraft as appropriate. B. Apply lateral separation as for a single aircraft. C. Apply longitudinal separation from the leading or trailing cell aircraft as appropriate.

846 USAF TANKER CELESTIAL NAVIGATION TRAINING

846.1 846.1 Note 1: You may authorize Celestial Navigation Training Only USAF Tanker aircraft are allowed to conduct (CELNAV) flights provided: (N) CELNAV flights. These flights will normally be conducted by tanker aircraft, KC10 and KC135, after completion of air refuelling exercises. 846.1 Note 2: USAF Tanker CELNAV flights will operate in Canadian Domestic Airspace in accordance with the following conditions: A. the aircraft will operate within 30 miles of the route centreline specified in the clearance, unless otherwise authorized by ATC; and B. the pilot will advise ATC before initiating any heading changes of more than 20 degrees. A. they are limited to that portion of Canadian 846.1 A. Note: Domestic Airspace within radar coverage; All USAF Tanker aircraft conducting CELNAV flights (N) must remain within radar coverage at all times. B. the aircraft is equipped with a serviceable transponder; and

Original ATC 8-29 C. an ATC clearance is obtained by the pilot 846.1 C. Note 1: prior to beginning CELNAV. (N)(E) The intent to conduct CELNAV will be included in the remarks portion of the flight plan, including specific route segments. On occasion, aircraft may transit directly from US Airspace to Canadian Airspace already conducting CELNAV. 846.1 C. Note 2: The pilot will advise ATC before discontinuing CELNAV and resuming conventional navigation. 846.1 C. Example: HIFI 51 CLEARED TO CONDUCT CELESTIAL NAVIGATION TRAINING AT COMMENCEMENT POINT (location/NAVAID/coordinates) TO TERMINATION POINT (location/NAVAID/ coordinates). MAKE ALL POSITION REPORTS OVER OR ABEAM FLIGHT PLANNED COORDINATES.

846.2 846.2 Note: You may terminate or suspend CELNAV for Aircraft that have their CELNAV exercise terminated operational requirements at any time. (N) or suspended, may resume their CELNAV when operational conditions permit.

846.3 846.3 Reference: Indicate on control data strips that portion of the Coordination; 490. route of flight which is CELNAV. (R)

847 JET APPROACHES AND PENETRATION TURN PROCEDURES

847.1 You may clear a succeeding military jet aircraft for the same high-altitude approach procedure other than a straight-in approach, provided: A. the preceding aircraft has reported intercepting the inbound track; B. you establish DCPC with each aircraft; C. the initial penetration altitude of each aircraft is not lower than that of the preceding aircraft; D. the preceding aircraft will not execute a circling procedure before landing; and E. the missed approach procedure does not involve a reversal of heading.

847.2 You may clear a succeeding military jet aircraft for the same straight-in TACAN approach procedure, provided: A. there is a minimum of 10 miles separation between the aircraft;

Original ATC 8-30 B. you use two DME fixes to establish an approach interval that will ensure that the required separation minimum is maintained; C. you establish DCPC with each aircraft; D. the initial penetration altitude of each aircraft is not lower than that of the preceding aircraft; E. the preceding aircraft will not execute a circling procedure before landing; and F. the missed approach procedure does not involve a reversal of heading.

847.3 You may request a penetration-turn report from a military jet aircraft, provided it is essential for control purposes.

847.4 If a penetration-turn report is essential, you should request the aircraft to report: A. through the precision controller; or B. directly to the IFR unit, if PAR is not available.

848 ELECTRONIC COUNTER-MEASURES (ECM)

848.1 848.1 Note: If it becomes necessary to suspend in-flight Electronic Counter-Measures are practiced with the ECM training activity in Canadian airspace, use object of impairing the use of electronic systems the following procedures. (N) such as radar and communications. The intent is to mislead the user in the interpretation and use of information displayed by this system. This is achieved by various methods including electronic jamming and chaff. ECM activities are conducted in Canada and the U.S.A. for military training purposes and may interfere with a radar presentation to the extent that it is unusable.

848.2 848.2 Note: You may stop ECM training activity: (N) ECM activity should only be stopped when radar is essential to cope with traffic, and interference is such that it creates an emergency flight safety situation. Stopping ECM activity could cause an exercise to be rerun. It is expected that units will permit ECM activities to resume as soon as practicable after any necessary stoppage. A. if a non-emergency situation, by advising 848.2 A. Example: the NORAD Region Control Centre to STOP NORAD CONTROL CENTRE, (this is) MONCTON BUZZER; and (E) CENTRE, STOP BUZZER UNTIL 1730.

2002-01-24 ATC 8-31 B. if an emergency situation, by instructing the 848.2 B. Example: aircraft, on guard frequency, to STOP RAM 151, (this is) VANCOUVER CENTRE, STOP BUZZER. (E) BUZZER.

2002-01-24 ATC 8-32 850 MILITARY TRAINING ROUTES

851 GENERAL

851.1 851.1 Note 1: Use the following procedures with respect to MTRs consist of the following types of routes: aircraft using MTRs. (N) A. IR Route — a MTR used by the military, in which aircraft operate IFR and at speeds normally greater than 250 knots IAS and below 10,000 feet ASL. Some route segments may be defined at higher altitudes for purposes of route continuity. All flights will be conducted on IFR flight plans. B. VR Route — a MTR used by the military, in which aircraft operate VFR and at speeds normally greater than 250 knots IAS and below 10,000 feet ASL. Some route segments may be defined at higher altitudes for purposes of route continuity. C. TALEX — a MTR flown IFR or VFR from the surface to 5,000 feet ASL. 851.1 Note 2: These procedures supplement those contained in an arrangement pertaining to MTRs.

851.2 851.2 Note: Clear a military aircraft to a MTR by the If the planned exit point is below communications requested routing or flight planned route and, if coverage, it is expected that you will issue an exit necessary, give instructions to obtain further clearance to the aircraft prior to MTR entry. clearance before exiting the MTR. (N)

851.3 For communication failure purposes, the clearance limit is the aircraft's planned exit point from the MTR.

851.4 You may apply a reduced separation minimum between military aircraft proceeding to or from a MTR, provided a request has been received in accordance with 841.1.

852 SEPARATION

852.1 852.1 Note: Apply the appropriate separation minima as A MTR by definition, is not an ALTRV; however, the specified in Parts 4, 5, and 7 between an rules and procedures that apply to an ALTRV are aircraft operating outside a MTR and the also applicable to a MTR. geographical and vertical limits of a MTR. (N)

ATC 8-33 853 MTR MODIFICATIONS

853.1 853.1 Note: Do not change the altitude of an aircraft It is expected that detected possible conflictions established in a MTR, except in the interest of within a MTR will be brought to the attention of the flight safety. (N) participating aircraft.

853.2 853.2 Note 1: You may clear an aircraft to leave a MTR prior Military aircraft in a MTR are responsible for their to its planned exit point provided: (N) own separation (MARSA) from the entry point, until the exit point of the MTR. 853.2 Note 2: Military aircraft that request a clearance to leave a MTR prior to the exit point, will coordinate their action with other MTR aircraft operating in close proximity to them. 853.2 Note 3: An ATC clearance issued for an aircraft to leave a MTR, supersedes the MTR clearance for that aircraft and cancels MARSA once separation is established. A. the aircraft requests it; B. the aircraft will not re-enter the MTR; and C. you assume responsibility for separation 853.2 C. Note: after the aircraft leaves the MTR. (N) Military aircraft that are cleared from a MTR are MARSA until: A. they provide a position report that indicates they are separated from the protected airspace for the MTR; or B. they are observed on radar to be clear of the protected airspace for the MTR.

ATC 8-34 860 MILITARY OPERATIONS ON AIR REFUELLING (AR) TRACKS

861 GENERAL

861.1 * 861.1 Note: Use the procedures in this section for military Procedures for the use of AR tracks are based on a operations on published or special AR tracks NAV CANADA/DND/USAF Arrangement E-13 Air not established in an ALTRV. (N)(R) Refuelling Tracks effective December 3, 1998. 861.1 Reference: Military Flight Data and Procedures; Section E, Canada Flight Supplement.

862 PROCEDURES

862.1 862.1 Phraseology: Authorize aircraft to conduct air refuelling along CLEARED TO CONDUCT REFUELLING ALONG published or special tracks. (P)(N) AR (track number) MAINTAIN BLOCK (altitudes) CONFIRM MARSA WITH (identification). 862.1 Note 1: During air refuelling, tanker aircraft are responsible for receiver aircraft communication with ATC and for their navigation along track. 862.1 Note 2: MARSA begins between the tanker and receiver, when the tanker and receiver have entered the air refuelling airspace and the tanker advises accepting MARSA.

862.2 Cancel a clearance authorizing air refuelling operations, if immediately after the clearance, the tanker commander does not advise acceptance of MARSA. Obtain the intentions of the concerned aircraft and provide appropriate direction.

862.3 862.3 Note: Do not request receiver aircraft that have been Requests to change codes or squawk standby cleared to conduct air refuelling and have during air refuelling divert the receiver pilot's departed the ARIP to: (N) attention during a critical phase of flight. A. make code changes, when less than 5 miles from the tanker; or B. squawk standby, when less than 3 miles from the tanker.

862.4 862.4 Note: As part of the initial air refuelling clearance, you Receiver aircraft will squawk normal when may request a receiver to squawk standby upon separation from the tanker is greater than 3 miles. reaching a point 3 miles from the tanker. (N)

ATC 8-35 862.5 862.5 Note 1: After MARSA has been declared, you should Altitude or course changes issued will automatically avoid issuing course or altitude changes prior to void MARSA. rendezvous. (N) 862.5 Note 2: Once rendezvous is completed, heading and altitude assignments may be made with the tanker's concurrence, with MARSA remaining in effect. 862.5 Note 3: Upon rendezvous completion, the tanker will keep receiver aircraft within 3 miles of the tanker until MARSA is terminated.

862.6 Do not use the altitude vacated during the refuelling operation, until the refuelling aircraft has reported reaching the next IFR altitude, separated by the appropriate vertical minimum.

862.7 862.7 Note: Approve requests by the tanker for vectors or The tanker is responsible for coordinating all in-flight alternate routes or altitudes as follows: (N) requests with other aircraft in the refuelling formation before submission of the request. A. provide vectors or alternate altitudes at any time; or B. provide non-radar routes only after the refuelling aircraft have passed the ARCP.

862.8 Unless a vector or alternate route has been issued, clear the aircraft to depart the refuelling track at a navigational reference point or exit point.

862.9 862.9 Phraseology: Request aircraft to report the ARIP, ARCP or REPORT ARIP; exit fix, as needed. (P) REPORT ARCP; or REPORT (exit fix).

862.10 862.10 Note: Issue an IFR clearance to the tanker for all It is the tanker's responsibility to request en route tanker and receiver aircraft or formations, prior clearance for both tanker and receiver at least 5 to the end of air refuelling. (N) minutes prior to end of air refuelling.

862.11 Terminate MARSA: A. when air refuelling is completed, and the 862.11 A. Phraseology: tanker advises that the receiver and tanker MARSA TERMINATED. aircraft are vertically separated within the air refuelling airspace; or (P)

ATC 8-36 B. by providing IFR clearances with 862.11 B. Example: instructions indicating the point where HIFI 62 IS CLEARED TO (destination) VIA FLIGHT MARSA is terminated. (E) PLAN ROUTE MAINTAIN FL310 MARSA TERMINATED PASSING FL290.

862.12 862.12 Note: Notify appropriate Control Towers and flight Appropriate Control Towers and flight service service stations of active AR tracks at least 2 stations are those located within 100 miles of the hours in advance, provided all or part of the AR track centreline. activity will occur outside Class A or B airspace. (N)

862.13 You may clear non-participating aircraft through air refuelling airspace after rendezvous, provided appropriate separation is provided from refuelling aircraft.

ATC 8-37 PART 9 — FLIGHT PROGRESS STRIP MARKING

900 _ IFR OPERATIONS 901 FLIGHT PROGRESS BOARD 902 COMPLETION OF IFR STRIPS 903 FLIGHT PROGRESS STRIP DATA 904 COORDINATION 905 SPECIAL PURPOSE STRIPS 910 _ TOWER OPERATIONS 911 GENERAL 912 COMPLETION OF TOWER STRIPS 920 _ SPECIAL ABBREVIATIONS AND SYMBOLS 921 GENERAL

INTENTIONALLY LEFT BLANK

Original ATC 9-1 PART 9 — FLIGHT PROGRESS STRIP MARKING

900 IFR OPERATIONS

901 FLIGHT PROGRESS BOARD

* 901.1 Display strips under fix or altitude designators as specified in a unit directive.

* 901.2 Arrange designators to indicate: *A.to the extent possible, the actual geographical relationship of the fixes as viewed on a chart; or *B.each altitude with the lowest altitude designator at the bottom.

901.3 901.3 Note: Place strips prepared for locations other than The objective is to post each strip depicting the posted fix designators, under the posted fix aircraft's route of flight under the most appropriate designator that will best indicate the fix designator, so that potential conflicts can be more easily recognized and accurately assessed. geographical position of the aircraft. Include sufficient details (e.g. radial/distance, direction arrows, etc.) on the strip as required. (N)

* 901.4 Sequence flight progress strips: *A.chronologically under a fix or altitude designator with the earliest estimate at the bottom; or *B.by landing sequence if required.

901.5 You may insert strips for aircraft which have not been issued clearance, in the bay above active strips. These strips should be sufficiently separated from active strips so that there is no possibility of confusion. Special suspense bays may be set aside for this purpose.

901.6 901.6 Note: Leave active strips in a “cocked” position if any The “cocking” of flight progress strips is an essential one of the following conditions exists: (N) control technique used to remind controllers that some type of further action must be performed.

Original ATC 9-2 A. flight data and control information requiring relay to adjacent sectors/units or aircraft; B. traffic estimates requiring integration into a sector; C. estimates (pilot or controller) requiring verification; or D. other potential situations requiring investigation or further action.

901.7 Do not remove a strip from the data board until all appropriate action for that strip has been executed and one of the following conditions has been met: A. a subsequent position report has been received or the aircraft has been radar observed passing a subsequent fix posting; B. the aircraft has been observed to have left your area of responsibility; C. the aircraft has been estimated to have passed the first fix outside your area of responsibility; D. the aircraft has been estimated to have crossed the control boundary by the appropriate longitudinal minimum; E. the unit accepting control has indicated that the aircraft is within its area of responsibility; F. the aircraft has cancelled or closed its IFR flight plan or itinerary and any subsequent traffic information has been issued; or G. control of the aircraft has been transferred to 901.7 G. Reference: the tower. (R) Control Transfer; 495.

901.8 Scan the control data board by performing the following actions: A. scan each bay individually rather than looking over the entire board; B. in each bay, check altitude boxes to verify vertical separation; C. if more than one aircraft is at the same altitude, check strips to ensure some other form of IFR separation exists; D. follow individual flights through the sector, checking for conflicting, converging or crossing track situations, consistency in altitude and estimate data, and for correct posting;

2003-01-23 ATC 9-3 E. insert missing data; F. update strips as required; G. “cock” any strip that requires further action; H. ensure strips are arranged in the appropriate order; I. ensure that estimates which should be 901.8 I. Reference: passed are passed in accordance with ATC Coordination; 490. MANOPS; and (R) J. ensure that no further action is required.

902 COMPLETION OF IFR STRIPS

902.1 Ensure that strip marking is neat and legible by complying with the following: A. use a blue or black pen for normal markings and a red pen as otherwise specified; B. draw a single line through any marking that 902.1 B. Note: is no longer valid; (N) This line should clearly indicate that information has been cancelled, however, care should be taken to leave the cancelled information readable. This is necessary in order to preserve an accurate account of the aircraft's entire flight record. C. do not erase or write over any marking; and D. rewrite any strip that becomes difficult to read and file the old strip.

902.2 Time is to be written in minutes (2 digits), unless the hour differs from that of the control estimate or the use of 4 figures is specifically directed.

902.3 902.3 Reference: Use abbreviations and flight symbols contained Abbreviations. in this manual whenever possible to complete Special Abbreviations and Symbols; 920. flight progress strips. (R)

902.4 902.4 Note 1: Enter information on IFR flight progress strips in Boxes are printed on flight progress strips to simplify the locations indicated by the corresponding visual appreciation of the data each space contains. numbers in the following diagram. (N)(R)(D) The data is to be centrally positioned in the box, except where initial entries are anticipated to be supplemented by additional information. In such cases, sufficient space must be left for the insertion of subsequent data. 902.4 Reference: Flight Progress Strip Data; 903.

2003-01-23 ATC 9-4 902.4 Diagram: Flight Data Strip Layout: 1515 11 55 aa bb 1010 11 11 22 1414 1616 77 88 aa bb 33 cc dd 99 1212 1313 1717 4a4a 18a18a 4b4b 66 18b18b

902.5 Use warning indicators as follows: A. post a red “W” on appropriate flight progress 902.5 A. Note: strip(s) if corrective action will be necessary: Red warning indicators are used to attract controller (N) attention to potentially hazardous or critical situations. 1. due to a higher MEA; 2. to identify any confliction with other aircraft; or 3. to identify any other hazardous or critical situation; B. post the warning indicator in the box that 902.5 B. Example: most clearly indicates the reason for the warning. As necessary, enter sufficient details (i.e., aircraft identification, conflict point(s), time(s), etc.) in box 14 to clearly identify the confliction; (E) red 80 W MEA

C. circle the altitude in red on the appropriate 902.5 C. Reference: flight progress strip(s) if an altitude not Direction of Flight; 432. appropriate to the direction of flight is assigned; and (R) D. draw a single line through the warning indicator when it is no longer required.

903 FLIGHT PROGRESS STRIP DATA

903.1 903.1 Reference: Box 1 — Aircraft Identification. (R) Language Identification on Flight Data Strips; 731. Air Traffic Designators. A. Enter a minimum of three and a maximum of seven alphanumeric characters. *B.As part of the seven alphanumeric 903.1 B. Reference: characters, enter the symbol “M” as the Aircraft Identification; 216. suffix if the flight is a MEDEVAC. (R)

2004-04-15 ATC 9-5 903.2 903.2 Reference: Box 2 — Aircraft Type. Enter the type of aircraft Air Traffic Designators. as follows: (R) Aircraft Type Designators, (ICAO DOC 8643). A. the number of aircraft if more than one; 903.2 A. Example: (E)(R) “2CF18”. 903.2 A. Reference: Civil IFR and CVFR Formation Flights; 703. Military IFR Formation Flights; 843 B. the appropriate ICAO aircraft type 903.2 B. Example: designator prefixed by “H/” if a heavy “H/B747”. aircraft; and C. suffixed by “/” and one or more appropriate 903.2 C. Note: letters from the equipment list in the If more codes are filed in a flight plan, the following order of priority: (N)(E)(R) information can be included in box 16. 903.2 C. Example: “A320/W”. 903.2 C. Reference: Equipment; RAC 3.16.4, TC AIM. *1.W — RVSM; 2. X — MNPS certification; 3. Y — CMNPS certification; 4. R — RNP type certification; 5. G — GNSS capability; 6. J — data link capability; 7. E — Flight Management System; 8. S — standard equipment (VHF, ADF, VOR and ILS); or 9. N — no COM/NAV/Approach aid equipment for route to be flown.

903.3 Box 3 — Speed. Enter speed as follows: A. filed true airspeed in knots; (E) 903.3 A. Example: “480”. B. filed Mach-number, written as “M” with a 903.3 B. Example: decimal point, followed by 2 or 3 figures as “M.82”. necessary; (E) C. if recording the ground speed, prefix it with 903.3 C. Example: the letter “G”; and (E) “G220” or “M.82G420”. D. when a specific speed is issued to an 903.3 D. Example: aircraft, write the letter “A” followed by the A.83 Maintain Mach .83 A.84+ Maintain Mach .84 or greater assigned speed. (E)(R) A250- Maintain 250 knots or less 903.3 D. Reference: Speed Adjustment; 544. Longitudinal Separation — Mach-number Technique; 747. Longitudinal separation RNPC — Mach-number Technique; 485.

2004-04-15 ATC 9-6 903.4 Box 4a — SSR Code. Enter SSR code as follows: A. the appropriate four digit code which has been assigned to the aircraft; or B. the letter “N” if the aircraft does not have a 903.4 B. Reference: functioning transponder. (R) Equipment; RAC 3.16.4, TC AIM.

903.5 903.5 Example: Box 4b — Category of Flight Plan. On “AR” ad-hoc RDPS “PR” pre-printed RDPS mechanically produced strips, a two letter code “CR” centre-stored RDPS indicates the category of flight plan as follows: “FR” full route clearance RDPS (E) A. first letter indicates: 1. “A”—ad-hoc; 2. “C”— centre-stored; 3. “F”— full route clearance; or (N) 903.5 A. 3. Note 1: Full route clearance (F) indicates that the aircraft's originally filed route or centre-stored route differs from that printed on the strip and the controller must issue the entire route, as printed, to the aircraft. 903.5 A. 3. Note 2: The “F” will be manually entered when the revised route is entered. 4. “P” — pre-printed. 5. second letter indicates “R” for entered in RDPS.

903.6 Box 5 — Proposed Departure Time or Pilot's Estimate. A. Departure strip — enter proposed time of 903.6 A. Reference: departure in four figures. (R) System Activation Time; 903.19. B. Arrival/En route strip — if available, enter 903.6 B. Reference: pilot's estimate. (R) Estimate; Definitions Separation - Application; 471. Completion of IFR Strips; 902.

903.7 903.7 Note: Box 6 — Enter route information as follows: (N) If box 6 is not completely filled by routing information, the remaining space may be used for other data as specified in a unit directive, provided the different items are distinctly marked and separated from the route information. A. proposed or pilot requested altitude or flight 903.7 A. Reference: level; (R) Altitudes; 903.10.

2006-07-20 ATC 9-7 B. point of departure: (N)(R) * 903.7 B. Note: The use of “ZZZZ” to indicate that the location indicator is unknown is intended for mechanically produced strips only. If the point of departure is handwritten, the full name may be entered in box 6 or if space does not permit, box 14 may be used. 903.7 B. Reference: Location Indicators (ICAO Doc 7910). Location Identifiers (FAA 7350). *1.enter the point of departure using 4 characters, the first alphabetic and the remainder alphanumeric. If the location indicator is unknown or not in a 4 character format, enter “ZZZZ” as the point of departure and enter the full name of the location in box 14. C. route: enter the route information or the applicable condensed portion of the route: 1. on all departure strips; 2. on strips where transfer of control is effected; 3. on other strips as considered necessary; and 4. in an abbreviated format as the flight progresses, provided: a. the adjacent succeeding sector/unit has the required routing to destination; b. the symbol “//” is used for the omitted 903.7 C. 4. b. Example: routing; and (E) “KORD // YYZ VQC J588 YMX // LIMC”. c. the abbreviated route contains: (N)(R) 903.7 C. 4. c. Note: If training aircraft are making successive approaches in a terminal area, only information that must be forwarded to an adjacent sector/unit is required to be included in box 6. 903.7 C. 4. c. Reference: Route Description; 422. i. the departure point; ii. additional pilot requested en route altitude/speed changes, if required; iii. the required routing; and iv. the destination.

2006-07-20 ATC 9-8 5. insert an en route altitude or speed 903.7 C. 5. Note: change request in the routing On RDPS strips, speed and altitude change information after the location where that requests are printed in ICAO format. Both speed change is requested, as follows: (N)(E) and altitude are shown even if only one item is changed. 903.7 C. 5. Example: Change to 9,000 at YOW, speed remains at 140 knots: “CYYB V316 YXI V370 YOW/N0140A090 V346 YJN V300 CYSC”. — or — Change to Mach .78 at Channel Head, Flight Level 280: “CYQX J500 YCM/M078F280 J573 CYYG”. a. speed in knots expressed as “N” followed by 4 figures and Mach number expressed as “M” followed by 3 figures, rounded to the nearest hundredth unit of Mach; b. altitudes in hundreds of feet expressed as “A” followed by 3 figures and flight levels expressed as “F” followed by 3 figures. 6. insert the revision if the route portion of an aircraft's clearance is amended. D. destination: (N) 903.7 D. Note: The use of “ZZZZ” is intended for mechanically produced strips only. If the destination is handwritten, the full name may be entered in box 6, or if space does not permit, box 14 may be used. *1.enter the destination using 4 characters, the first alphabetic and the remainder alphanumeric. If the location indicator is unknown or not in a 4 character format, enter “ZZZZ” as the destination and enter the full name of the location in box 14.

903.8 Box 7 — Estimates. A. Enter ATC estimates in four figures large 903.8 A. Note: enough to be clearly visible; however, Normally the digits indicating the hour are written sufficient room should be left for revisions. larger and those indicating the minutes are written (N) smaller to allow space for revisions. B. Use this box to enter other data, such as 903.8 B. Example: symbols to indicate required coordination, A circled “F”, or other approved symbol, may be etc., provided these additional strip marking used to indicate that a departure or arrival time must procedures are specified in a unit directive. be forwarded to flight data. (E)

903.9 903.9 Reference: Box 8 — Actual Times. (R) Completion of IFR Strips; 902.

2006-07-20 ATC 9-9 A. Departure strip: (E) 903.9 A. Example: ABL 122 2106 DC9/S 410 YOW11

1. divide box 8 with a diagonal line to identify the strip as a departure strip; 2. enter the actual departure time in four figures in the upper half; 3. use the lower half section to record information such as: a. the initial en route fix and the time by that fix; b. VFR departure; or c. other data, as per unit directive. B. En route strip: enter the time by a fix in 903.9 B. Example: minutes using large numbers. (E) ACA 122 DC9/S 410 39 N

C. Arrival strip: (E) 903.9 C. Example: To indicate the aircraft has reported by the approach fix outbound at 1743, was requested by the controller to report inbound and reported inbound at 1748, then landed Oshawa airport at 1751.

SKG421 A 30 43 60 E100/S YOO 220 17 48 51 4231 60 YOW V308 VQC YOO CYOO

1. draw a cross in the box to identify the strip as an arrival strip; 2. if the aircraft is given a holding clearance, record the time entering the hold in box 8a, as required; 3. if required, enter the approach fix 903.9 C. 3. Reference: outbound report in box 8b; (R) Initial Separation; 475. 4. if a report by the approach fix inbound is 903.9 C. 4. Reference: requested, enter a tick in box 8c or enter Initial Separation; 475. the fix at which the pilot has been Jet Approaches and Penetration Turn Procedures; requested to report inbound and, 847. subsequently the time reported by the fix; (R) 5. in box 8d, enter: (R) 903.9 C. 5. Reference: Reports; 361. a. the reported arrival time;

2006-07-20 ATC 9-10 b. the time the aircraft reports cancelling or closing its IFR flight plan or itinerary, including the symbol (IFR); or c. the time missed approach 903.9 C. 5. c. Example: commenced, including the symbol To indicate that the aircraft was requested to report “MA”. (E) the approach fix inbound and was inbound at 1715, then executed a missed approach at 1723. ONT902 DH8/S 20 MA 240 17 15 23

6. if an aircraft conducts a missed approach, write additional strips, as necessary, to indicate subsequent action; and 7. to change an arrival strip to an en route 903.9 C. 7. Note: strip, enter the appropriate “cleared If the strip becomes cluttered with information, through” symbol (east or west) in box 8 making it difficult to read, prepare a new strip and and the time over the designated fix. file the old strip. 903.9 C. 7. Example: (N)(E) Routing and destination change.

15 YPQ 13 12 KBUF – YPQ – CYPQ YPQ – YSO – YYZ – CYYZ

903.10 Box 9a — Enter altitude information as follows: A. enter altitudes and flight levels in hundreds 903.10 A. Example: of feet; (E) 60 to indicate six thousand feet 170 to indicate one seven thousand feet 190 to indicate flight level one nine zero 65 to indicate six thousand five hundred feet B. add the abbreviation “WICA” after the 903.10 B. Example: assigned altitude, if an aircraft will be “60 WICA”. entering or leaving controlled airspace; 903.10 B. Reference: (E)(R) Leaving or Entering Controlled Airspace; 424. C. add the abbreviation “CVFR” after the 903.10 C. Example: altitude assigned to a CVFR aircraft; (E)(R) “120 CVFR”. 903.10 C. Reference: Controlled VFR; 438 D. circle the altitude in red if an altitude not 903.10 D. Reference: appropriate to the direction of flight is Direction of Flight; 432 assigned; (R)

Original ATC 9-11 E. use a “B” between the lower and higher 903.10 E. Note: altitudes when a block altitude is assigned In that all block altitudes encompass at least one and circle the altitudes in red; (N)(E)(R) altitude that is not appropriate to the direction of flight, they must also be circled in red. 903.10 E. Example:

250B280 To indicate flight level two five zero Tblock flight level two eight zero. 903.10 E. Reference: Direction of Flight; 432. F. record altitude reports by entering a tick 903.10 F. Reference: mark beside the appropriate altitude as Altitude Reports; 437. follows: (R) 1. when an aircraft reports reaching the assigned altitude; 2. when an aircraft on initial contact reports at the assigned cruising altitude; 3. when an aircraft makes an en route position report (provided the aircraft is level at that altitude); or 4. when an aircraft is observed passing the 903.10 F. 4. Reference: fix at its assigned altitude as determined Altitude Reports; 437. by valid Mode C altitude readout and has Position Reports — Radar-Identified Aircraft; 505. been authorized to omit position reports. (R) G. enter altitude changes as follows: 1. on all fix postings affected by the change; 2. on all strips enter a climb or descent 903.10 G. 2. Note: arrow after the previously assigned The practice of using or not using climb and descent altitude followed by the revised altitude. arrows, in accordance with this sub-sub-paragraph, When assigning a new altitude do not may be dictated by unit management. 903.10 G. 2. Example: cross off the previously assigned altitude until the aircraft has reported vacating To indicate, originally cleared to 5,000, now cleared to 7,000 that altitude or reports level at the new 50 70 To indicate, originally cleared to altitude; (N)(E)(R) 10,000, then to 6,000 and has re- 100 60 ported level at 6,000. 903.10 G. 2. Reference: Altitude Reports; 903.10 F. 1 . 3. on arrival strips, descent arrows are required to the right of the previously assigned altitude when: a. an aircraft is cleared to the airport for an approach; or

Original ATC 9-12 b. an aircraft is cleared to leave 903.10 G. 3. b. Example: controlled airspace vertically. (E)(R) 220 B

903.10 G. 3. b. Reference: Leaving or Entering Controlled Airspace; 424. H. as required, record vacated altitudes as follows: 1. divide a section of box 9a horizontally 903.10 H. 1. Example: with a line, and use the section on the To indicate an aircraft which has been given descent bottom of the line to record altitudes an from 10,000 to 6,000 and instructed to report aircraft has vacated or has been leaving 10,000 and 7,000. Aircraft has reported out of 10,000. instructed to report through; and (E) 100 60 100 70

2. cross off an altitude when the aircraft has reported vacating the altitude, or it has been determined by valid Mode C altitude read-outs that an aircraft has vacated the altitude. I. record altitude restrictions as follows: 1. departure and arrival strips — enter 903.10 I. 1. Example: altitude restrictions in box 14 as they are To indicate an aircraft has been cleared to the issued to the aircraft; and (E) Williams Lake airport for an approach, to cross 20 DME south of Williams Lake at 8,000 or below.

120 A YWL X20SYWL80

2. en route strips — if an altitude change 903.10 I. 2. Example: will take place with a restriction to cross To indicate an aircraft has been cleared to descend a specified point at a higher or lower to 6,000, with a restriction to cross LUBIC at 8,000 altitude, enter the altitude in box 9a and or below and aircraft has reported leaving 12. the restriction in box 14 on the applicable strip(s). (E)

120 60 X LUBIC 80

2004-07-08 ATC 9-13 903.11 Box 9b. A. Draw a vertical line on the right-hand side of 903.11 A. Note: box 9, to provide sufficient space to enter A requirement to use this box exists only when the coordinated and approved altitudes. (N) original altitude placed in box 9a has been or will be changed and coordination or approval is required. B. Enter the altitude or flight level that has 903.11 B. Example: been coordinated and/or passed to an To indicate that the aircraft has a revised altitude of adjacent unit/sector. (E)(R) FL330, and that the change has been passed and coordinated.

330 330 290

903.11 B. Reference: Coordination; 904.

903.12 Box 10. A. Enter the identifier of the NAVAID, published 903.12 A. Example: intersection or location to be used as the VQC YOW holding fix, if it differs from the clearance limit indicated in box 14. (E)(R)

903.12 A. Reference: Clearance Limit; 903.17 G. B. Enter control transfer: (N) * 903.12 B. Note: There is no requirement to record control transfer information in cases where control is automatically transferred as specified in an Agreement or Arrangement. 1. time; 2. location; or 3. altitude. C. Indicate communication transfer by entering the new frequency, if required.

903.13 903.13 Note: Box 11 — Holding instructions. (N)(R) If space in box 11 is insufficient, enter the remainder in box 14. 903.13 Reference: Holding; 450. A. Standard holding clearance on NDB — 903.13 A. Example: enter the direction from the fix and the To indicate a hold at the Fort St. John NDB, on the inbound track. (E) southeast inbound track 289. SE 289 XJ

2004-07-08 ATC 9-14 B. Standard holding clearance on VOR or 903.13 B. Example: VORTAC — enter the direction from the fix To indicate a hold at the Moncton VOR, northeast and the radial. (E) on the 068 radial. NE 068R YQM

C. Non-standard holding clearance — include 903.13 C. Example: the abbreviation “LT” after the inbound track To indicate a hold at the Baie-Comeau VOR, or the radial. (E) southeast on the 110 radial, left turns. SE 110R LT YBC

D. TACAN and DME holding clearance — 903.13 D. Note: immediately after the NAVAID identifier Distances other than DME should be identified as enter the radial/bearing DME fix, followed by such. the DME distances. (N)(E) 903.13 D. Example: To indicate a hold at the Trenton TACAN 010 radial 20 DME fix, north between 20 and 40 DME.

N 20–40 UTR 010R/20

E. Detailed holding clearance — enter 903.13 E. Example: appropriate details such as fix, radial/ To indicate a hold at the Yorkton VORTAC zero zero course/inbound track, location of hold, five radial ten DME fix, north, two minutes inbound, direction of hold and type of turns. (E) left turns. N 2 min LT YQV 005R/10

F. Published holding pattern clearance. (E) * 903.13 F. Example: To indicate a published hold at the CAMRA intersection.

PH CAMRA

G. Draw a straight line through the holding instructions after the aircraft is given approach clearance or further clearance to depart the fix.

903.14 Box 12 — Clearance Times. A. enter the expect further clearance time; B. enter the expect approach clearance time;

1999-10-07 ATC 9-15 C. enter the time to depart the fix; or D. enter the symbol “ ” if the aircraft has been advised “no delay expected”.

903.15 Box 13 — If required, enter the time approach clearance was issued to the aircraft.

903.16 Boxes 10-13 — Other Uses. A. Boxes 10-13 may also be used to enter control data, as applicable. B. In the event of a missed approach, prepare 903.16 B. Example: a new departure strip and include the To indicate an aircraft has been issued a missed following: (E)(R) approach clearance to proceed to alternate, to maintain 12,000, climb runway heading to 5,000 before proceeding on course, and the aircraft has commenced the missed approach at 1215.

120 RH 50 BPOC 1215 MA

903.16 B. Reference: Arrival strip-missed approach; 903.9 C. 6.

1. enter “MA” in boxes 10-13 to indicate that a missed approach clearance has been issued; 2. enter missed approach instructions in box 14; and 3. draw a diagonal line and enter missed approach time in box 8. C. On departure strips enter a large “D” to 903.16 C. Example: indicate a departure clearance has been Aircraft was issued departure clearance at 52. issued and the time the clearance was issued in box 13. (E) D 52

1999-10-07 ATC 9-16 D. Enter a large “E” to show that an IFR 903.16 D. Note: clearance to enter controlled airspace has When an aircraft departs from an airport located in been issued. The time the clearance was uncontrolled airspace, only the “E” and the time issued is to be inserted in box 13. (N)(E) clearance was issued is to be entered. The departure time, if necessary, may be recorded in box 14. 903.16 D. Example: Aircraft was issued clearance at 52 to enter controlled airspace. E 52

903.17 Box 14 — Control Data. A. Enter altitude restrictions. (R) 903.17 A. Reference: Altitude Restrictions; 903.10 I. B. Enter all items specified in a departure 903.17 B. Note: clearance in box 14. (N)(E)(R) Departure instructions could include: runway to depart; direction to turn; route to follow; altitude restrictions; etc. 903.17 B. Example 1: To indicate an aircraft has been cleared to maintain 14,000, to depart runway 15, turn left direct the Prince George VOR, cross 20 DME north of Prince George VOR at 10,000 or above.

140 15 TL YXS X20NYXS100 D 52

903.17 B. Example 2: Aircraft was issued a Gander 3 SID departure.

YQX3

903.17 B. Reference: Clearances; 441. C. Enter release time as follows: (R) 903.17 C. Reference: Release Time; 443. 1. clearance valid (CV) time, followed by: 903.17 C. 1. Example: (E) “CV 1240” or “CV ACA123 + 3” to indicate clearance valid at 1240, or clearance valid ACA123 departure plus 3 minutes. a. the time in four figures; or

2006-07-20 ATC 9-17 b. a specified event (using approved abbreviations and symbols), that must occur before the clearance is valid. 2. symbol “CVR” if a clearance validation is required; or 3. clearance-cancelled (CC) time, followed 903.17 C. 3. Example: by: (E) “CC 1800” or “CC N329Z OB” to indicate clearance cancelled at 1800, or clearance cancelled N329Z reports outbound. a. the time in four figures; or b. a specified event, that when it occurs, cancels the clearance. D. Indicate altitude crossing (X) restrictions 903.17 D. Example: followed by the fix or location, and the X VQC 150 ↑ To indicate, cross Stirling VOR altitude. (E) at 15,000 or above. X CHUBB 150 ↓ To indicate, cross CHUBB intersection at 15,000 or below. X 20 W YWG 150 To indicate cross 20 DME west of Winnipeg at 15,000. E. Enter pilot requested altitudes whenever 903.17 E. Note: they differ from the proposed flight planned The practice of writing additional requested altitudes altitude. (N) in box 14 is only necessary if the controller is unable to immediately approve the altitude request. F. When not indicated elsewhere on the flight 903.17 F. Reference: progress strip, enter a red “W” to indicate Completion of IFR Strips; 902. corrective action is required: (R) 1. to prevent confliction with other aircraft; or 2. to bring attention to a potentially hazardous situation; and if the confliction or hazardous situation is not readily apparent, enter sufficient details (i.e. aircraft identification, conflict point(s), time(s), etc.) to clearly identify the problem. G. Enter the identifier of the fix to be used as 903.17 G. Reference: the clearance limit, if an aircraft is not Clearance Limit; 463. cleared to the destination airport. (R) Arrivals; 560. H. Enter additional information such as: 1. Aircraft equipment unserviceability. (E) 903.17 H. 1. Example: “#1 engine U/S”. 2. Customs advisory. *3.Dangerous goods. (R) * 903.17 H. 3. Reference: Dangerous Goods; 702. 4. Loss of navigation and approach aid equipment. 5. Impairment of air-ground communication.

2006-07-20 ATC 9-18 6. Operation in designated controlled 903.17 H. 6. Reference: airspace without a serviceable Operation in Controlled HLA Without a transponder. (R) Transponder; 522. 7. Mode C — altitude readout invalid or not 903.17 H. 7. Reference: validated, or automatic reporting is Altitude Readouts; 503. turned off. (R) 8. Aircraft has declared an emergency. 9. Aircraft has declared “Minimum Fuel”. 903.17 H. 9. Reference: (R) Minimum Fuel; Definitions. Flight Priority; 132. 10.Other information, if appropriate. I. Enter the type of approach specified, 903.17 I. Reference: prefixed by the letter “A” and followed by Special Abbreviations and Symbols; 920. appropriate symbols. (R) J. If there is insufficient space in box 14 to enter data, use available space in boxes 6, 16, 17 and 18.

903.18 Box 15 — Fix Designator. Enter the appropriate identifier for the fix designator.

903.19 903.19 Note: Boxes 16, 17 and 18 — Other Information. For the purpose of strip marking, the System Enter information such as System Activation Activation Time is either the aircraft's estimated time Time in four figures, Julian date, or other items to enter the IFR unit's airspace, or the proposed departure time. On a departure strip, this time as specified in a unit directive. (N) should be placed in box 5.

903.20 903.20 Reference: Items in boxes 1 to 4a are interchangeable with Cruising Altitudes and Cruising Flight Levels; boxes 15 to 18a, and are dependent upon the 602.34 CARs. direction of track leaving the fix: (R) A. track 000-179: aircraft identification is printed on the right-hand side of the strip; and B. track 180-359: aircraft identification is printed on the left-hand side of the strip.

903.21 If an aircraft will change direction over a fix: A. write the strip according to the outbound direction; and B. if necessary, indicate the direction change in the control data box (box 14) by: 1. marking the identifier of the next fix to be crossed; and/or 2. showing the direction with an arrow.

2002-01-24 ATC 9-19 904 COORDINATION

904.1 Passing Information and Data to Other Units/ Sectors. A. Enter an oblique stroke on the right-hand 904.1 A. Example 1: side of the time that has been passed to the To indicate that the YMM estimate of 2106 and all next unit/sector, to indicate that all required other unrevised data on the strip has been passed. unrevised flight data and control information for that strip has been forwarded to the appropriate facility. (E)(R)

ACA123 350 H/B747/X YMM 480 2106 4423 350 EGLL // NCAC YMM J517 YEG J510 CYYC

904.1 A. Example 2: To indicate that the sector boundary estimate of 2115 and all other unrevised data on the strip has been passed.

ACA123 350 H/B747/X YMM 480 21 06 BDRY 2115 4423 350 EGLL // NCAC YMM J517 YEG J510 CYYC

904.1 A. Reference: Coordination; 490 and 736. B. When forwarding information to two or more * 904.1 B. Note: agencies, enter the identifier of these Writing the agency's identifier alongside the slash sectors/units to the right of the oblique indicates that all necessary information on the strip stroke. (N)(E) has been passed to the unit. This procedure is to be repeated when passing information to all subsequent agencies. When all facilities have the required information, uncock the strip. 904.1 B. Example 1: To indicate that both Oakland and Anchorage Centers have the (1525 at 51/130) estimate for JAL5.

OAK JAL5 ANC 350 H/B747/X 25 51/130 480 15 2412 350 YVR // 51/130 51/140 // RJAA

2002-01-24 ATC 9-20 904.1 B. Example 2: To indicate that both Oakland and Anchorage Centers have the (1545 at 135W) estimate for JAL5.

JAL5 350 H/B747/X 25 OAK 51/130 480 15 135W@1545 ANC 2412 350 YVR // 51/130 51/140 // RJAA

C. Indicate a revision has been passed to the 904.1 C. Example: appropriate agency by entering a short To indicate that the estimate and revision are stroke through the oblique stroke. (E)(R) passed. 11 21 06

904.1 C. Reference: Coordination; 490. D. When previous information has been * 904.1 D. Note: passed to two or more agencies, indicate The short stroke across the oblique stroke is that a revision has also been passed by entered when the coordination with the first agency entering a tick alongside the identifier of the is completed. The strip remains coked until the coordination with all agencies is completed. appropriate agency. (N)(E) 904.1 D. Example: To indicate that the estimate and revision are passed to both Oakland and Anchorage Centers..

OAK 30 ANC 15 25

E. When the route has been revised without 904.1 E. Note: prior coordination with the appropriate unit/ This procedure is to be used when an estimate has sector, indicate the revision as passed by not been passed, or coordination with the next unit/ entering an oblique stroke following the sector has not taken place, and the aircraft requests the routing change, or the controller who currently route information. (N)(E)(R) controls the aircraft, determines a requirement for and initiates the routing change. 904.1 E. Example 1: To indicate that ACA123 requested and was given an amended route clearance, and an estimate for this aircraft has not been passed to the next unit/ sector.

ACA123 350 H/B747/X 06 YMM 480 21 4423 350 EGLL // NCAC YMM J517 YEG J510 CYYC

1999-10-07 ATC 9-21 904.1 E. Example 2: To indicate that ACA123 requested and was given an amended route clearance and the estimate and routing change has been passed to the next unit/ sector.

ACA123 350 H/B747/X 06 YMM 480 21 4423 350 EGLL // NCAC YMM J517 YEG J510 CYYC

904.1 E. Reference: Coordination; 490. F. Indicate revised altitude data has been * 904.1 F. Example 1: passed by entering the revised altitude in To indicate that a revised altitude has been passed. box 9b. (E)

310 350 350

* 904.1 F. Example 2: To indicate that the second revised altitude of flight level 390 is passed and the aircraft has reported out of flight level 370.

310 350 350 390 390 370

904.2 Coordination with other units/sectors where the altitude, routing change or restriction has been coordinated and passed to another unit/sector, but has not been issued to the aircraft. A. If a route, different from the route currently 904.2 A. Example: assigned to the aircraft, has been To indicate that a routing change has been coordinated and passed to an adjacent coordinated and passed to the next unit/sector, but sector/unit, enter the coordinated route in has not been issued to the aircraft. box 6 and slash the amendment. Enter “RTE” in box 14 to indicate that the revised route has not been assigned to the aircraft. The strip remains cocked. (E)

RTE

J534 250 YXJ J518 YWL

1999-10-07 ATC 9-22 B. When the coordinated route has been 904.2 B. Example: assigned to and acknowledged by the To indicate that a routing change has been aircraft, draw a single line through the “RTE” coordinated and passed to the next unit/sector, and in box 14 and uncock the strip. (E) has now been issued to the aircraft.

RTE

J534 250 YXJ J518 YWL

C. If an altitude that is different from the altitude * 904.2 C. Example: currently assigned to an aircraft, is To indicate that an altitude change of FL240 has coordinated and passed to an adjacent been coordinated and passed (along with the sector/unit, enter the coordinated altitude in estimate) to the next unit/sector but has not yet been issued to ACA123. box 9b. The strip should remain cocked until the coordinated altitude has been assigned to the aircraft. (E)

ACA123 350 240 H/B747/X YSC 480 21 06 4423

D. Once the coordinated altitude has been * 904.2 D. Example: assigned to the aircraft, enter the revised To indicate that FL240 has been coordinated and altitude in box 9a and uncock the strip. (E) passed to the next unit/sector (along with the estimate), and has now been issued to ACA123.

ACA123 350 240 240 H/B747/X 06 YSC 480 21 4423

E. If an altitude restriction has been 904.2 E. Example: coordinated with and approved by an To indicate a restriction to “cross Baie Comeau at adjacent unit/sector, enter the restriction in 15,000 or above” has been coordinated and passed box 14, circle it and cock the strip. (E) to the next unit/sector and the restriction has not been issued to the aircraft.

80 160 160 X YBC 150

F. When the coordinated restriction has been 904.2 F. Example: issued and acknowledged by the aircraft, To indicate that the coordinated restriction has been enter a tick mark by the restriction. (E) issued to and acknowledged by the aircraft.

80 160 160 X YBC 150

2006-07-20 ATC 9-23 G. If the coordinated restriction has been 904.2 G. Example: cancelled or amended draw a single line To indicate the 15,000 restriction has been issued to through the circled restriction. (E) the aircraft and later cancelled.

80 160 160 X YBC 150

905 SPECIAL PURPOSE STRIPS

905.1 Use colored strips or red pen, as necessary, for emphasis.

905.2 Special VFR. A. Include the following information for SVFR 905.2 A. Example: approval where there is an airport controller “YQB SVFR 1515-1545”. on duty: (E)(R) 905.2 A. Reference: Special VFR; 402. *1.airport indicator; 2. abbreviation “SVFR”; and 3. period of time during which SVFR flight is approved. B. Include the following information for SVFR 905.2 B. Example: authorization where there is no airport “YDF SVFR GFLB 1515-1545”. controller on duty: (E)(R) 905.2 B. Reference: Special VFR; 402. *1.airport indicator; 2. abbreviation “SVFR”; 3. aircraft identification(s), if required; and 4. period of time during which SVFR flight is authorized.

905.3 905.3 Note: Display the operating status, (if other than Posting of the abnormal operating condition is not normal), of any facility used in air traffic control, required if the information is displayed on the OIDS by indicating the nature of the unserviceability page being monitored, or if the information is being displayed and is available to the controller in a on a flight progress strip immediately under the manner approved by unit management. appropriate fix designator as follows: (N) A. enter the following information when 905.3 A. Example: facilities or frequencies are withdrawn from “HM NDB SSD 261600-1700”. service for a known period of time: (E) “119.0 SSD 031500-051700”. 1. NAVAID identifier or frequency; 2. abbreviation “SSD”; and 3. period of scheduled shutdown time. B. enter the following information when 905.3 B. Example: facilities or frequencies unexpectedly “XS ILS RWY 15 U/S 031600 UFA”. become inoperative: (E)

2006-07-20 ATC 9-24 1. NAVAID identifier or frequency; 2. abbreviation “U/S”; 3. date and time of unserviceability; and 4. abbreviation “UFA”.

905.4 905.4 Note: Display other essential flight information such 905.3 Note applies here also. as: (N) A. Airport conditions. (E)(R) 905.4 A. Example: “YOW RWY 14-32 closed 2000-2200 due maintenance”. 905.4 A. Reference: Airport Conditions; 322. Canadian Runway Friction Index (CRFI) and Runway Surface Condition (RSC) Reports; 169. B. Severe weather, chaff, bird activity. (R) 905.4 B. Reference: Flight Information Service; 160. C. Class F airspace changes and other 905.4 C. Example: airspace restrictions such as forest fire area “CYR501 active SFC to 120 262000-2300”. activated by NOTAM. (E) “Forest Fire Area 10 mi radius YWA”.

905.5 905.5 Reference: Photographic survey flights. (R) Separation from Photographic Survey Aircraft; 478. Photographic Survey Flights; 360,ATSAMM. A. Use standard strip marking procedures for aircraft that are proceeding to and from a photo area. B. Enter the abbreviation “PHOTO” in box 14. C. For all photo flight strips, enter the following 905.5 C. Example: route information in box 6: (E)(R)

PHOTO

120 CYXE YXE V303 YPA Nipawin Photo Lines 1,2,3,4 YLL CYLL

905.5 C. Reference: Flight Progress Strip Data; 903 1. proposed altitude; 2. point of departure; 3. route to photo area; 4. photo area as defined in the flight plan; 5. route from photo area to destination; and 6. destination. D. Enter data for aircraft that are operating within a photo area as follows:

Original ATC 9-25 1. Box 7 — Estimates. Enter the following 905.5 D. 1. Example: two estimates in box 7, one above the To indicate an aircraft is estimated to enter the other separated by a horizontal line: (E) photo area at 1500 and to leave at 1800.

1500 1800

a. on the top, enter the time that the aircraft is estimated to enter the photo area; and b. on the bottom, enter the time that the aircraft is estimated to exit the photo are 2. Box 14 — Enter communications failure instructions, if required. E. Post a separate strip under each fix posting affected by the photo area.

905.6 905.6 Note: Altitude Reservations. Unit direction should comply with strip marking and Strip marking and posting procedures for posting procedures set out in this Part to the extent altitude reservation aircraft are to be in possible. accordance with unit direction. (N)

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Original ATC 9-26 910 TOWER OPERATIONS

911 GENERAL

911.1 The requirement to include all specified information on flight progress strips for VFR flights, is at the discretion of unit management. However, when a requirement for information specified herein has been identified, the information shall be entered on the flight progress strip in the box designated for that purpose.

911.2 Differentiate between flight progress strips used for IFR and VFR flights by using one of the following methods: A. different coloured strip holders; B. different coloured markings; or C. some other method developed for local use.

911.3 911.3 Note: Local operations will dictate the appropriate bay Some suggestions are: layouts. (N) A. Clearance delivery: active, non-active. B. Ground control: VFR departures, IFR departures. C. Airport control: 1. IFR/VFR departures. 2. IFR/VFR arrivals. 3. Circuits. 4. Training areas.

912 COMPLETION OF TOWER STRIPS

912.1 912.1 Reference: Complete Control Tower flight data strips as Completion of IFR Strips; 902. indicated in this section. (R)(D) 912.1 Diagram:

1 5 a b 10 11 15 2 9b 14 16 7 8 9a 3 c d 12 13 17 4a 18a 4b 6 18b

912.2 912.2 Reference: Box 1 — Aircraft Identification: (R) Language Identification on Flight Data Strips; 731. A. enter a minimum of three and a maximum of seven alphanumeric characters; and

2004-04-15 ATC 9-27 *B.as part of the seven alphanumeric 912.2 B. Reference: characters, enter the symbol “M” as a suffix Aircraft Identification; 216. if the flight is a MEDEVAC. (R)

912.3 912.3 Reference: Box 2 — Aircraft Type. Enter the type of aircraft Flight Progress Strip Data; 903 as follows: (R) Air Traffic Designators. Aircraft Type Designators, (ICAO DOC 8643). A. the number of aircraft if more than one; B. the appropriate ICAO aircraft type designator prefixed by “H/” if a heavy aircraft; and C. if necessary, by the appropriate transponder equipment code suffix.

912.4 Box 3 — Enter speed, if required.

912.5 Box 4a — SSR Code. Enter SSR code, if required, as follows: A. the appropriate four digit code which has been assigned to the aircraft; or B. the letter “N” if the aircraft does not have a functioning transponder.

912.6 * 912.6 Example 1: Box 4b — Category of Flight Plan. On “AR”—ad-hoc RDPS mechanically produced strips, a two letter code “CR”—centre-stored RDPS indicates the category of flight plan as follows: “FR”—full route clearance RDPS 912.6 Example 2: (E) ACA421 B727/S 460 4231 AR A. first letter indicates: 1. “A”— ad-hoc; 2. “C”— centre-stored; 3. “F”— full route clearance, to indicate that 912.6 A. 3. Note: the entire route, as printed on the strip, When a tower issues an IFR clearance to an must be issued to the aircraft; or (N) aircraft, the aircraft is frequently cleared via flight plan route or via centre-stored route. Full route clearance (F) indicates that the aircraft's originally filed route or centre-stored route differs from that printed on the strip. In this case, the controller must issue the entire route, as printed, to the aircraft. 4. “P” — pre-printed. *B.second letter indicates “R” for entered in RDPS.

2004-04-15 ATC 9-28 912.7 Place items 1 to 4b on the left side of the strip regardless of the direction of flight.

912.8 Box 5 — On a departure strip, enter the proposed departure time in four figures.

912.9 Box 6 — Enter other route information as follows: A. IFR departure and arrival — standard 912.9 A. Reference: format; (R) Flight Progress Strip Data; 903 B. VFR departure — requested altitude, route 912.9 B. Example: and destination; (E) To indicate a VFR departure at 1344, on runway 01, to Hamilton.

FBGL 25 C180 1344 01

1200 25 YTZ CYHM

C. VFR arrival — departure point and when 912.9 C. Note: necessary, the route; or (N) Route could indicate general direction, e.g. NW, 20SE, etc. D. VFR overflight — route, destination, and when required, departure point.

912.10 Box 7 — Enter information as follows: A. IFR departure: (E) 912.10 A. Example: To indicate an IFR departure clearance is valid at 50, actual departure time of 52 and the aircraft used runway 24 for takeoff. CYQB7 GLLL 2235 50 C500/R 2252 24 330 CV22 1733 FJ 280 CYQB V318 J553 YMX J546 YSO V37 CYYZ P

1. IFR release time, clearance cancelled time, flow control restrictions imposed by the IFR unit or other data required for flow management; and 2. these times, together with the appropriate symbol (CV, CVR, CC, etc.), shall be written in red.

2003-07-10 ATC 9-29 B. IFR arrival — inbound estimate. (E) 912.10 B. Example: To indicate an arriving IFR aircraft landed at 55, on runway 36.

ACA122 DC9/R 50 36 400 10 55 3354 CYXE J515 CYWG CJ B C. VFR arrival — inbound estimate if on a VFR 912.10 C. Example: flight plan or flight itinerary. (E) To indicate an arriving VFR aircraft landed at 26, on runway 19.

FDLB 35 C150 15 19 20 26 F/P 1227 CYGK A

D. VFR departure and arrival — enter VFR published routes or their symbols.

912.11 Box 8 — Enter information as follows: A. Departures — divide the box with a diagonal line and enter the actual departure time in four figures in the upper half. B. Arrivals — draw a cross over the dotted lines and enter the actual arrival time in box 8d. C. VFR overflight — enter the time the aircraft 912.11 C. Example: enters the control zone in four figures. (E) To indicate a VFR overflight entered the control zone at 1615 and the route of flight is south- eastbound. GZMJ 35 C172 88 1615

1201 HM CYSN

912.12 912.12 Note: Box 9 — Enter altitude information as follows: The division of box 9 into sections a and b is for IFR (N) control purposes only. Tower controllers should disregard this division. A. IFR departure — standard format; or (R) 912.12 A. Reference: Flight Progress Strip Data; 903 B. VFR — last reported altitude or the assigned altitude.

912.13 Boxes 10-13 — Enter information on the type of operation as follows:

2003-07-10 ATC 9-30 A. touch-and-go (T/G); (E) 912.13 A. Example:

GABC C172 T/G 110 1200 B. stop and go (S/G); C. flight plan (F/P), when the aircraft is on a VFR flight plan; D. practice IFR approach; E. circuits; F. VFR overflight — enter an arrow to indicate the direction of flight, if necessary; and *G.IFR departure strips — enter a large “D” to * 912.13 G. Note: indicate a departure clearance has been The time a clearance is issued is automatically issued and the time the clearance was recorded on electronic platforms such as EXCDS issued in box 13. (N)(E) and, as such, the D is not required. * 912.13 G. Example: D 52

912.14 Box 14 — Enter control data and pertinent information as follows: A. departures — control instructions and information; B. IFR departures: 1. specific instructions or restrictions included in the departure clearance as issued by IFR unit; and 2. SID or IFR departure runway, if required. C. arrivals — type of instrument approach, if required; and D. any other necessary control instructions or * 912.14 D. Note: information. (N) Special information may include: 1. Dangerous Goods. 2. ADCUS. 3. Special VFR. 4. Circuits. 5. First Solo. 6. Gate Number. 7. Destination on airfield. 8. Other pertinent information.

912.15 Boxes 15-17 — Enter the following information:

2006-07-20 ATC 9-31 A. runway number used for departure or arrival 912.15 A. Example: and the intersection used for departure; (E) T/G 24/C

B. appropriate code for type of aircraft 912.15 B. Note 1: operation; and (N)(R) Codes are: 60 —area other than a published runway 70 —water area within the airport boundary 88 —overflight 99 —arrival and overshoot * 912.15 B. Note 2: For helicopter arrivals and departures, the helipad indicator may be used. For example, the letter “A” to indicate helipad Alpha. 912.15 B. Reference: NCAMS — Itinerant Movements; 1021. C. other information as specified in a unit directive.

912.16 912.16 Example: Box 18 — Enter and circle the ATIS code. (E)

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2006-07-20 ATC 9-32 920 SPECIAL ABBREVIATIONS AND SYMBOLS

921 GENERAL

921.1 921.1 Note: Use the following abbreviations and flight Abbreviations found in ABBREVIATIONS may also symbols, as appropriate, in the completion of be used in strip marking. flight progress strips and air traffic control clearance forms: (N)

abeam ABM above ABV actual time of departure ATD after passing APSG advise ADZ altitude reservation ALTRV approach (unspecified) A ARC clockwise ARC C ARC counter-clockwise ARC CC as soon as possible ASAP at @ at least one thousand feet on top 10/⊕ at or above ↑ at or below ↓ back course BC before proceeding on course BPOC below BLO cancel IFR IFR centre-stored C clearance cancelled if not airborne by (time/event)CC (time/event) clearance valid at (time/event) CV (time/event) clearance validation required CVR cleared through eastbound > cleared through westbound < cleared to the TACAN 180 radial 10 DME fix T180/10 cleared out of controlled airspace B cleared to enter (or join) controlled airspace E climb climb from 6,000 to 8,000 60 80 climb to 4,000 in accordance with the visual flight rules 40VFR climb with at least 1,000 feet vertical separation below (aircraft identification) 10BLO (ident) compressing cross X

2006-04-13 ATC 9-33 cross (fix) at 11,000 X(fix)110 cross (fix) at 15,000 or above X(fix)150↑ cross (fix) at 15,000 or below X(fix)150↓ depart D descend descend with at least 1,000 feet vertical separation above (aircraft identification) 10ABV (ident) direct → * do not pass to aerospace defence radar NOPAR eastbound EB estimated time of arrival ETA estimated time of departure ETD expanding ↕ expect approach clearance at (time) EAC (time) expect further clearance at (time) EFC (time) flight level FL flight plan route F/P full route clearance F great circle G/C hold H hold (direction from fix, in relation to compass points) H-(direction) if communications fail ICF if not possible INP immediately IMD inbound IB information passed / information passed and revised information passed intercept leave L left turn(s) LT maintain M missed approach MA no delay expected northbound NB not above NA not before NTB not below NBLO not later than NL on course OC outbound OB over OVR proceed on course POC present position PP procedure turn PT proposed P

2006-04-13 ATC 9-34 published hold PH radial R report RPT report leaving RL report established RE report passing RP report reaching RR request altitude change en route RACE right turn(s) RT runway heading RH scheduled shutdown SSD southbound SB STAR (Standard Arrival Route) TACAN T take off T/O tick mark transponder TS turn left TL turn right TR unserviceable U/S until TIL until further advised UFA until further notice UFN warning indicator (control action must be implemented) W (in red) westbound WB while in controlled airspace WICA

921.2 921.2 Note: Use the following abbreviations and flight These are in addition to the abbreviations and flight symbols in the completion of Control Tower symbols contained in 921.1. flight data strips: (N)

activate flight plan or flight itinerary 88 altitude while in zone altitude CZ arrival and overshoot 99 ATIS (letter circled, e.g. ATIS romeo) ® circuits CCT close flight plan or flight itinerary 88 conflict resolution within a CZ or TRA 88 control zone CZ gate (number in large size) G (number) IFR IFR * area other than a published runway 60 localizer LOC local (direction) LCL (direction) outbound OB

2005-07-07 ATC 9-35 overflight (Zone or TRA) 88 position report 88 pre-posted PP procedure turn PT specified area (altitude) (area) (altitude) SVFR SVFR stop and go S/G straight-out (VFR) SO takeoff or landing within control zone or TRA but outside airport boundary 88 touch-and-go T/G traffic information within CZ or TRA 88 training area (altitude) T/A (altitude) vectoring for separation purposes in CZ or TRA88 VFR V water area within the airport boundary 70

921.3 921.3 Reference: Use the abbreviation “A” to indicate that an Flight Progress Strip Data; 903. aircraft is cleared for an unspecified approach. (R)

921.4 921.4 Reference: Indicate specific types of instrument Flight Progress Strip Data; 903. approaches on flight progress strips as follows: (R) A. prefix with the letter “A”;

2005-07-07 ATC 9-36 B. use the following abbreviations for the 921.4 B. Note: instrument approach procedure Controllers may wish to designate the type of identification: (N)(E)(R) approach aid being overflown at airports where more than one GPS overlay approach exists to the same runway, e.g.: A. AGOD16 – GPS overlay VOR/DME runway 16 approach. B. AGN16 – GPS overlay NDB runway 16 approach. 921.4 B. Example: AI26— ILS runway 26 approach AN30— NDB runway 30 approach AID12— ILS/DME runway 12 approach AV25— visual runway 25 approach AOD11— VOR/DME runway 11 approach AR08— RNAV runway 08 approach AG32— GPS Overlay runway 32 approach 921.4 B. Reference: Approach Clearances; 465. BC — localizer back course CI — converging ILS CT — copter TACAN D—DME G — GPS Overlay I—ILS I2 — ILS CAT II K — contact LDA — localizer type directional aid LOC — localizer N — NDB O—VOR P—PAR R — RNAV(GPS) T—TACAN V — visual C. in cases where an aircraft is cleared for a 921.4 C. Example: “straight in approach” insert the letter “S” ASI08R straight-in ILS runway 08 right after the “A”; (E) approach ASBC33 straight-in localizer back course runway 33 approach D. use a dash to separate the letter(s) used for 921.4 D. Example: the NAVAID from the suffix of the procedure AN-A NDB alpha approach identification; (E) ALOC-B localizer bravo approach E. use an oblique stroke to separate a 3-letter 921.4 E. Example: identifier (e.g. “LOC”) from adjacent letter(s) ALOC/N localizer/NDB approach used as the abbreviation for a NAVAID; (E) F. use a dash to separate the number in the 921.4 F. Example: procedure identification from the runway ABCOD1-33 localizer back course/VOR/DME 1 number; and (E) runway 33 approach

ATC 9-37 G. for circling procedures, add an oblique 921.4 G. Example: stroke and the runway number. If required, ASI34/25 straight-in ILS runway 34 indicate the specified circling direction prior approach, circling to runway 25 ASBC15/E24 straight-in localizer back course to the circling runway. (E) runway 15 approach, circling east to runway 24

ATC 9-38 PART 10 — FORMS AND REPORTS

1000 GENERAL 1001 PURPOSE 1002 PREPARATION 1003 DISTRIBUTION 1004 RETENTION 1010 FLIGHT DATA RECORDS 1011 ATC CLEARANCE (FORM 28-0006) 1012 FLIGHT PROGRESS STRIP 1020 STATISTICS 1021 NAV CANADA AIRCRAFT MOVEMENT SYSTEM — ITINERANT MOVEMENT (NCAMS) 1022 LOCAL MOVEMENTS 1023 MONTHLY TRAFFIC SUMMARY (FORM 28-0028) 1030 ALTITUDE RESERVATIONS 1031 ALTITUDE RESERVATION MESSAGE (FORM 28-0086) 1032 DAILY ALTITUDE RESERVATION RECORD (FORM 28-0057) 1033 ALTITUDE RESERVATION ACTIVITY PACKAGE (FORM 28-0087) 1040 AVIATION OCCURRENCES AND INCIDENTS 1041 AVIATION OCCURRENCE REPORT (FORM NC28-0026) 1042 UNIT LOG

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2002-10-03 ATC 10-1 PART 10 — FORMS AND REPORTS

1000 GENERAL

1001 PURPOSE

1001.1 1001.1 Note: This Part provides direction to air traffic control While this Part specifically deals with forms, the personnel in the preparation and processing of general directives relating to preparation, forms. (N)(R) distribution, and retention also apply to reports for which a form is not provided. 1001.1 Reference: Forms — Purpose; 141, ATSAMM.

1001.2 In addition to the direction contained in this Part, all personnel are required to prepare correspondence, papers, and so on, relative to their position of duty.

1002 PREPARATION

1002.1 Complete forms and reports not included in this Part in accordance with the instructions issued by the appropriate authority.

1002.2 Take care in the preparation of each form or report to ensure neat and accurate results. You should type forms and reports that are forwarded to Regional Office or Head Office.

1002.3 1002.3 Reference: Indicate units of measurement as specified in Units of Measurement; 214. Part 2. (R)

1002.4 Indicate altitudes and flight levels in hundreds of feet.

* 1002.5 1002.5 Reference: Use authorized location indicators, air traffic Abbreviations. designators, suffixes, abbreviations, and Special Abbreviations and Symbols; 920. symbols in the completion of all forms and reports. (R)

2002-10-03 ATC 10-2 1002.6 In general correspondence: *A.use place names in lieu of location indicators; and B. translate and write in plain language, any special codes or abbreviations that may not be understood outside the unit office.

1003 DISTRIBUTION

1003.1 Distribute forms and reports as detailed in this Part.

1003.2 Forward completed forms and reports without delay.

1003.3 1003.3 Note: Forward routine monthly reports by the third A covering letter is not required when forwarding working day of each month. (N) routine monthly reports.

1003.4 Distribute forms and reports as directed by the appropriate authority.

1004 RETENTION

1004.1 Retain all forms and reports in the unit files for the periods indicated.

2006-07-20 ATC 10-3 1010 FLIGHT DATA RECORDS

1011 ATC CLEARANCE (FORM 28-0006)

1011.1 1011.1 Note: GENERAL INSTRUCTIONS: (N) A flight progress strip may be used in lieu of this form. A. TO BE COMPLETED BY: ATS personnel. B. PURPOSE: To facilitate copying and recording of ATC clearances issued by an IFR unit for relay to aircraft. C. WHEN REQUIRED: Routinely. D. COPIES REQUIRED: 1. E. DISTRIBUTION: Unit file — 1. F. RETENTION: 30 days.

1011.2 1011.2 Reference: Copy clearances verbatim. (R) Forms and Reports - General - Preparation; 1002.

1011.3 Enter the times at which the clearance was received and delivered together with the appropriate operating initials.

* 1012 FLIGHT PROGRESS STRIP

1012.1 1012.1 Reference: GENERAL INSTRUCTIONS: (R) Flight Progress Strip Marking: Part 9. A. TO BE COMPLETED BY: ATS personnel. B. PURPOSE: To record ATS information such as clearances, instructions, status of facilities, aircraft navigation or communication capability, and altitude reservation information at an operating position. C. WHEN REQUIRED: Routinely. (N) 1012.1 C. Note: The requirement to use strips for Control Tower flight data is determined by the Unit Manager. D. COPIES REQUIRED: 1. E. DISTRIBUTION: Unit file — 1. F. RETENTION: 30 days.

1012.2 Complete flight progress strips in accordance with direction in Part 9 Flight Progress Strip Marking. If a situation arises for which direction is not provided:

2006-07-20 ATC 10-4 A. use direction provided by unit management; or B. if there is no direction, use strip marking that clearly describes the situation.

1012.3 Mechanically produced flight progress strips shall be printed and formatted to conform with the direction contained in this manual.

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1999-10-07 ATC 10-5 1020 STATISTICS

1021 NAV CANADA AIRCRAFT MOVEMENT SYSTEM — ITINERANT MOVEMENT (NCAMS)

1021.1 1021.1 Reference: NCAMS was developed to assist tower Users Manual — NAV CANADA Aircraft Movement personnel to record aircraft movements rapidly System. and efficiently. This system replaces the Daily Air Traffic Record and ensures the interface with external billing systems. Furthermore, the system satisfies local, regional and national statistical requirements. (R)

1021.2 1021.2 Note: Tower personnel must enter, in NCAMS, all the At units not using NCAMS, statistical data must be data concerning itinerant aircraft movements. recorded via a method consistent with NCAMS (N)(R) procedures and forwarded to Statistics Canada. 1021.2 Reference: Itinerant Aircraft; Definitions.

1021.3 Complete the fields as follows: A. Type of movement: 1. arrival; 2. departure; or 3. overflight. B. Identification: 1. Enter the aircraft operating agency designator followed by the flight number; or 2. Enter the aircraft registration. (N) 1021.3 B. 2. Note: Only the last four letters are required for Canadian civil aircraft. C. Type: 1. Enter the appropriate ICAO aircraft type designator. 2. Enter “ZZZZ” for aircraft types not assigned an ICAO designator, and enter the name in full in the “Remarks” field. 3. Enter “NK” to indicate that the aircraft 1021.3 C. 3. Note: type is not available. (N) For aviation statistics computer processing, the letters “NK” signify “Not Known”. D. Orig/Dest:

1999-10-07 ATC 10-6 *1.Enter the appropriate location indicator, using the 3-letter or letter-number combination for locations in Canada or the United States (excluding Hawaii) and 4 letters for other locations. *2.In other cases, enter the following indicators, as appropriate: a. “M” — the location of departure or 1021.3 D. 2. a. Note: destination is unknown. (N) You are expected to request this information from the pilot, subject to controller workload.

*b.“11” — a location in Canada without a recognized indicator. Enter the full name of the location in the “Remarks” field. *c.“111” — a location in the United States (excluding Hawaii) without a recognized indicator. Enter the full name of the location in the “Remarks” field. *d.“1111” — a location outside of Canada or the United States (excluding Hawaii) without a recognized indicator. Enter the full name of the location in the “Remarks” field. E. Time: Enter: 1. the time of takeoff; 2. the time of arrival; 3. the time of the missed approach; or (N) 1021.3 E. 3. Note: The time of the missed approach must be entered once for the arrival phase and once for the departure phase. 4. the time of radio contact for entries coded “88”. F. IFR/VFR: 1. At all locations, enter: a. “X” for IFR aircraft; or b. “V” for VFR itinerant aircraft. G. Runway: (N) 1021.3 G. Note: Except for entries made under sub-paragraph 4., the entries for field “RUNWAY” apply within the boundary of the airport where the Control Tower is located. Enter: 1. The runway number for a landing or a takeoff by any aircraft.

2006-07-20 ATC 10-7 2. Code “60” for any landing or takeoff by an aircraft on an area other than a published runway. 3. Code “70” for any landing or takeoff by an aircraft from a water area within the airport boundary. 4. Code “88” for: (E) 1021.3 G. 4. Example: If the aircraft has exited the control zone or TRA and has been authorized to leave the tower frequency to subsequently call back to file a position report or to request a clearance to re-enter and transit the control zone or TRA, it must be recorded again under code “88”. — or — If an aircraft requests and receives a clearance through the zone or TRA, the aircraft is counted as an “88”. Once in the zone or TRA, if the aircraft is issued traffic information, the aircraft is recorded as another “88”. If the aircraft then receives conflict resolution by the application of vectors or altitude, it is recorded as another “88”. By recording the aircraft in this manner, the actual workload created by each aircraft will be more accurately reflected in the daily traffic summary. a. each transmission to an aircraft 1021.3 G. 4. a. Note 1: transiting the control zone or TRA; (N) A category “88” movement is a flight which communicates with the tower while transiting the control zone to another destination outside of the control zone or TRA. Arriving or departing itinerant aircraft shall not be recorded as a code “88” entry, regardless of prior conflict resolution, traffic information or other activity. 1021.3 G. 4. a. Note 2: Where the limits of the TRA extend beyond the control zone, an aircraft that transits both the zone and TRA is counted only once. b. each transmission to an aircraft which 1021.3 G. 4. b. Note: calls the tower to activate or close a An itinerant aircraft that activates a flight plan or flight plan or flight itinerary, or to file a flight itinerary with the tower after departure or position report; (N) cancels IFR or closes a flight plan or flight itinerary to subsequently land at the airport where your unit is located, does not qualify for a category “88” movement. c. each transmission to an aircraft which takes off or lands within the control zone or TRA but outside the airport boundary where the Control Tower is located; or

2006-07-20 ATC 10-8 d. each transmission to an aircraft 1021.3 G. 4. d. Example: remaining in the control zone or TRA Flights conducted outside the airport circuit but in for an extended period of time for the the control zone or TRA for extended periods of time purpose of exchanging pertinent such as traffic surveys, police activities, hot air balloons, sightseeing flights, photo surveys, traffic, resolving conflict or passing or calibration flights not conducting approaches or, off receiving information such as airport movements such as float plane and PIREPs. (E)(R) helicopter activities, increase the workload and therefore qualify for category “88” movements. 1021.3 G. 4. d. Reference: Position and Traffic Information; 391.6. Use of Vectors to Establish Visual Separation; 391.7. Conflict Resolution; 393.1. 5. Code “99” for: a. the arrival phase and the departure phase of a missed approach (2 entries); and *b.the first arrival phase and the last departure phase of an itinerant aircraft conducting one or more low or simulated approaches (2 entries). H. INI/FP (Flight Plan initialization): Enter the initials of the person having received the information and the time of receipt, expressed in minutes. I. Remarks: Add any explanation given by the pilot or 1021.3 I. Example: deemed useful by the tower. (E) “T” - for a training flight. “M” - for a military flight. J. Site: Enter the airport code.

1021.4 Ensure the information recorded in NCAMS: A. is forwarded to: 1. the appropriate statistics centre; and (N) 1021.4 A. 1. Note: Aviation Statistics Centre Statistics Canada 120 Parkdale Ave Main Building Room 1506 Ottawa, ON K1A 0N9 2. the management of the airport. B. is retained at the unit for 30 days.

2004-04-15 ATC 10-9 1022 LOCAL MOVEMENTS

1022.1 1022.1 Reference: Tower personnel must enter, in the NCAMS, all Local Aircraft; Definitions. the data concerning local aircraft movements. (R)

1022.2 Press the appropriate Veeder Root buttons as follows: A. Once for each landing. B. Once for each takeoff. C. Twice for: (N) 1022.2 C. Note: Each touch-and-go or stop-and-go accounts for one landing and one takeoff. 1. each simulated approach without landing; 2. each low approach; or 3. each pull-up, while on final approach.

1022.3 Do not count aircraft movements that: A. have not been controlled by the tower; or 1022.3 A. Note: (N)(E) Movements during an air show routine cannot be counted unless each movement is executed under the control of the airport controller. * 1022.3 A. Example: During the performance of the Canadian Forces Snowbirds, each movement of their routine cannot be counted as a movement because it is not executed under the control of the airport controller. The initial takeoff and the landing should be reported as 9 takeoffs and 9 landings. — or — The takeoff of a tow plane pulling a glider is counted as two separate departures. Since the tow plane and glider return to the field separately, 2 landings are counted. B. have already been counted in another 1022.3 B. Note: category. (N) For example, an aircraft executing a simulated approach cannot be counted again, if it does a touch-and-go.

* 1022.4 If an aircraft conducts circuits or simulated approaches:

2004-04-15 ATC 10-10 *A.enter the first takeoff and the last landing if the aircraft is departing from the local aerodrome, or the first landing and the last takeoff if the aircraft is arriving from another location in the itinerant movements of the NCAMS; and B. count all other movements on the Veeder Root counter.

1022.5 Enter, in the appropriate field, the total count of local movements.

1022.6 Enter any explanations deemed pertinent in the remarks field.

1023 MONTHLY TRAFFIC SUMMARY (FORM 28-0028)

1023.1 GENERAL INSTRUCTIONS: A. TO BE COMPLETED BY: Area Control Centre and terminal personnel. B. PURPOSE: To provide a daily (UTC) traffic record and a monthly traffic summary. C. WHEN REQUIRED: Monthly. D. COPIES REQUIRED: 3. E. DISTRIBUTION: 1. Director, Air Statistics and Forecasts 1023.1 E. 1. Note: Branch — 1. (N) Address is: Transport Canada Director, Air Statistics and Forecasts Branch Ottawa, Ontario K1A 0N8 2. Unit file — 1. F. RETENTION: Permanent record.

1023.2 Unit IFR Total: Count 1 for: A. each flight that operates in the unit's area of responsibility; and B. each military mission that operates in the unit's area of responsibility within an altitude reservation.

2003-04-17 ATC 10-11 * 1023.3 1023.3 Note: FIR Total — IFR: Civil and military flights are counted as domestic or ACCs shall count 1 for: (N) international. For this purpose, domestic means a flight both originating and terminating within the area encompassing Canada and the United States. *A.each flight that originates within the ACC’s FIR; and *B.each flight that enters the ACC’s FIR.

* 1023.4 FIR TOTALS — VFR: ACCs shall count 1 for: A. each VFR flight plan filed, including those with intermediate stops; B. each flight plan changed from IFR to VFR; and C. each VFR flight provided with traffic information service.

1023.5 1023.5 Note: Remarks: Items A., B., and D. are completed by ACCs only. Enter the monthly total for each of the following: (N) A. ALTRVs processed, number of missions that operated, and number of aircraft involved. B. Flight itineraries. C. CVFR flights. D. Communication searches.

INTENTIONALLY LEFT BLANK

2003-04-17 ATC 10-12 1030 ALTITUDE RESERVATIONS

1031 ALTITUDE RESERVATION MESSAGE (FORM 28-0086)

1031.1 GENERAL INSTRUCTIONS: A. TO BE COMPLETED BY: Altitude Reservation Service personnel. *B.PURPOSE: To record altitude reservation messages for transmission via AFTN or FAX. C. WHEN REQUIRED: Routinely. D. COPIES REQUIRED: 1. E. DISTRIBUTION: Unit file — 1. F. RETENTION: 90 days.

1031.2 Enter the required information as appropriate.

1032 DAILY ALTITUDE RESERVATION RECORD (FORM 28-0057)

1032.1 GENERAL INSTRUCTIONS: A. TO BE COMPLETED BY: Altitude Reservation Service personnel. B. PURPOSE: To record daily altitude reservation data. C. WHEN REQUIRED: Daily. D. COPIES REQUIRED: 1. E. DISTRIBUTION: Unit file — 1. F. RETENTION: 90 days.

1032.2 Enter the appropriate information under the following column headings: A. Mission Number: Enter the number assigned to the mission. B. Mission Name: Enter the mission code name and priority. C. Call Signs: Enter the mission call signs. D. No. of A/C: Enter the number and type of aircraft.

2005-04-14 ATC 10-13 E. Remarks: Enter information concerning delays, cancellations, etc.

1033 ALTITUDE RESERVATION ACTIVITY PACKAGE (FORM 28-0087)

1033.1 GENERAL INSTRUCTIONS: A. TO BE COMPLETED BY: Altitude 1033.1 A. Note: Reservation Service personnel. (N) At the discretion of the Unit Manager, Altitude Reservation Service personnel may use this form in accordance with locally developed instructions for completion. B. PURPOSE: To record detailed processing and coordinating activities concerning each ALTRV. C. WHEN REQUIRED: Routinely. D. COPIES REQUIRED: 1. E. DISTRIBUTION: Unit file — 1. F. RETENTION: 90 days.

1033.2 Complete the form as follows: A. Complete the following items on the front of the envelope: 1. Operating Date: Enter the day and month of scheduled operation. 2. Mission Date: Enter the date the mission is planned to operate, in UTC. 3. Other APREQ numbers, if applicable, Military APREQ number, or Page number if the mission was received in Booklet form. 4. Mission Name: Enter the mission code name and priority in bold lettering.. 5. Enter the ETD. 6. No Notice or NO-PAR: Place an X in the correct box. If neither event is applicable leave blank. 7. Enter the Aircraft idents, types, origins and destinations.

2005-04-14 ATC 10-14 8. Initial APVLs/ APREQs/AMDs/SVCs: Use this section to record message activity relative to the dispatch of and agency response to approval messages, approval request messages, and any amendments or services to these messages as follows: a. Ident: 1033.2 A. 8. a. Example: Enter the message and mission MESSAGE/MISSION — 258/390. numbers. (E) b. Class: 1033.2 A. 8. b. Note: Enter type of message. (N) Class of message is indicated by one of the following abbreviations: APVL, APREQ, RECAP or SVC. c. To: Enter the agency that the message is addressed to. d. By: Enter the operating initials of the coordinator originating the message. e. DTG: Enter the date-time group in UTC time, indicating when the message was sent. f. ACK — APVL — AMD — DISAPVL: Enter the operating initials of the individual receiving the message in the appropriate column to identify the type of message received. g. DTG: Enter the date-time group indicating when the message was received. 9. Final APVLs/DISAPVLs/AMDs/SVCs: Use this section to record final message activity relative to the dispatch of an APVL message or military agency response to approval messages, disapproval messages, and any amendments or services to these messages. Follow the directions in section 8, above. 10.Enter the Mission Project Officer's Name, Rank and telephone number. 11.Enter the number of mission packages in 1033.2 A. 11. Example: the total mission, and the sequence of This package/ total number of packages in the this mission in the total mission. (E) mission: “One of Five”.

2004-01-22 ATC 10-15 12.Plotted by: Enter the Initials of the individual who plotted this APREQ, and the date/time group in UTC that the plotting of this APREQ was completed. 13.Assessed by: Enter the initials of the individual who assessed the plot, and the date/time group in UTC when the assessment was completed. 14.Color: Enter the color of the track or tracks that were plotted from the information in this APREQ. 15.NOTAM: Indicate yes or no in the check box, and enter the initials of the individual who prepared the NOTAM. If no applicable leave blank. 16.Amendments: If amendments occur during processing, the responsible individual(s) will indicate the status of amendment processing by checking the Plot, Computer, NOTAM and ACC box, then initialling the Action By box and entering the date/time group in UTC indication when the amendment was completed. 17.Coordination: Indicate any irregularities discovered during processing, and indicate the status of the irregularities by entering the Project Officer's name in the “With” box, initial the “By” box, and enter the date/ time group in UTC time when the coordination was completed. Field 17 continues on the reverse side of the package, to allow a detailed record of all irregularities, and coordination. B. Use the back of the envelope to enter capsule information relative to all verbal coordination. Enter sufficient information to portray accurately the problems coordinated and the results of the coordination.

2004-01-22 ATC 10-16 1040 AVIATION OCCURRENCES AND INCIDENTS

1041 AVIATION OCCURRENCE REPORT (FORM NC28-0026)

1041.1 1041.1 Note: GENERAL INSTRUCTIONS: The form is available on the NAV CANADA Intranet. Apply the following instructions to complete this 1041.1 Reference: form: (N)(R) Aviation Occurrence Report; 236, ATSAMM. A. TO BE COMPLETED BY: ATC personnel. B. PURPOSE: To report any aircraft 1041.1 B. Reference: occurrence, operating irregularity or Aircraft Occurrence; Definitions. incident/accident. (R) Operating Irregularity; Definitions. C. WHEN REQUIRED: As soon as possible. D. COPIES REQUIRED: 2. E. DISTRIBUTION: 1. ACC Shift Manager — 1. 2. Unit file — 1. F. RETENTION: 90 days.

1041.2 Enter the following data into the Aviation Occurrence Report (Form NC28-0026) in the appropriate boxes: A. name of person preparing the report; B. name of unit reporting the occurrence; C. date report was sent; (N) 1041.2 C. Note: Use the following format: (yyyy-mm-dd). D. occurrence type; E. occurrence date; (N) 1041.2 E. Note: Use the following format: (yyyy-mm-dd). F. occurrence time (UTC); G. occurrence location; H. the ICAO aircraft operating agency 1041.2 H. Note: designator followed by the flight If the aircraft does not have a call sign, leave the box identification or the vehicle identification, if empty. For a vehicle, enter the vehicle number (e.g., appropriate; (N) Truck 24, Staff 22). I. aircraft's civil or military registration with the appropriate prefix; J. the appropriate ICAO aircraft type 1041.2 J. Note: designator; (N) For a vehicle, leave the box empty. K. name of departure airport; (N) 1041.2 K. Note: For a vehicle, leave the box empty. L. name of arrival airport; (N) 1041.2 L. Note: For a vehicle, leave the box empty. M. IFR or VFR; N. aircraft or vehicle operator's name; * 1041.2 N. Reference: Landing Minima; 602.128, CARs.

2000-04-20 ATC 10-17 O. number of persons on board; P. number of persons injured; Q. number of fatalities; R. a factual summary description of the occurrence.

1042 UNIT LOG

1042.1 1042.1 Reference: GENERAL INSTRUCTIONS: (R) Unit Log - General; 241, ATSAMM. A. TO BE COMPLETED BY: Shift Managers, Supervisors and controllers. B. PURPOSE: To record operating irregularities or non-routine operations that occur at an operating position during a tour of duty. C. WHEN REQUIRED: Make entries as soon as possible after the incident has occurred. D. COPIES REQUIRED: 1. E. DISTRIBUTION: Unit file — 1. F. RETENTION: 7 years.

1042.2 Record any non-routine operation such as: A. any item requiring a message to Head 1042.2 A. Reference: Office; (R) Handling and Reporting Incidents; 230, ATSAMM. B. any item requiring an aircraft occurrence or 1042.2 B. Note: in-flight incident report to be filed; (N)(R) Below weather minima aircraft occurrences are recorded only in the Aviation Occurrence Report. 1042.2 B. Reference: Below Minima Operations; 314 Aviation Occurrence Report; 1041 Aviation Occurrence Report; 236, ATSAMM. C. any equipment malfunction that may have a bearing on unit or aircraft operation; D. any emergency situation such as lost 1042.2 D. Note: aircraft, bird strike, bomb threat, or For reporting bird strikes, it is expected the hijacking; (N) controller will include location, type of aircraft, type (or size) of bird activity, action taken by aircraft (if available). E. any special flight handling such as fuel dumping, minimum fuel declaration, use of radar or VDF for assisting VFR aircraft encountering IFR weather, or airspace activities; and F. any temporary change in unit operations such as ad hoc use of flow control.

2000-04-20 ATC 10-18 * 1042.3 Record an entry of “Routine Operations” at the end of the day if no entries are required during the day.

1042.4 If practicable, record each entry in time sequence, together with the pertinent time.

1042.5 Initial each entry upon completion of entry.

1042.6 If the space provided for entries is insufficient, securely attach a separate sheet to record the required information.

1042.7 Do not use the unit log to record personal comments or administrative items, such as, leave or overtime assignment.

2004-09-30 ATC 10-19 ATC MANOPS — APPENDIX 1

AERONAUTICAL TERMINOLOGY

PURPOSE To provide a list of aeronautical terminology in both official languages to ensure that translations used by ATS personnel are standardized and of high quality.

APPLICATION If translating from one official language to the other, use terminology in this part to communicate, in an oral or written format, with other operating positions, sectors, units, or agencies.

TERMINOLOGY

abeam par le travers de abort takeoff interrompre (le) décollage above plus haut accelerate (to) accélérer accelerate-stop distance available (ASDA) distance accélération-arrêt utilisable (ASDA) accelerate-stop distance distance accélération-arrêt accepting controller contrôleur accepteur accepting unit unité acceptante acknowledge (receipt) accuser réception acknowledgement message message d'accusé réception acrobatic flight acrobaties aériennes/vol acrobatique active flight plan plan de vol actif active runway/runway in use piste en service/piste utilisée actual flight path/track trajectoire réelle de vol actual time of departure/arrival heure de départ/d'arrivée réelle ad hoc flight plan plan de vol ad hoc advise customs (ADCUS) avisez les douanes (ADCUS) advise when ready avisez (lorsque) prêt advisory avis advisory service service consultatif aerial spraying épandage aérien

2006-01-19 ATC APP1-1 aerial survey levé topographique aérien aerodrome aérodrome aerodrome elevation altitude de l'aérodrome aerodrome emergency service service d'urgence d'aérodrome aerodrome traffic circulation d'aérodrome aeronautical broadcasting service service de diffusion de renseignements aéronautiques aeronautical chart carte aéronautique aeronautical fixed telecommunication network réseau du service fixe des télécommunications (AFTN) aéronautiques (AFTN) aeronautical information service service d'information aéronautique aeronautical radio station station radio aéronautique aeronautical station station aéronautique aeroplane avion affirmative affirmatif afterburner tuyère de post-combustion afterburner climb montée en post-combustion after takeoff après décollage aid to air navigation aide à la navigation aérienne aileron aileron air brake/speed brake aérofrein air carrier transporteur aérien air defence exercise exercice de défense aérienne air defence identification zone (ADIZ) zone d'identification de la défense aérienne (ADIZ) air evacuation (AIREVAC-USA) évacuation sanitaire par air (AIREVAC-É-.U.) air navigation navigation aérienne air report (AIREP) compte rendu en vol (AIREP) air route route aérienne air service service aérien air taxi (to) circulation/circuler en vol air traffic circulation aérienne air traffic control clearance autorisation du contrôle de la circulation aérienne air traffic control instruction instruction du contrôle de la circulation aérienne air traffic control service service du contrôle de la circulation aérienne air traffic control unit unité du contrôle de la circulation aérienne air traffic controller contrôleur de la circulation aérienne air transport transport aérien airborne en vol/décollé aircraft aéronef aircraft accident accident d'aviation aircraft accident investigator enquêteur sur les accidents d'aviation aircraft call sign indicatif d'appel d'aéronef

2006-01-19 ATC APP1-2 aircraft ceiling plafond opérationnel aircraft ceiling (MET) plafond signalé par aéronef (MÉTÉO) aircraft identification identification d'aéronef aircraft in tow aéronef en remorque aircraft movement mouvement d'aéronef aircraft movement information service (AMIS) service d'information sur les mouvements d'aéronefs (AMIS) aircraft type designator indicatif de type d'aéronef airfiled flight plan (AIRFILE) plan de vol déposé en vol (AIRFILE) air/ground air/sol air/ground communications communications air/sol airline compagnie aérienne airline transport pilot pilote de ligne airport aéroport airport advisory service service consultatif d'aéroport airport conditions (MET) conditions à l'aéroport (MÉTÉO) airport control contrôle d'aéroport airport control rating qualification au contrôle d'aéroport airport operator exploitant d'aéroport airport terminal/terminal building aérogare airport traffic circulation d'aéroport airship dirigeable airshow spectacle aérien airspace espace aérien airspace boundary limite d'espace aérien airspeed vitesse air airway voie aérienne airworthy en état de navigabilité airworthiness navigabilité alert (to) alerter alert area zone d'alerte alert phase phase d'alerte alerting service service d'alerte all weather operations opérations tout temps along (specify route) sur (spécifiez route) alternate airport aéroport de dégagement alternate instruction instruction de remplacement altimeter altimètre altimeter setting calage altimétrique altitude altitude altitude assignment assignation d'altitude altitude encoding codage d'altitude altitude reservation (ALTRV) réservation d'altitude (ALTRV) altitude reservations east (ARE) réservations d'altitude est (ARE)

2004-01-22 ATC APP1-3 altitude reservations west (ARW) réservations d'altitude ouest (ARW) altitude restriction restriction d'altitude amend (to) modifier anti-collision light feu anti-collision anticipated conditions conditions prévues anvil cloud nuage en enclume approach aid aide d'approche approach area aire d'approche approach chart/plate carte d'approche approach end of runway entrée de piste approach fix fixe d'approche approach lights feux d'approche approach minima minimums d'approche approach sequence séquence d'approche approval approbation approval request (APREQ) demande d'approbation (APREQ) approved approuvé apron/ramp/tarmac aire de trafic aquaplaning aquaplanage area aire/zone/région/régional/surface area control centre (ACC) centre de contrôle régional (ACC) area control rating qualification au contrôle régional area control service service de contrôle régional area forecast prévisions régionales area navigation (RNAV) navigation de surface (RNAV) arrester cable câble d'arrêt arrester gear dispositif d'arrêt arrival control contrôle des arrivées arrival message message d'arrivée arrival report compte rendu d'arrivée artificial horizon horizon artificiel at all times en tout temps “at least one thousand (feet) on top” « au moins mille (pieds) plus haut que toute formation » automatic direction finder (ADF) radiogoniomètre automatique (ADF) automatic frequency control (AFC) réglage automatique de fréquence (AFC) automatic pilot/auto pilot pilote automatique automatic terminal information service (ATIS) service automatique d'information de région terminale (ATIS) autorotation autorotation available disponible, utilisable Aviation Routine Weather Report (METAR) Message météorologique régulier pour l'aviation (METAR)

2004-01-22 ATC APP1-4 Aviation Selected Special Weather Report Observation météorologique spéciale pour (SPECI) l'aviation (SPECI) aviation weather report message d'observation météorologique pour l'aviation avoiding action manoeuvre d'évitement azimuth guidance guidage en azimut

back beam faisceau arrière back course alignement arrière background noise bruit de fond backtrack circulez à contresens backup equipment équipement auxiliaire balloon ballon banner tow (flight) remorquage de bannière/banderole (vol de) base leg étape de base base of cloud base des nuages bearing (NAV) relèvement (NAV) before proceeding on course (BPOC) avant de poursuivre (votre) route (BPOC) below plus bas blind transmission transmission sans accusé réception block of altitudes bloc d'altitudes blowing snow poudrerie/chasse neige élevée bomb threat alerte à la bombe bound direction boundary light feu de délimitation briefing briefing/exposé verbal broadcast émission broadcast (to) émettre broadcasting station station de radiodiffusion broken clouds nuages fragmentés buffer zone zone-tampon business aircraft aéronef d'affaires

calibrated airspeed (CAS) vitesse corrigée (CAS) calibration test essai d'étalonnage/calibrage call sign indicatif d'appel/indicatif Canadian Armed Forces (CF) Forces Armées Canadiennes (FC) Canadian Military (CFC) Militaire Canadien (CFC) Canadian Runway Friction Index (CRFI) Coefficient canadien de frottement sur piste (CRFI) cancel (to) annuler carrier (radio) porteuse (radio) carrier wave onde porteuse

2002-07-11 ATC APP1-5 CAVOK CAVOK ceiling plafond ceilometer célomètre celestial navigation navigation astronomique/céleste cell (flight) section (en vol) centreline fix (RNAV) fixe du prolongement d'axe (RNAV) centre stored flight plan/stored flight plan plan de vol homologué certificate of airworthiness certificat de navigabilité certificate of registration certificat d'immatriculation chaff paillettes/rubans métalliques channel (COMM) voie (COMM) charter flight vol nolisé check-out contrôle de compétence/qualification check pilot pilote examinateur circling approach minima minimums d'approche indirecte circling procedure procédure indirecte/(procédure de) virage d'alignement circuit circuit CIRVIS report compte rendu CIRVIS Class A airspace espace aérien de classe A Class B airspace espace aérien de classe B Class C airspace espace aérien de classe C Class D airspace espace aérien de classe D Class E airspace espace aérien de classe E Class F airspace espace aérien de classe F Class G airspace espace aérien de classe G clear air turbulence (CAT) turbulence en ciel clair (CAT) clear ice verglas/givre transparent clear of traffic dégagé du trafic clear sky/sky clear ciel clair clearance autorisation clearance cancelled autorisation annulée clearance delivery (position) les autorisations (poste)/délivrance d'autorisations clearance delivery frequency fréquence d'autorisation clearance limit limite d'autorisation clearance valid time heure de validité d'autorisation cleared for low approach autorisé approche basse altitude cleared for takeoff autorisé à décoller cleared for touch-and-go autorisé posé-décollé cleared straight-in autorisé approche directe cleared through the control zone autorisé à traverser la zone de contrôle cleared to base leg autorisé étape de base cleared to land autorisé à atterrir

2002-07-11 ATC APP1-6 cleared to the circuit autorisé au circuit climb (to) monter climb-out speed vitesse de montée initiale clockwise sens horaire closure formula formule de rapprochement cloud base base des nuages cloud breaking procedure procédure de percée (des nuages) cloud top sommet des nuages clutter (radar) échos parasites (radar) * coasting extrapolation cockpit poste de pilotage/habitacle/cabine code (SSR) code (SSR) cold front front froid collision abordage (air)/collision (sol) collocated co-situé/co-implanté commissioning mise en service officielle communication failure panne radio compass bearing relèvement compas compass heading cap compas compass rose (chart) rose des vents (carte) compass swing area aire de compensation du compas composite flight plan plan de vol composite compulsory reporting point point de compte rendu obligatoire condenser discharge lights feux à décharge de condensateur confirm confirmer conflict conflit contact ... contactez... contact approach approche contact continuous watch veille continue control area région de contrôle control estimate estimé du contrôle control sector secteur de contrôle control tower tour de contrôle control transfer transfert de contrôle control zone zone de contrôle controlled airport aéroport contrôlé controlled VFR flight (CVFR) vol VFR contrôlé (CVFR) controller proficiency compétence du contrôleur convenience convenance converging tracks routes convergentes coordinated universal time (UTC) temps universel coordonné (UTC) correction correction/rectification corrective heading cap de correction corridor couloir

2006-07-20 ATC APP1-7 counterclockwise sens anti-horaire course route à suivre crash landing écrasement crash route voie (d'intervention) de secours crash vehicle véhicule de secours crew member membre d'équipage critical engine moteur critique cross (runway) traversez (piste) cross (to) traverser cross-country flight vol-voyage crossing runway piste sécante crossing tracks routes sécantes crosswind vent de travers cruise climb montée en croisière cruise descent descente en croisière cruising altitude altitude de croisière cruising speed vitesse de croisière current altimeter setting calage altimétrique en vigueur current flight plan plan de vol en vigueur current weather/present weather temps actuel/météo actuelle/temps présent customs douanes

daily NOTAM summary sommaire quotidien des NOTAM danger area zone dangereuse * dangerous goods * marchandises dangereuses data données date stamp tampon dateur de-icer dégivreur dead reckoning navigation (DR) navigation à l'estime (DR) decca station station decca deceleration décélération decimal décimale/virgule decision height (DH) hauteur de décision (DH) defective défectueux defence flight notification avis de vol de la défense delay délai/attente/retard denial of clearance refus d'autorisation departure control contrôle des départs departure message message de départ departure runway piste de départ descent descente deviation déviation designator indicatif

2006-07-20 ATC APP1-8 dew point point de rosée digital display affichage numérique direct controller pilot communications (DCPC) communications directes contrôleur-pilote (DCPC) direction finding (DF) radiogoniométrie/goniométrie (DF) discrete frequency fréquence discrète/distincte discretion discrétion dispatch office bureau de répartition displaced threshold seuil décalé display présentation/affichage disregard (to) annuler distance measuring equipment (DME) équipement de mesure de distance (DME) distress détresse distress phase phase de détresse distress signal signal de détresse diverging tracks routes divergentes diversion déroutement divert (to) dérouter do not pass to aerospace defence radar (NO- ne pas passer au radar de la défense PAR) aérospatiale (NOPAR) domestic flight vol intérieur/domestique downwind leg étape vent arrière drift dérive (VOL) drifting snow poudrerie/chasse neige basse drizzle bruine (pluie fine et pénétrante) duration of flight durée du vol dust storm tempête de poussière duty controller contrôleur de service earphone écouteur eastbound en direction est effective en vigueur elevator gouverne de profondeur emergency descent descente d'urgence emergency equipment équipement de secours emergency frequency fréquence d'urgence emergency landing atterrissage d'urgence emergency lighting éclairage de secours emergency locator transmitter (ELT) radiobalise de secours (ELT) emergency phase phase d'urgence en route aircraft aéronef en route en route fix fixe en route en route frequency fréquence en route

2002-07-11 ATC APP1-9 en route weather conditions conditions météo en route end of runway bout de piste endurance autonomie entry fix fixe d'entrée equipment failure panne d'équipement establish (to) établir estimate estimé estimate (to) estimer estimated elapsed time (EET) temps écoulé estimé (EET) estimated time en route (ETE) durée prévue en route (ETE) estimated time of arrival (ETA) heure d'arrivée prévue (ETA) estimated time of departure (ETD) heure de départ prévue (ETD) evasive action manoeuvre d'évitement even altitude altitude paire expect further clearance time (EFC) heure prévue d'autorisation subséquente (EFC) expected approach time heure d'approche prévue expected further clearance at autorisation subséquente prévue à expedite accélérer/faire rapidement/sans délai extend downwind prolonger/allonger vent arrière failure panne familiarization flight vol de familiarisation fan marker beacon radioborne en éventail feathered propeller hélice en drapeau ferry flight vol de convoyage field conditions état/conditions du terrain fighter chasseur file a flight plan (to) déposer un plan de vol filed flight plan plan de vol déposé final approach approche finale final approach course trajectoire d'approche finale final approach speed vitesse d'approche finale final leg étape finale final turn dernier virage fire truck camion d'incendie fireball observation observation d'une boule de feu fix fixe/repère flag alarm drapeau avertisseur flame-out extinction flap volet flare out arrondi flare pot torchère flash of landing light éclat du phare d'atterrissage

2002-07-11 ATC APP1-10 flashing light feu clignotant flight advisory service service consultatif en vol flight check vérification en vol flight crew équipage flight data données de vol flight data board tableau de données de vol flight deck poste de pilotage flight duration durée de vol flight information information de vol flight information publication publication d'information de vol flight information region (FIR) région d'information de vol (FIR) flight information service service d'information de vol flight instructor instructeur de vol flight itinerary itinéraire de vol flight level (FL) niveau de vol (FL) flight management system (FMS) système de gestion de vol (FMS) flight path trajectoire de vol flight plan (FP) plan de vol (FP) flight plan message message de plan de vol flight plan office bureau de plan de vol flight planning préparation du plan de vol flight progress strip fiche de progression de vol flight recorder enregistreur de vol flight service specialist spécialiste de l'information de vol flight service station station d'information de vol flight status état de vol flight test essai en vol flight time temps de vol flight visibility visibilité en vol flock of birds volée d'oiseaux flow control/management régulation du débit/écoulement du trafic aérien fly heading volez cap fly-over ... survolez ... flying club aéro club flying time durée du vol fog brouillard fog bank/patch banc de brouillard follow suivre forced landing atterrissage forcé forecast prévision formation flight vol en formation freezing drizzle bruine verglaçante freezing level niveau de congélation freezing rain pluie verglaçante

2002-07-11 ATC APP1-11 frequency fréquence friction index coefficient de frottement front beam faisceau avant front course alignement de piste avant/alignement avant frontal width largeur frontale fuel carburant fuel dumping largage de carburant fuel grade indice d'octane de carburant fuel leak fuite de carburant fuel on board carburant à bord fuel spillage déversement/débordement de carburant full-stop landing atterrissage (avec) arrêt complet funnel cloud entonnoir nuageux gale coup de vent gale warning avis de coup de vent garbled message message brouillé gear (landing) train (d'atterrissage) general aviation aviation générale glide path trajectoire/alignement de descente glider planeur gliding vol plané go-around remettre les gaz/refaire un tour de piste granular snow/snow grains neige en grains great circle route route orthodromique ground communication communication sol ground control contrôle sol ground fog brouillard au sol ground-ground sol-sol ground loop giration au sol/cheval de bois ground personnel personnel au sol ground power unit (GPU) groupe de parc (GPU) ground return (radar) écho de sol (radar) ground speed vitesse-sol ground station station au sol ground test essai au sol ground visibility visibilité au sol grounded interdit de vol gust rafale gust peak speed vitesse de pointe d'une rafale gyroplane autogire gyroscopic compass compas gyroscopique

2002-07-11 ATC APP1-12 hail grêle hand-off transfert hazard hasard/danger haze brume sèche heading cap headwind vent contraire/vent debout heavier-than-air aircraft aérodyne heavy aircraft aéronef lourd heavy rain forte pluie height hauteur helicopter hélicoptère helipad hélisurface/plate-forme d'héliport heliport héliport high (MET) anticyclone (MÉTÉO) high intensity approach lights feux d'approche haute intensité high intensity runway lights feux de piste haute intensité high-level airspace (HLA) espace aérien supérieur (HLA) high-level airway voie aérienne supérieure high speed exit/turn-off taxiway sortie de piste à grande vitesse hijack détournement hoar frost gelée blanche hold (your position) restez en place/attendez hold short of runway/taxiway restez à l'écart de la piste/de la voie de circulation holding area aire d'attente holding bay baie d'attente holding fix fixe/repère d'attente holding pattern circuit d'attente holding point point d'attente holding procedure procédure d'attente holding stack/stack pile d'attente homing ralliement homing beacon radiophare de ralliement horizontal separation espacement horizontal horizontal wind shear cisaillement horizontal du vent hot air balloon montgolfière hot line ligne directe hover taxi (to) circulation/circuler près du sol hovering flight vol stationnaire how do you read? comment recevez-vous? hum (radio) ronflement (radio) hydroplaning hydroplanage

2006-07-20 ATC APP1-13 ice conditions conditions de givrage ice crystals cristaux de glace ice fog brouillard glacé ice on runway glace sur la piste/piste glacée ice patches plaques de glace ice pellets grésil identify (to) identifier if not possible si incapable if possible/practicable si possible IFR clearance autorisation IFR IFR controller contrôleur IFR IFR flight vol IFR ILS glide path alignement de descente ILS ILS glide path angle angle de site de l'alignement de descente ILS ILS reference datum point de référence ILS ILS signal reliability fiabilité du signal ILS impeller (turbine engine) rotor de compresseur (turboréacteur) inbound track trajectoire de rapprochement increase speed augmenter (la) vitesse indicated airspeed (IAS) vitesse indiquée (IAS) inertial navigation system (INS) système de navigation par inertie (INS) inertial reference system (IRS) système de référence par inertie (IRS) in-flight emergency urgence en vol in-flight report compte rendu en vol in-flight report (MET) observations communiquées en cours de vol (MET) initial approach approche initiale initial call appel initial initial contact contact initial inner marker radioborne intérieure inquiry enquête instruction instruction instrument approach approche aux instruments instrument approach chart carte d'approche aux instruments instrument approach procedure procédure d'approche aux instruments instrument flight vol aux instruments instrument flight rules (IFR) règles de vol aux instruments (IFR) instrument landing system (ILS) système d'atterrissage aux instruments (ILS) intended track route prévue intensity setting réglage d'intensité intercept intercepter interference interférence/brouillage intermediate approach approche intermédiaire

2006-07-20 ATC APP1-14 International Aerodrome Forecast (TAF) Prévisions internationales d'aérodrome (TAF) international airport aéroport international international NOTAM office bureau international des NOTAM interphone interphone interrogator (SSR) interrogateur (SSR) intersection departure décollage de l'intersection in (the) event of ... en cas de ... in-trail en file I say again je répète I will keep you advised/informed je vous aviserai/informerai jet aircraft starting unit groupe de démarrage pour avion à réaction jet engine réacteur jet fighter aircraft chasseur à réaction jet stream courant-jet joining point point d'entrée join the circuit (to) joindre le circuit jumping area zone de parachutage keyboard clavier knot noeud known aircraft aéronef connu landfall point point de passage de la côte landing area aire d'atterrissage landing chart carte d'atterrissage landing clearance autorisation d'atterrissage landing direction indicator indicateur de direction d'atterrissage landing distance available distance d'atterrissage disponible landing forecast (MET) prévision à l'atterrissage (MÉTÉO) landing gear/undercarriage train d'atterrissage landing information renseignement d'atterrissage landing light phare d'atterrissage landing run roulement à l'atterrissage landing sequence séquence d'atterrissage landline circuit circuit téléphonique lateral separation espacement latéral leave/exit the runway/taxiway quittez/sortez de la piste/voie de circulation let down descente (d'approche) level niveau level flight vol en palier light intensity setting niveau d'intensité des lumières

2002-07-11 ATC APP1-15 light rain/snow pluie/neige faible lighter-than-air aircraft aérostat line-of-sight transmission émission à portée optique line squall grain en ligne loading area aire de chargement localizer course (ILS) alignement de piste (ILS) location indicator indicateur d'emplacement longitudinal separation espacement longitudinal loss of separation perte d'espacement low (MET) dépression/basse pression/cyclone (MÉTÉO) low approach approche basse altitude low-level airspace (LLA) espace aérien inférieur (LLA) low-level airway voie aérienne inférieure

Mach-number nombre de Mach magnetic bearing relèvement magnétique magnetic compass compas magnétique magnetic deviation déviation magnétique magnetic heading cap magnétique magnetic track route magnétique magnetic variation déclinaison magnétique main runway piste principale maintain altitude/speed maintenez altitude/vitesse maintain VFR maintenez VFR maintenance entretien/maintenance manifest manifeste manifest (cargo/passenger) manifeste (de fret/de passagers) manoeuvring area aire de manoeuvre manual of operations (MANOPS) manuel d'exploitation (MANOPS) marker beacon radioborne markings balisage marshalling signals signaux de placement maximum maximum/maximal maximum weight masse maximale mean sea level (MSL) niveau moyen de la mer (MSL) mean wind vent moyen mechanical problems ennuis mécaniques MEDEVAC MEDEVAC medium range portée moyenne/rayon d'action moyen medium range (aircraft) moyen courrier (aéronef) medium range (telecom) portée moyenne (telecom) message format format du message message layout présentation du message

2002-07-11 ATC APP1-16 meteorological chart (weather map) carte météorologique meteorological report message d'observation météorologique microwave micro-ondes mid-air collision abordage/collision en vol middle marker (ILS) radioborne intermédiaire (ILS) military operations area (MOA) zone d'exploitation militaire (MOA) minimum minimum/minimal minimum descent altitude (MDA) altitude minimale de descente (MDA) minimum en route altitude (MEA) altitude minimale de route (MEA) minimum manoeuvring speed vitesse minimale de manoeuvre minimum obstruction clearance altitude (MOCA) altitude minimale de franchissement d'obstacles (MOCA) minimum reception altitude (MRA) altitude minimale de réception (MRA) minimum safe altitude altitude minimale de sécurité minimum sector altitude altitude minimale de secteur minimum vectoring altitude (MVA) altitude minimale de guidage (MVA) missed approach approche interrompue missed approach procedure procédure d'approche interrompue missing aircraft aéronef manquant missing aircraft notice (MANOT) avis relatif à un aéronef manquant (MANOT) mist brume mode (SSR) mode (SSR) moderate rain/snow pluie/neige modérée movement area aire de mouvement multi-engined aircraft multimoteurs muting atténuation nationality mark marque de nationalité nautical mile (NM) mille marin (NM) navigation aids (NAVAID) aides à la navigation (NAVAID) navigation light feu de navigation near collision/near miss quasi-collision/quasi-abordage negative négatif network réseau night flight/flying vol de nuit noise abatement atténuation du bruit noise abatement procedures procédures d'atténuation du bruit non-compulsory reporting point point de compte rendu facultatif non-directional radio beacon (NDB) radiophare non directionnel (NDB) non-radar separation espacement non radar non-scheduled flight vol non régulier non-stop sans arrêt/sans escale non-stop flight vol sans escale

2002-07-11 ATC APP1-17 NORDO NORDO North Atlantic Track (NAT) route de l'Atlantique Nord (NAT) northbound en direction nord nose-down piqué nose-up cabré not before pas avant not later than .... pas plus tard que ... NOTAM NOTAM obscured (sky) obscurci (ciel) observation (meteorological) observation (météorologique) obstacle clearance marge de franchissement d'obstacles obstacle clearance limit (OCL) hauteur limite de franchissement d'obstacles (OCL) obstruction light feu d'obstacle occlusion occlusion oceanic control area (OCA) région de contrôle océanique (OCA) octane rating indice d'octane odd altitude altitude impaire off-airway track trajectoires hors des voies aériennes official ceiling plafond officiel official visibility visibilité officielle omit (to) omettre omnidirectional range/beacon radiophare omnidirectionnel on board à bord on the air (equipment) en marche (équipement) opacity opacité operation opération/exploitation/fonctionnement operations manual manuel d'exploitation Operational Information Display System (OIDS) système d'affichage de l'information opérationnelle (OIDS) operator (air transport) exploitant (transport aérien) operator (communications) opérateur (communications) originator (of a message) expéditeur (d'un message) out (end of transmission) terminé (fin de transmission) outage interruption de service outbound en éloignement/partant outbound track trajectoire d'éloignement outer marker (OM) radioborne extérieure (OM) out of service/unserviceable hors d'usage/défectueux over (fix)/overhead à la verticale de (fixe) overcast ciel couvert overdue en retard

2002-07-11 ATC APP1-18 overflight survol overshoot area prolongement de piste aval overtake (to) rattraper/dépasser paradrop area zone de parachutage parallel runway procedure procédure de pistes parallèles parking area aire de stationnement path trajectoire pavement chaussée peak period période de pointe penetration altitude altitude d'intégration performance performance/rendement perimeter road chemin périphérique peripheral périphérique personal locator beacon indicateur personnel de repérage phonetic alphabet alphabet phonétique pilot-in-command commandant de bord pilot report (PIREP) rapport de pilote (PIREP) pilot request demande du pilote pitch reversing inversion de pas plain language langage clair plan for the Emergency Security Control of Air plan relatif au contrôle de sécurité d'urgence de Traffic (ESCAT) la circulation aérienne (ESCAT) plotting tracé plotting chart carte de tracé de navigation point of no return point de non-retour position report compte rendu de position positioning flight vol de mise en place power back (to) refouler au moteur practice approach exercice d'approche practice forced landing exercice d'atterrissage forcé preceding aircraft aéronef précédent precision approach controller contrôleur d'approche de précision precision approach radar (PAR) radar d'approche de précision (PAR) precision approach runway piste avec approche de précision preferential route route préférentielle preflight check vérification pré-vol present speed vitesse actuelle preventive maintenance entretien/maintenance préventif(ve) primary frequency fréquence principale primary radar radar primaire priority indicator (of a message) indicateur de priorité (d'un message) private advisory station (UNICOM) station de service consultatif privée (UNICOM)

2002-07-11 ATC APP1-19 private pilot pilote privé procedure turn virage conventionnel proceed (to) rouler profile profil prohibited area zone interdite prominent landmark point caractéristique important propeller hélice protected airspace espace aérien protégé pull-up (to) remonter pulse/impulse impulsion pulse interval intervalle de séparation des impulsions push-back (to) refouler quadrant secteur quadrantal/quadrant qualification/rating qualification radar approach approche radar radar clutter/radar jamming brouillage radar radar control contrôle radar radar data données radar radar display affichage radar radar echo écho radar radar failure panne radar radar fix fixe radar radar heading cap radar radar identified identifié radar radar map carte radar radar monitoring surveillance radar radar release validation radar radar report compte rendu radar radar response réponse radar radar scope/screen écran radar radar separation espacement radar radar service service radar radar target cible radar radar tracking poursuite radar radar vector vecteur radar radar vectoring/vectoring guidage radar radial radial radiation fog brouillard de rayonnement radiation frost gelée de rayonnement radio aid aide radio

2002-07-11 ATC APP1-20 radio altimeter radioaltimètre radio beacon radiophare radio bearing relèvement radio radio check vérification radio radio compass radiocompas radio fix fixe radio radio link liaison radio radiotelephony radiotéléphonie radius rayon ragged clouds nuages déchiquetés rain/snow shower averse de pluie/neige range rayon d'action/portée rate of climb taux de montée rate of descent taux de descente rate of turn taux de virage reach (to) atteindre readability lisibilité readback (to) répéter receiver only (RONLY) récepteur seulement (RONLY) receiving unit/controller unité réceptrice/contrôleur récepteur reciprocal bearing relèvement inverse reciprocal track route inverse reclear (to) autoriser de nouveau recorder enregistreur recycle (to) recycler reduce speed (to) réduire la vitesse refuelling ravitaillement registration immatriculation reliability fiabilité remain (to) rester remain overnight (to) passer la nuit remote control outlet (RCO) installation radio télécommandée (RCO) report crossing rappeler traversant report leaving rappeler quittant report passing rappeler passant report reaching rappeler atteignant reporting point point de compte rendu request (to) demander requested routing route demandée re-routing réacheminement Rescue Coordination Centre (RCC) Centre de coordination de sauvetage (RCC) rescue service service de sauvetage rescue truck camion de sauvetage restrict (to) restreindre/limiter

2002-07-11 ATC APP1-21 restricted area zone réglementée restriction restriction resume normal navigation reprenez navigation normale retractable landing gear train escamotable return trip voyage aller et retour/voyage de retour reverse heading (to) prendre le cap inverse revision révision rhumb-line loxodromie right-of-way priorité de passage rime ice givre blanc rock your wings balancez les ailes rocket fusée roger roger roll (acrobatic flight) tonneau (acrobatie) rolling takeoff décollage en roulant rotating beacon phare rotatif rotation speed vitesse de cabrage rotor blade pale de rotor rotorcraft autogire/giravion rough landing atterrissage brutal round robin flight vol round robin/aller et retour route frequency fréquence de route route segment segment de route rudder gouverne de direction rules of the air règles de l'air run-up area aire de point fixe runway piste runway centreline axe de piste runway centreline lights feux d'axe de piste runway edge lights feux de bord de piste runway end lights feux d'extrémité de piste runway heading cap de piste runway in use/active runway piste en service runway length remaining/available longueur de piste disponible/utilisable runway strength résistance de la piste runway threshold lights feux du seuil de piste runway touchdown zone lights feux de zone de poser runway visual range (RVR) portée visuelle de piste (RVR) RVR site emplacement RVR safety message message de sécurité sand storm tempête de sable scan control commande de balayage

2002-07-11 ATC APP1-22 scanning balayage scattered clouds nuages épars scheduled flight vol régulier scheduled shutdown arrêt/interruption de service prévu(e) scheduled watch veilles à heures fixes sea level niveau de la mer seaplane hydravion search recherches search aircraft aéronef de recherches search and rescue (SAR) recherches et sauvetage (SAR) search master chef des opérations de recherches secondary frequency fréquence secondaire secondary surveillance radar (SSR) radar secondaire de surveillance (SSR) sector secteur secure sequence séquence sûre selective calling system (SELCAL) système d'appel sélectif (SELCAL) sending controller contrôleur expéditeur sending unit unité expéditrice sensitive altimeter altimètre de précision separation (longitudinal/vertical/lateral) espacement (longitudinal/vertical/latéral) sequence séquence serviceable utilisable/en bon état de service servicing service/entretien courant setting calage/réglage short takeoff and landing aircraft (STOL) avion a décollage et atterrissage court (STOL) showers averses sideband bande latérale SIGMET information information/renseignement SIGMET signal check vérification des signaux signal reliability fiabilité du signal significant weather conditions météorologiques significatives simulated approach approche simulée single-engined aircraft monomoteur skids (helicopter) patins (hélicoptère) slant visual range portée visuelle oblique slush/melting snow neige fondante/névasse smog brouillard de fumée smoke fumée snow neige snow bank banc de neige snow drift congère snow pellets granules de neige snow shower averse de neige snow storm tempête de neige

2006-01-19 ATC APP1-23 soaring/sail flying vol à voile solar radiation radiation solaire solid state ILS ILS à semi-conducteurs solo flight vol en solo sonic boom bang sonique sound barrier mur du son southbound en direction sud spacing espacement/intervalle sparsely settled area région inhospitalière special observation observation spéciale SVFR flight vol SVFR speech channel voie radiotéléphonique speed vitesse spot wind valeur instantanée du vent squall line ligne de grains squawk (code) affichez (code) squawk ident affichez ident squawk standby affichez standby squeal grincement/crissement squelch control commande de réglage silencieux stabilizer stabilisateur stall décrochage stalling speed vitesse de décrochage standard norme/normal/type/standard standard altimeter setting calage altimétrique standard standard atmosphere atmosphère type standard deviation écart type standard terminal arrival routes (STAR) routes d'arrivée normalisées en région terminale (STAR) standard instrument departure (SID) départ normalisé aux instruments (SID) standard holding pattern circuit d'attente standard standard missed approach (procedure) approche interrompue standard (procédure) standard pressure region région d'utilisation de la pression standard standard time heure normale standby gardez l'écoute/attendez stationary front front stationnaire state aircraft aéronef d'état state of emergency état d'urgence static pressure pression statique steep turn virage serré steer heading prenez cap stopover escale stop and go arrêt-décollé stop squawk arrêtez squawk

2006-01-19 ATC APP1-24 storm tempête storm warning avis de tempête straight-in approach approche directe strobe light feu à éclat student pilot élève-pilote subsonic subsonique supersonic supersonique surface wind vent au sol surveillance radar radar de surveillance survival equipment équipement de survie suspend (to) suspendre tabular display affichage tabulaire tail fin empennage vertical tail rotor rotor de queue tail skid patin de queue tail wheel roue de queue tailwind vent arrière takeoff décollage take off (to) décoller take-off clearance autorisation de décollage take-off distance available (TODA) distance utilisable au décollage (TODA) take-off run available (TORA) longueur de roulement utilisable au décollage (TORA) take-off speed/lift-off speed vitesse de décollage take-off surface surface de décollage take-off weight masse au décollage taxi (to) circuler/rouler taxiway voie de circulation taxiway lights feux de voie de circulation temperature inversion inversion de température terminal area région terminale terminal area chart carte de région terminale terminal control area région de contrôle terminal terrain clearance marge de franchissement du relief test/verification test/essai test flight vol d'essai thin (scattered/ broken/ overcast) (épars/fragmenté/couvert) mince threshold of runway seuil de piste thunderstorm orage time of departure heure de départ time signal signal horaire tone modulation modulation par tonalité

ATC APP1-25 tornado tornade touch-and-go posé-décollé touchdown point point de poser tower tour track/route route track out assistance guidage en éloignement traffic circuit circuit d'aérodrome trailing edge bord de fuite trailing vortex tourbillon de sillage training area zone d'entraînement training flight vol d'entraînement transceiver émetteur-récepteur transcribed weather broadcast (TWB) émission météorologique transcrite (TWB) transfer of control point point de transfert de contrôle transferring unit/controller unité/contrôleur transféreur transition altitude altitude de transition transmissometer transmissiomètre transmit for homing émettre pour ralliement transonic acceleration accélération transsonique transponder (SSR) transpondeur (SSR) * Transport Canada Aeronautical Information Manuel d’information aéronautique de Manual (TC AIM) Transports Canada (AIM de TC) triangular distress pattern circuit triangulaire de détresse trim control commande de compensation tropical cyclone cyclone tropical true airspeed (TAS) vitesse vraie (TAS) true altitude altitude vraie true heading cap vrai true north nord vrai/géographique turbojet turboréacteur turboprop turbopropulseur turbulence turbulence turn left/right virez à gauche/à droite

unable incapable unavailable/not available non disponible uncertainty phase phase d'incertitude unknown (traffic) (trafic) non signalé unlawful interference interférence illicite unmonitored non-surveillé unpublished route route non publiée unreliable fonctionnement incertain unserviceable défectueux/inutilisable/hors service

ATC APP1-26 until further advised (UFA) jusqu'à nouvel avis (UFA) updraft courant ascendant upper wind vent en altitude usable distance distance utilisable vacated altitude altitude libérée validation validation VDF homing ralliement radiogoniométrique vector vecteur vehicle véhicule vehicle advisory service service consultatif aux véhicules vertical separation espacement vertical vertical wind shear cisaillement vertical du vent very light rain/snow pluie/neige très faible VFR flight vol VFR VHF omnidirectional range (VOR) radiophare omnidirectionnel VHF (VOR) vicinity à proximité de visibility visibilité visibility range marker repère de visibilité visual aid aide visuelle visual approach approche visuelle visual approach slope indicator system (VASIS) indicateur visuel de pente d'approche (VASIS) visual flight rules (VFR) règles de vol à vue (VFR) voice advisory (to airmen) avis verbal (aux aviateurs) volcanic volcanique VOLMET broadcast émission VOLMET VOR VOR VOR receiver test equipment (VOT) appareil de vérification de récepteur VOR (VOT) wait, aircraft on short final attendez, aéronef en courte finale wake turbulence turbulence de sillage warm front front chaud warning avertissement way-point point de cheminement weather météo/temps weather conditions/meteorological conditions conditions météorologiques weather radar radar météorologique westbound en direction ouest wet snow neige humide widen (the) approach élargissez l'approche wind direction direction du vent wind direction indicator indicateur de direction du vent

ATC APP1-27 wind shear cisaillement du vent wind shift saute de vent wind tunnel soufflerie aérodynamique wing-tip extrémité d'aile without radio (NORDO) sans radio (NORDO) words twice répétez chaque mot deux fois work in progress travaux en cours yaw lacet

Z marker beacon radioborne Z

ATC APP1-28 BLUE PAGES

ATCD: 1999-1 Effective: 1999-04-22 ATC Directive

1. COMMERCIALIZATION OF AIR TRAFFIC SERVICES 2. CANADIAN AVIATION REGULATIONS IMPLEMENTATION 3. MINOR PROCEDURAL CHANGES 4. TEXT CLARIFICATIONS AND EDITORIALS

This rewrite of the Air Traffic Control Manual of Operations (ATC MANOPS) focuses on 4 areas: the commercialization of Air Traffic Services; the implementation of the Canadian Aviation Regulations; minor procedural changes; and text clarifications and editorial changes. Unless otherwise indicated, the paragraph numbers listed below refer to the original paragraph number in the 1993 edition of ATC MANOPS. 1. The commercialization of Air Traffic Services took place on November 1, 1996. As a result, there have been several changes to the procedures that were previously contained in ATC MANOPS. The following general changes are made to ATC MANOPS where applicable: A. Transport Canada has been changed to NAV CANADA; B. position titles/Branch names, etc. have been modified in accordance with ATSAMM 150; C. TCAMS has been changed to NCAMS; D. the terms agreement and arrangement are now used in ATC MANOPS in accordance with NAV CANADA's Legal Department direction and as used in ATSAMM; In addition, the following specific changes are made: E. abbreviation for ARU is deleted and ARE and ARW are added; F. 107 is rewritten due to commercialization and renumbered new 105; G. 108.1 is modified due to commercialization and renumbered new 106.1; H. 111.1 and 111.1 A. Note are changed due to commercialization; I. 114 and 115 are replaced entirely to reflect NAV CANADA's legal position; J. 119 is rewritten to conform to NAV CANADA policy; K. 122.2, NAV CANADA flights are added;

1 L. 204.1 Note is deleted as no longer applicable; M. 301.3 B. Note is modified to reflect new responsibilities; N. 312.1 is rewritten based on 312.2 Note; O. 312.2 and Note are changed to reflect the fact that only the Minister of Transport has the authority to restrict or suspend access to airspace; P. 335.1 E. is modified to show NAV CANADA procedure; Q. 372 is re-written to clarify responsibilities; R. 401.3 and 401.4 are rewritten to reflect changes due to commercialization; S. new 401.3 Note is added re: Minister of Transport only person authorized to restrict access to airspace; T. new 403.1 Note is added regarding restricting access to airspace; U. 761.2 D. is deleted as it no longer applies; V. 800 - 816 and 1030 - 1033 are entirely re-written due to ARU closing; and W. 1103.4 and 1103.5 are updated and are renumbered new 1003.4 and 1003. 2. The Canadian Aviation Regulations came into effect on October 10, 1996. As a result many references in ATC MANOPS required updating. In addition, several specific changes to ATC MANOPS were required due to modifications to the regulations now incorporated in the CARs. The following general changes are made throughout ATC MANOPS wherever applicable: A. references to the ANOs and the Air Regulations are replaced with corresponding references to the CARs; B. flight notification is removed and Flight Itinerary is added as applicable; In addition, the following specific changes are made: C. 106 is renamed and rewritten to reflect CARs and renumbered new 104; D. new 111.4 Note is added reminding controllers of their responsibility to maintain a current medical endorsement on their license; E. 338.2 is reworded to reflect correct terminology; F. 404 entire section is rewritten due CARs; G. 432.2 D. 4 is rewritten due CARs; and H. 730 entire section is deleted as waivers are no longer issued. 3. Minor Procedural Changes have been incorporated into this rewrite of ATC MANOPS in order to bring the document up to date with current operating practices. The following general changes are made to ATC MANOPS where applicable: A. the term FMS Arrival is changed to FMS STAR;

2 B. the term SCATANA is replaced by ESCAT; C. the RESCUE identifier is changed from RCU to RSCU in accordance with All Regions Memorandum dated October 21, 1998; In addition, the following specific changes are made: D. 129.1 is modified to indicate that this procedure applies to aircraft departing behind a heavy aircraft and renumbered new 128.9; E. new 135.7 Note 2 is added regarding analog wind instruments; F. P136.1 B. is expanded to include various digital automated systems and included into New 135; G. new 172.2 is added permitting use of separate arrival and departure ATIS frequencies in accordance with ICAO; H. new 172.2 E. Note is added referring to out of service transmitters; I. new 205 and Note are added pertaining to unlawful use of frequencies; J. 212.7 is modified to include grouping of RVR data in accordance with ICAO procedures; K. 231.1 and 231.2 are modified to place the passing of ESCAT test messages after the passing of operational data; L. 231.2 is modified to indicate coordination is required with OSS; M. new 232.9 and Note are added stating the procedure to use to connect/disconnect communications circuits; N. new 311.2 is added stating that only helicopters may be given SVFR departures at night; O. new 315.2 and Note are added explaining the procedure to follow if a court order to seize or detain an aircraft is received; P. 322.1 is modified to apply only to information “of which you have been made aware”; Q. 341.1 Note is rewritten to allow controller to omit issuing the altimeter setting if the aircraft has already received it, in accordance with ICAO and FAA procedures; R. 344.3 is rewritten to bring it into alignment with takeoff clearance; S. 353.2 Phraseology is rewritten to conform with direction; T. new 361.1 C. Note is added to permit electronic passing of departure times; U. new 402.5 is added regarding SVFR departures at night; V. new 461.5 and 461.6 are added with regard to unavailable local altimeter settings; W. 471.4 is rewritten to allow controllers to omit the altimeter setting if it is included in an ATIS broadcast except in the case of rapidly changing conditions, in accordance with ICAO and FAA procedures;

3 X. 471.5 is modified to apply only to information “of which you have been made aware” and is renumbered new 461.7; Y. 485.2 F. 2 Note 2 has been renumbered new 475.2 F. 2. a. and b. and 475.2 F. 3. as most of this information was actually direction; Z. new 502.1 A. is added stating requirement to display FDBs. The remainder of 502.1 is renumbered accordingly; AA.new 522.4 is added stating that, if possible, controllers are to issue restrictions while aircraft are still on the ground; AB.534 is replaced in its entirety by All Regions Memorandum dated March 3, 1997, re: Category ll ILS Separation Minima; AC.new 581.1 Note is added permitting non-verbal transfer of sequence to a radar equipped tower; AD.652.2 and 652.2 A. 1 Note are modified to state the new procedure for advising AOC; AE.680 is rewritten entirely to include new NARDS procedures; AF.721.4 is modified to permit use of that part of NADS information considered to be accurate; AG.new 903.16 D. is added to show how to indicate the SID on departure strips and remainder of 903.16 is renumbered accordingly. This material originated in Appendix 2; AH.new 1041.1 Note is added permitting use of an electronic form. This material originated in Part 11; AI. 1121.3 G. 4 modified to clarify use of “88” code and subsequently renumbered 1021.3 G. 4; AJ.1161.1 F. is modified to increase retention period to 90 days; AK.Appendix 1 is updated to reflect current usage; AL.Appendix 2, 1.1.7 A. is modified to permit radar observation of fix posting passage. Appendix 2 is subsequently moved to Part 9; AM.Appendix 2, 1.3.2 B. is deleted since Canadian air traffic controllers do not require TCAS equipped aircraft information. Since all commercial aircraft entering U.S. airspace must have a TCAS on board, the exchange of this information is redundant. Appendix 2, 1.3.2 C. and D. are renumbered new 903.2 B. and C.; and AN.Appendix 2, 2.2.3 B. is deleted since Canadian air traffic controllers do not require TCAS equipped aircraft information. Since all commercial aircraft entering U.S. airspace must have a TCAS on board the exchange of this information is redundant. Appendix 2, 2.2.3 C. and D. are renumbered 912.3 B. and C. 4. Text clarifications and editorials The following general editorial changes are made to ATC MANOPS: A. VHF/DF is changed to VDF for the name of the service, and DF for the name of the steer and phraseology in accordance with the AIP;

4 B. Technical Services is replaced with Maintenance Services or Engineering Services as appropriate, technician is replaced with Maintenance or Engineering personnel as applicable; C. all references are updated as required and changed to refer to sub-section as opposed to paragraph in order to reduce updating requirements; D. TP numbers are removed as many of these documents have been or are in the process of being transferred to NAV CANADA. Documents are referred to by their complete name. The applicable reference number is provided only where confusion is likely to exist; E. Headquarters is changed to Head Office; F. the generic term ”manager” is used wherever possible; G. the terms “airport manager”, “airport management” and “airport authority” are changed to “Airport Operator” for consistency; H. the expression alternative is replaced with alternate where applicable; I. AES is changed to EC; J. the term “or his designated representative” is deleted as unnecessary; K. all Examples are updated to reflect current procedures and operating practices; L. ASR and AASR are changed to PSR to reflect current equipment status; M. diagrams/tables are modified minimally to better reflect direction, where required; N. teletype messages are replaced by facsimile messages, where appropriate; O. JETS references are removed; P. all Abbreviations and Definitions are modified, as required, to bring them into alignment with the Glossary for Pilots and Air Traffic Services Personnel; Q. HE charts are replaced by HI charts; In addition, the following specific editorial changes are made: R. the definition of Formation Flight is modified to reflect a maximum frontal width of 1 nm. in accordance with the AIP; S. the definitions of various manager titles are deleted and replaced with the generic term “manager”; T. the definitions of FMS Arrivals and FMS departures are changed to indicate the new procedure names: FMS STARS and FMS SIDs respectively; U. 102 is renamed Interpretation, similar to ATSAMM; V. new 102.5 is added to explain use of generic term “manager”; W. 103.2 Note is modified and incorporated into New 102.1 A.; X. 103.4 is modified to replace Aeronautical Communications with Glossary for Pilots and Air Traffic Services Personnel; Y. 104 is incorporated into New 102;

5 Z. 105.1 is renumbered New 102.3; AA.105.2 and 105.3 are merged and renumbered New 102.4; AB.108 is renumbered New 106;3 AC.112.2 B. is divided into New 112.2 B. and 112.2 C.; AD.113.6 is modified to bring it into alignment with ATSAMM; AE.123.1 Shift Manager is added to the list; AF.127 - 129 are renumbered new 126 - 128; AG.128.6 to 128.12 inclusive are renumbered New 128.5 to 128.11 respectively; AH.129.3 Note is modified to show the FAA and ICAO weight categories; AI. 129.5 is moved to New 382.5; AJ.132.2 is renumbered new 132.4; AK.new 132.3 is added stating military VIP flight numbers. This information is derived from the old 705.1; AL.new 132.5 is added regarding minimum fuel - derived from old 709; AM.134.1 C. Note 1 is modified due to the weather information currently supplied by AWOS; AN.134.2 is deleted as augmentation of AWOS no longer applies; AO.134.3 - 134.8 are numbered New 134.2 - 134.7 respectively; AP.134.6 B. Note is modified to delete requirement to pass urgent PIREPS to AES Weather Stations; AQ.135 is modified to include wind information previously found in P136; AR.165.2 is expanded to state the requirement to pass traffic to VFR traffic in various types of airspace; AS.165.2 Note is incorporated into new 165.3 Note; AT.166.2 Note is incorporated into new 166.2; AU.192 is deleted as it is covered in 191. 193 - 195 renumbered new 192 - 194 respectively; AV.194.1 Note 2 is renumbered Note 1 and simplified; AW.195 is renumbered new 316.4; AX.202.1 B. and C., 202.1 C. Note, 202.2, and 205 are deleted as they are routine OSS functions; AY.214.2 is expanded to state direction for analog and digital wind; AZ.232 to 235 are amalgamated into new 232 and named Calling Answering and Completing Contacts; BA.243 is deleted as this function is performed routinely by OSS; BB.301.2 is rewritten to reduce duplication;

6 BC.311.2 is rewritten and renumbered new 311.3; BD.311.3 is renumbered new 311.4; BE.314.1 C.2 is expanded to include aircraft wishing to operate in the airspace; BF.315.1 is rewritten and 315.1 Note is included in the paragraph; BG.315.2 - 315.5 are renumbered new 315.3 - 315.6 respectively; BH.323.1 Phraseology is rewritten to conform with current direction; BI. 332 is rewritten for clarity and the expression “radio checks” is removed as outdated; BJ.P336.4 - 336.13 are renumbered new 336.4 - 336.14; BK.336.9 Phraseology is renumbered new 336.10 B. Phraseology; BL.393.2 E. is incorporated into the lead-in text; BM.434.2 and 434.3 are rewritten to show that this subsection applies to Restricted airspace; BN.436 is rewritten to replace VMC with VFR as appropriate; BO.441.5 A. Note is updated; BP.444.2 B. is rewritten to show where the restriction may be applied as opposed to where it may not; BQ.444.2 C. is rewritten and renumbered new 444.2 A. Note; BR.451 and 452 are renumbered new 406 and 407 respectively; BS.460 - 480 are renumbered new 450 - 470; BT.473.1 Note is updated; BU.488.1 Note 1 is deleted and subsequent Notes renumbered accordingly; BV.492.3 B. 2. is deleted and 492.3 B. 3 is renumbered accordingly; BW.493.6 Note is deleted as it no longer applies to ATC; BX.541.3 Phraseology is updated to bring French and English ATC MANOPS into alignment; BY.563.1 Note 1. is renumbered new 563.1 C. Note and 563.1 Note 2 is renumbered accordingly; BZ.602 is deleted and 603 - 604 are renumbered new 602 and 603; CA.703 is renumbered new 161.11 - 161.14; CB.705.1 is renumbered new 132.3 and 705.2 - 705.5 are deleted as they are no longer applicable; CC.706.2 is replaced by 1021.1 and renumbered new 703.2. The balance of 1021.1 is deleted as it is identical to the Canadian procedures. The balance of 706 is renumbered new 703; CD.707 is renumbered new 212.10; CE.708 is renumbered new 213;

7 CF.757.1is incorporated into new 756.1 and subsequent paragraphs in 757 are renumbered accordingly; CG.Part 9 is deleted as it is an OSS function and is covered in OSS MANOPS; CH.770 is renumbered new 480 as it is no longer considered a special procedure and rest of Part 7 is renumbered accordingly; CI. 1000 - 1011 are renumbered new 710 - 714; CJ.1022 is renumbered new 715; CK.1105 is renumbered new 920; CL.1113 - 1115 are deleted as they no longer apply to ATC; CM.1121.4 Note is updated and renumbered new 1021.4 Note; CN.1123.1 E. 1. Note is updated and renumbered new 1023.1 E. 1. Note; CO.1122.1 is deleted and 1122.2 - 1122.9 are renumbered new 1022.1 - 1022.8; CP.1140 is deleted as the information is already contained in the Air Traffic Control Flight/Visit Training Program Policy Manual; CQ.1150 is deleted as the process is outdated and is covered by regional direction and the UCR process; CR.1160 is renumbered new 1040; CS.1163 is deleted and placed in ATSAMM as it applies only to DSCs and the balance of 1160 is renumbered new 1040; CT.Part 11 remainder is renumbered new Part 10; CU.Appendix 2 is subsequently renumbered new Part 9; The following paragraphs are modified editorially for clarity: CV.103.2, 161.1, 245.2, 301.1, 305.3 A., 311.1 F., 354.6 C., 391.7, 393.2, 394.3, 394.4, 402.3, 415.2 C.,431.1 E. Note, 601.2 A. Note, 622.1, 764.5 Note; and The following paragraphs are deleted as they no longer apply: CW.108.2, 116.2, 126.1, 134.4 E., 134.5 E., 201.8 E. Note, 232.1, 235, 371.2 Note, 432.1 Note, 483.14 Note, 493.1 B.2., 701.4 Note, 701.5 C., 704, 771.1 Note, Appendix 2, 1.2.4 Note 2, Appendix 2, 1.3.5 B.1. Attached is the new version of ATC MANOPS. Insert in new binder and place tabs at appropriate location.

T.R. Fudakowski Director Air Traffic Services

8 ATCD: 1999-2 Effective: 1999-07-15 ATC Directive

1. THIS DIRECTIVE CONTAINS FOUR SUBJECTS WHICH REQUIRE CHANGES TO ATC MANOPS: A. ULTRA-LIGHT AIRCRAFT; B. CONTROL TRANSFER; C. DME/GPS LONGITUDINAL SEPARATION; AND D. FMS STARS. 2. THIS DIRECTIVE INCLUDES EDITORIAL CHANGES.

1. This directive contains four subjects requiring changes to ATC MANOPS. A. ULTRA-LIGHT AIRCRAFT 1. NAV CANADA has received information that the naming convention for ultra-light aircraft has changed. Transport Canada is in the process of converting all ultra-light and advanced ultra- light aircraft to the C-I registration category. 2. Since the registration is no longer an indicator of the type of ultra-light, it is incumbent upon the controller to request this information from the pilot for wake turbulence separation and cautionary purposes. 3. ATC MANOPS 317.2 and 317.2 Note are re-written to address these changes. B. CONTROL TRANSFER 1. With the introduction of Tower Radar Plans (TRPs) and Tower Radar Areas (TRAs) in 1996, one of the objectives was to address the services that could be provided to aircraft operating on the periphery of the control zone. The TRA would normally include, but not be limited to, the control zone and could contain more than one airspace classification. 2. As a result of a decision made at an Air Traffic Services Management meeting, all tower radar areas are limited to the size of the control zone with operational responsibilities limited to this area. 3. Therefore, ATC MANOPS 362.5 B. Note is deleted as it is redundant.

9 C. DME/GPS LONGITUDINAL SEPARATION 1. The use of the Global Positioning System (GPS) in Canada has been conditionally approved for IFR Operations as defined in Aeronautical Information Circular (AIC) 1/98 - IFR CONDITIONAL APPROVAL OF GLOBAL POSITIONING SYSTEMS (GPS) OPERATIONS. GPS may be used as “Supplemental Means” navigation for enroute and non-precision and as “Primary Means” navigation for oceanic and remote areas. GPS offers distance measurements that are equal to or more accurate than Distance Measuring Equipment (DME). The use of those measurements for limited separation purposes is an incremental and evolutionary step toward using GPS as a primary source of navigation data. 2. The procedures contained in this directive provide a means to separate GPS equipped aircraft longitudinally from other GPS or DME equipped aircraft. The discontinuance of vertical separation (ATC MANOPS 472.7) between GPS and other GPS or DME equipped aircraft is still under consideration pending further review of FAA procedures. 3. The following changes are made to ATC MANOPS: a. the definition for Common Point is modified to include the definition for the purpose of longitudinal separation between aircraft using DME and/or GPS; b. a new abbreviation for Along Track Distance is added; c. 474.5 is changed by replacing “DME facility” by “a common point”; d. 474.5 Note is renumbered new 474.5 Note 1 and a new 474.5. Note 2 is added defining a “common point”; e. 474.6 A. is changed by adding “and/or GPS” after DME; f. 474.6 A. Reference is changed by adding “and/or GPS” after DME; g. 474.6 B. is changed by adding “and/or GPS” after DME; h. new 474.7 is added stating that when using a mix of GPS and DME position reports, the DME aircraft must be at either 10,000 feet or below or outside of 10 miles from the DME NAVAID to account for the DME slant range error; i. new 474.7 Reference is added; j. subsections 474.8 through 474.11 are renumbered new 474.9 through 474.12; k. 474.10 (old 474.9) is changed by adding “and/or GPS” after DME; l. 474.10 B. Diagram (old 474.9 B. Diagram) “DME” is changed to “Common Point”; m. 474.10 B. 2. (old 474.9 B. 2.) is changed by adding “and/or LTD” after DME, and by changing “the same facility” by “a common point”; n. new 474.10 B. 2. Note is added defining LTD; o. 474.10 C. Diagram (old 474.9 C. Diagram) “DME” is changed to “Common Point”; p. 474.10 C. 2. (old 474.9 C. 2.) is changed by adding “and/or LTD” after DME, and by changing “the same facility” by “a common point”; q. 474.11 C. 1. (old 474.10 C. 1.) is changed by adding “and/or GPS” after DME;

10 r. 474.11 D. 1. (old 474.10 D. 1.) is changed by adding “DME and/or LTD from” and by replacing “the same DME facility” by “a common point”; s. 474.12 C. and D. (old 474.11 C. and D.) are changed by adding “DME and/or LTD from a common point”, and by replacing “NAVAID” by “common point”; t. 474.12 C. Diagram (old 474.11 C. Diagram) “DME” is changed to “common point”; u. 475.2 G. 2. and 475.2 H. 2. are changed by adding “and/or GPS” after DME and by replacing “the same DME NAVAID” by “a common point”; and v. new 475.7 B. 2. Note E. is added allowing the use of LTD during a GPS approach. D. FMS STARS 1. Due to naming convention requirements of the Canada Air Pilot, the term FMS STAR is replaced with the term FMS arrival. Affected locations in ATC MANOPS are Index, Definitions (including the definitions for Closed and Open FMS STARS), 421.1 Note 2, 461.2 F., 463.2, Chapter 5 Table of Contents, 541.1, 545.1 D. Note 2, 561.4, 561.5, 563.1 Note, 564.5, 564.5 Note 2 and all of 569; 2. The term FMS SID is replaced with FMS departure in Definitions; 3. 569.2 and 569.2 A. are re-written to reflect the fact that the arrival or en route controller may issue FMS arrivals. Requirement to issue landing runway is removed as it applies only to arrival controllers and direction on this is provided in current 561.5, Initial Contact. 569.2 A. Phraseology and Reference are re-written to reflect new direction. New 569.2 A. Note is added to indicate that either an en route or arrival controller may issue FMS arrivals; 4. 569.2 B. and 569.2 B. Phraseology are modified to reflect changes indicated above and to clarify the fact that the FMS arrival name need only be restated, when issuing lower altitudes, if it is necessary that the pilot comply with all remaining FMS arrival restrictions. New 569.2 B. Reference is added referring to 569.2 A. Reference; and 5. 569.7 Phraseology is corrected to reflect changes in 569.2 and modified from the original Example format. 2. This directive also contains the incorporation of two P-ATCDs (1999-3 and 1999-4) which have previously been implemented. A. ALERTING SERVICES - UNCERTAINTY PHASE (1999-3) 1. The present procedures in ATC MANOPS 624.1 A. for the provision of Alerting Services do not clearly define those situations where action should be taken to place an aircraft in an Uncertainty Phase and to notify a RCC. Also, the procedure of “no communication within 30 minutes after the time a position report should have been received”, is not compatible with the ICAO standard, the FAA and DND (Search and Rescue) procedures. 2. The following procedures for “Uncertainty Phase” are amended to include situations, in addition to position reports, where action should be taken to place an aircraft in the Uncertainty Phase and to notify a RCC accordingly. In addition, changes have been made to reflect SAR times.

11 B. VISUAL SEPARATION BETWEEN IFR AIRCRAFT DEPARTING FROM DIFFERENT RUNWAYS (1999-4) 1. ATC MANOPS 335.1 permits the use of visual separation between successive IFR aircraft but it is restricted to aircraft departing from the same runway. 2. The Tower Terminal Advisory Group (TTAG) identified that an operational advantage would be gained if visual separation is applied between IFR aircraft departing from different runways. 3. Accordingly, ATC MANOPS is amended to permit this type of application. 4. New 335.2 is added to permit the application of visual separation between IFR aircraft departing from different runways: a. 335.2 Note clarifies the runway configurations that are applicable to this procedure; b. 335.2 A. requires that if either aircraft will turn toward, or will cross through the departure path of the other, initial tracks diverge by 30 degrees or more; c. 335.2 A. Reference refers to this procedure's associated requirements contained in ATSAMM; d. 335.2 B. requires that the tower controller visually confirm that the preceding aircraft has reached a point where it will no longer conflict with the departure path of the succeeding aircraft; e. 335.2 B. Note states that ATC MANOPS 335.1 A. Note 1 applies - weather conditions will vary, but they must permit the airport controller to visually determine the aircraft will not conflict; f. 335.2 C. 1. states that, if required, wake turbulence separation is to be applied; g. 335.2 C. 1. Reference refers to the applicable wake turbulence minima and the requirement to issue a wake turbulence cautionary regarding aircraft departing from different runways; h. 335.2 C. 2. states that, if required, traffic information is to be passed. The requirement to pass traffic information is dependent upon the runway configuration, the tracks of the aircraft relative to one another, and the position of the lead aircraft at the time the second aircraft is cleared for take-off; i. 335.2 C. 2. Phraseology provides the phraseology to be used in situations when wake turbulence cautionary and traffic information is required; and j. 335.2 D. requires that this type of operation is to be conducted in accordance with a unit directive and an arrangement with the applicable IFR unit. This is consistent with a single runway operation as described in 335.1.

Superseding Record of Amendments, Page Verification Sheet, Definitions, Abbreviations, Index, 362.5 B. Note, Chapter 5 Table of Contents, 903.11 A. Note, P-ATCD-1999-3 and P- ATCD-1999-4.

12 Supplementing 128.9 Diagram, 317.2, 317.2 Note, 335.2, 421.1 Note 2, 461.2 F., 463.2, 474.5, 474.5 Note 2, 474.6 A., 474.6 A. Reference, 474.6 B., 474.7, 474.7 Reference, New 474.10, New 474.10 B. Diagram, New 474.10 B. 2, New 474.10 B. 2. Note, New 474.10 C. Diagram, New 474.10 C. 2., New 474.11 C. 1., New 474.11 D. 1., New 474.12 C., New 474.12 C. Diagram, New 474.12D., 475.2 G. 2., 475.2 H. 2., 475.7 B. 2. Note E, 533.2 Note 2, 541.1, 545.1 D. Note 2, 561.4, 561.5, 563.1 Note, 564.5, 564.5 Note 2, 569 and 624.1 A.

3. The following editorial changes are included: A. Included is a new Record of Amendments page to indicate that P-ATCD 1999-1 and P-ATCD 1999-2 were incorporated in ATCD 1999-1; B. Index is replaced to update it; C. 128.9 Diagram is corrected to reflect current direction; and D. 533.2 Note 2 is added regarding the application of wake turbulence separation as it was inadvertently left out of the English version of ATC MANOPS.

4. Attached are the ATC MANOPS page replacements. Remove Insert

ATC III to ATC VI ATC III to ATC VI

DEF-3 to DEF-14 DEF-3 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

IND-1 to IND-10 IND-1 to IND-10

1-21 to 1-22 1-21 to 1-22

3-15 to 3-16 3-15 to 3-16

3-23 to 3-26 3-23 to 3-26

3-51 to 3-52 3-51 to 3-52

4-13 to 4-14 4-13 to 4-14

4-35 to 4-36 4-35 to 4-36

4-53 to 4-60 4-53 to 4-60

4-63 to 4-66 4-63 to 4-66

4-69 to 4-70 4-69 to 4-70

5-1 to 5-2 5-1 to 5-2

5-25 to 5-30 5-25 to 5-30

13 5-33 to 5-34 5-33 to 5-34

5-47 to 5-50 5-47 to 5-50

5-53 to 5-56 5-53 to 5-56

6-11 to 6-14 6-11 to 6-14

T.R. Fudakowski Director Air Traffic Services

14 ATCD: 1999-3 Effective: 1999-10-07 ATC Directive

1. THIS DIRECTIVE CONTAINS TWO SUBJECTS WHICH REQUIRE CHANGES TO ATC MANOPS: A. CANADIAN RUNWAY FRICTION INDEX (CRFI); AND B. UNCERTAINTY PHASE. 2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL PUBLICATION CHANGE: VISUAL APPROACH - MISSED APPROACH, JULY 15, 1999. 3. THIS DIRECTIVE INCLUDES EDITORIAL CHANGES.

1. This directive contains two subjects requiring changes to ATC MANOPS. A. CANADIAN RUNWAY FRICTION INDEX (CRFI) 1. Transport Canada has determined that the elements and sequence of the Canadian Runway Friction Index (CRFI) should be amended to be more meaningful to the pilot. Runways are now divided into thirds which are measured from the end of the runway with the lowest number. For example, runway 06/24 sections will be identified as 06A, 06B and 06C and will be measured from the threshold of runway 06 regardless of the landing runway. Airport management will provide the lowest runway section values as part of the CRFI report. 2. In addition, in accordance with ATSI 1999-3, Winter Operations, controllers are instructed to advise airport management whenever they doubt the validity of a Runway Surface Condition or CRFI report. 3. As a result, the following changes are made to ATC MANOPS: a. 169.3 is amended to reorganize the order of items in a CRFI report in accordance with Transport direction and to include section readings for CRFI; and b. 169.4 is amended to instruct controllers to advise airport management whenever they doubt the validity of the Runway Surface Condition or CRFI report. B. UNCERTAINTY PHASE 1. As a result of an observation made by an ACC, the current procedure for notifying an RCC under “uncertainty phase” requires correction.

15 2. As a result, ATC MANOPS is amended as follows: a. 624.1 A. 2. b. and 624.1 A. 3. b. are amended to replace the SAR time requested by the originator with the SAR time specified on the flight plan or flight itinerary; and b. 624.1 A. 3. Note is deleted as it is redundant. 2. The directive contains the incorporation of one Urgent ATS Operational Publication Change memorandum. A. VISUAL APPROACH - MISSED APPROACH (JULY 15, 1999) 1. In 1991, ATC MANOPS was amended to provide direction to airport controllers to apply visual separation procedures in the event that an aircraft executes a missed visual approach. It has come to our attention that all units are not applying this procedure consistently from unit to unit. Pilots executing a missed visual approach are also not sure which procedure they should follow. 2. A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing. A visual approach is not an instrument approach procedure. There is no published procedure associated with a missed visual approach. 3. As a result, ATC MANOPS is amended as follows: a. 351.7 and 351.7 Note are replaced by the text contained in this directive.

Superseding : Page Verification Sheet, 351.7, 351.7 Note, 502.1 A., 624.1 A. 3. Note, and 701.6 B.

Supplementing : 169.3, 169.4, 311.1 C. Note, 334.2 F., 334.2 F. Phraseology, 335.1 E., 347.5 A., 362.5 B. Note, 362.5 D. 2., 378, 391.1, 463.1 Note, 545.1 D. Phraseology, 624.1 A. 2. b., 624.1 A. 3. b., 903.10 I. 2. Example, 903.11 B., 903.13F, 903.16 D., 904.2 C. to G., 912.6 Example 2, 921.2, Chapter 10 Table of Contents, 1012, and Appendix 1.

3. The following editorial changes are included: A. 311.1 C. Note is corrected to replace “agreement” with “arrangement”; B. 334.2 F. and 334.2 F. Phraseology are corrected to re-insert the expression `Taxi... to runway” into taxi clearance phraseology. This is in accordance with previous ATC MANOPS direction (pre-re-write) as well as current FAA and ICAO procedures; C. 335.1 E. is corrected to replace “agreement” with “arrangement”; D. 347.5 A. is modified to replace “onto the active runway” with “onto the runway to which the aircraft is conducting the CAT II approach” as it was felt that with 2 or more active runways the original wording could cause confusion; E. New 362.5 B. Note is added. This note was removed during the re-write of ATC MANOPS as it was declared redundant. Its removal, however, has caused some confusion. It is therefore re- entered. Also 362.5 D. 2. is amended to replace “agreement” with “arrangement”; F. Sub-section 378 is reformatted for clarity;

16 G. 391.1 is corrected to remove the requirement to publish TRAs and to bring ATC MANOPS into alignment with ATSAMM; H. 463.1 Note is corrected to read “Canada Flight Supplement”; I. 502.1 A. is deleted to remove the requirement to display Full Data Blocks as it is recognized that information may be placed in Hold lists, etc.; J. 545.1 D. Phraseology is corrected to replace the word “FROM” with “OF” in accordance with normal speech; K. 701.6 B. is deleted as voice transmissions on NAVAIDs are no longer possible; L. 903.10.I.2 Example text is corrected to indicate that the aircraft has reported leaving 12; M. The examples in 903.11 B., 904.1 F., 904.2 C., D., E., F., and G. are corrected to show that the line on the left side of Box 9B must be darkened whenever that box is used, in accordance with direction in 903.11 A.; N. 903.13 F. is corrected to eliminate the requirement to enter the direction of a published hold on a flight progress strip; O. 903.16 D. is renumbered 903.17 B. 2. Example. Other paragraphs are renumbered accordingly; P. 912.6 Example 2 is corrected to replace “AJ” with “AR”; Q. 921.2 is amended to replace “flight notification” with “flight itinerary”; R. Due to a change in the type of paper strips currently being used, and additional upcoming changes, the identification numbers for flight progress strips are removed from Part 10 Table of Contents and Sub-section 1012; S. Appendix 1 is modified to remove the term DADS as it is no longer applicable;

4. Attached are the ATC MANOPS page replacements. Remove Insert

ATC V to ATC VI ATC V to ATC VI

1-45 to 1-46 1-45 to 1-46

3-11 to 3-12 3-11 to 3-12

3-19 to 3-20 3-19 to 3-20

3-23 to 3-24 3-23 to 3-24

3-33 to 3-36 3-33 to 3-36

3-51 to 3-54 3-51 to 3-54

3-57 to 3-58 3-57 to 3-58

3-65 to 3-66 3-65 to 3-66

17 4-35 to 4-36 4-35 to 4-36

5-5 to 5-6 5-5 to 5-6

5-33 to 5-34 5-33 to 5-34

6-11 to 6-12 6-11 to 6-12

7-3 to 7-4 7-3 to 7-4

9-13 to 9-18 9-13 to 9-18

9-21 to 9-24 9-21 to 9-24

9-27 to 9-28 9-27 to 9-28

9-35 to 9-36 9-35 to 9-36

10-1 to 10-2 10-1 to 10-2

10-5 to 10-6 10-5 to 10-6

APP 1-7 to APP 1-8 APP 1-7 to APP 1-8

Kathleen Fox Director Air Traffic Services

18 ATCD: 2000-1 Effective: 2000-01-27 ATC Directive

1. MAJOR CHANGES: A. PROVISION OF IFR CONTROL SERVICE TO IFR AIRCRAFT ARRIVING AT AIRPORTS SERVICED BY A FLIGHT SERVICE STATION; B. AIRCRAFT OCCURRENCES AND INCIDENTS; C. VISUAL DEPARTURE SEPARATION; D. REDUCED VERTICAL SEPARATION MINIMA (RVSM) IN THE PACIFIC REGION; E. FLIGHT PLANS; AND F. RDPS SITUATION DISPLAY - RSIT. 2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL PUBLICATION CHANGE: RSC/CRFI, OCTOBER 7, 1999. 3. EDITORIAL CHANGES.

1. Major Changes: A. PROVISION OF IFR CONTROL SERVICE TO IFR AIRCRAFT ARRIVING AT AIRPORTS SERVICED BY A FLIGHT SERVICE STATION 1. A recent occurrence and subsequent questions have resulted in the requirement for a review of IFR operations at airports where airport advisory services is provided by FSS. The occurrence involved an IFR aircraft which conflicted with a preceding IFR aircraft still on the active runway. 2. When IFR conditions exist at airports serviced by FSS (full time or when the tower is closed), clearance for a succeeding IFR arriving aircraft (radar and non-radar) to conduct a published instrument approach shall not be issued until the IFR controller is advised that the preceding IFR aircraft is clear of the runway. 3. Therefore, a new 464.2 E. and 562.4 are added to provide direction to controllers in this regard.

19 B. AIRCRAFT OCCURRENCES AND INCIDENTS 1. During recent discussions between NAV CANADA and Transport Canada a decision was made that the entry of an aviation occurrence into the AOR data base, which is automatically sent to Transport Canada, is sufficient for regulatory issues and there is no requirement to submit separate hard copies of the form. 2. As a result, 1041.1 Note is modified to indicate that the AOR electronic reporting system may be used in place of paper forms.

C. VISUAL DEPARTURE SEPARATION 1. 335.2 Note is renumbered 335.2 Note 1 and amended to clarify the use of visual departure separation between aircraft departing from parallel runways and a new 335.2 Note 2 is added. 2. 335.2 C. 2. Phraseology is amended to delete the word “HEADING”. This is in response to field unit suggestions that the word “HEADING” could be interpreted by an aircraft as an assigned heading. D. REDUCED VERTICAL SEPARATION MINIMA (RVSM) IN THE PACIFIC REGION 1. In order to accommodate Reduced Vertical Separation Minima (RVSM) airspace in the Pacific Region, effective February 24, 2000, the Vancouver FIR/CTA will be designated as a RVSM Transition area. As such, changes to ATC MANOPS are necessary in order to make the RVSM procedures applicable to any Transition Area in Canadian Domestic Airspace and not specifically to the North Atlantic Transition Area. 2. Therefore, ATC MANOPS 761.2., 764.1 A. 2. and 764.1 A. 2. Note are amended as indicated in this directive. E. FLIGHT PLANS 1. During the rewrite of ATC MANOPS, the requirement for ATC personnel to accept flight plan information from aircraft was removed as it is an OSS and FSS function. 2. However, a need has been identified to include direction in ATC MANOPS reminding controllers to send aircraft over to FSS to file a complete flight plan if controllers accept an abbreviated one in order to issue a clearance. 3. As a result a new 411.3 and 411.3 Reference are added stating this requirement. F. RDPS SITUATION DISPLAY - RSIT 1. The RDPS Situation Display (RSiT) utilizes some of the CAATS delivered hardware and software components. One of the hardware components is the SONY 2K display, which will be installed, in the current RDPS consoles. The Computer Human Interface (CHI) that will be implemented will resemble the existing NARDS CHI, version 4.0, which is well accepted in the field and should therefore facilitate training.

20 2. One of the fundamental changes of RSiT is the rectangular screen, which will require the range to be measured across from left to right, rather than from the center of the display as with RIMS. As a result, the existing MANOPS 501.10 requirement to have a 40 mile radius displayed when providing terminal control service is modified to include 80 miles from left to right when utilizing a RSiT display. Other MANOPS paragraphs describing display ranges will also be changed to account for the rectangular shape of the RSiT screen. 3. RSiT will allow controllers flexibility in adapting the data tag fields particular to their operation. The information that is presented in the Data Block lines is fully configurable depending on user selection, however as a minimum, a jurisdictional Data Block shall include an ACID, aircraft weight category, Special Function Indicator (SFI), present altitude, Vertical Movement Indicator (VMI) and ground speed. 4. Brightness of individual RSiT elements such as PPS, Maps, Data fields, Weather, etc., can be adjusted independently. Controllers shall ensure that the PPS brightness is always at least one level higher than other elements of the display. 5. RSiT contains ”Inset” and other pop-up windows that totally obscure tracks. Controllers are cautioned to place these windows beyond sector boundaries if possible or in areas where they will not obscure jurisdictional traffic. 6. The changes to ATC MANOPS are: a. a new abbreviation is added for “RSiT”; b. 501.10 is reworded to include the maximum allowable RSiT range; c. a new 502.2 is added permitting use of RSiT displays; d. a new 502.2. A is added to specify the minimum RSiT Jurisdictional Data Block requirements; e. a new 502.2. B is added to specify the RSiT PPS brightness level requirements; f. a new 502.2. C and 502.2 C. Note are added to advise controllers to use opaque windows with caution; g. 532.1 B. 2. is reworded to include the maximum allowable RSiT range; h. 532.1 D. 1. b. is reworded to include the maximum allowable RSiT range; i. 532.3 Table Item 2 is reworded to include the maximum allowable RSiT range; and j. 532.5 B. 1 is reworded to include the maximum allowable RSiT range. 2. The following Urgent ATS Operational Publication change is included: A. RSC/CRFI 1. The amendment to FSS MANOPS, ATC MANOPS, as well as A.I.P. Canada, effective October 7, 1999 revised the CRFI portion of the Runway Surface Condition Report. The new procedure added a runway section value in which the runway is divided into thirds with the lowest runway section value being provided by the Airport Operator for relay to concerned aircraft.

21 2. Transport Canada advised, however, that due to unforeseen delays, Airport Operators are unable to provide sectional values as part of the CRFI effective October 7, 1999. 3. Therefore, procedures outlined in ATCD 1999-3 paragraph 169.3 effective October 7, 1999 are suspended. Until further notice, controllers will continue to issue RSC/CRFI data received from the Airport Operator as per the attached original ATC procedures.

SUPERSEDING:Page Verification Sheet, Definitions and Abbreviations, All Regions Memorandum: Provision of IFR control service to IFR aircraft arriving at airports serviced by a Flight Service Station, February 10, 1998.

SUPPLEMENTING:105.1 Note, 134.2 Phraseology, 169.3, 169.4, 216.1 B. Example, 335.2 Note, 335.2 Note 2, 335.2 C. 2. Phraseology, 344.3 E. Reference, 404.2 C. Reference, 411.3, 411.3 Reference, 464.2 E., 474.7, 501.10, 502.2, 532.1 B. 2., 532.1D.1.b., 532.1 D. 2., 532.1 E., 532.3 Table, 532.5 B. 1., 533.2 Note, 562.4, 761.2, 764.1 A. 2., 764.1 A. 2. Note, 921.4B. Example, 1041.1 Note, Appendix 1-7.

3. Editorial Changes: A. The definition for “PROCÉDURE ARRIVÉE FMS OUVERTE” is changed in the French version only to bring it in alignment with the English version; B. The definition of “ATS SERVICES - ADCUS” is corrected as it applies only to aircraft travelling to the United States; C. The definition of “CEILING” is replaced in accordance with the current FSS definition; D. The definition of “NIGHT” is modified to match the CARs; E. The definition of “RATING OFFICER” is removed as it is no longer current; F. All definitions and abbreviations are reorganized to put them in alphabetical order; G. 105.1 Note - The expression “or certified” is removed as certification applies only to FSS; H. 134.2 Phraseology is modified to bring AWOS phraseology into alignment with general weather broadcasting; I. 169.4 has been modified slightly to indicate occasions when the validity of the RSC/CRFI report should be questioned; J. 216.1 B. Example - This example is corrected to reflect a foreign airline; K. 344.3 E. - A reference is added to ATC MANOPS 344.11 and 344.12 where the applicable direction is contained; L. 404.2 C. Reference - the word “and” is replaced by “an” in the English version only; M. 474.7 - The indicator for Note (N) is replaced with Reference (R) in the English version only; N. 532.1 D. 2. and 532.1 E. are corrected to remove reference to the “Terminal DSE 20” thereby permitting the use of other certified displays; O. 533.2 Note is corrected to 533.2 Note 1 in the English version only;

22 P. 921.4 B. Example is corrected to replace A126 with AI26; and Q. Appendix 1 - The French equivalent of “Dead Reckoning” is corrected to read “Navigation à l'estime”.

4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-1 to DEF-14 DEF-1 to DEF-14

ABR-1 to ABR-4 ABR-1 to ABR-4

1-5 to 1-6 1-5 to 1-6

1-27 to 1-28 1-27 to 1-28

1-45 to 1-46 1-45 to 1-46

2-11 to 2-12 2-11 to 2-12

3-23 to 3-26 3-23 to 3-26

3-29 to 3-30 3-29 to 3-30

4-5 to 4-6 4-5 to 4-6

4-9 to 4-12 4-9 to 4-12

4-35 to 4-36 4-35 to 4-36

4-55 to 4-56 4-55 to 4-56

5-5 to 5-8 5-5 to 5-8

5-19 to 5-26 5-19 to 5-26

5-47 to 5-54 5-47 to 5-54

7-31 to 7-32 7-31 to 7-32

9-35 to 9-36 9-35 to 9-36

10-17 to 10-18 10-17 to 10-18

23 APP1-7 to APP1-8 APP1-7 to APP1-8

Kathleen Fox Director Air Traffic Services

24 ATCD: 2000-2 Effective: 2000-04-20 ATC Directive

1. MAJOR CHANGES: A. VERIFYING ATC ESTIMATES; B. PROCEDURE ON REPORTING AIRCRAFT OCCURRENCES; C. RELEASE OF INFORMATION; D. FACT FINDING BOARD; E. SUCCESSIVE DEPARTURES TURNING TOWARD THE SAME SIDE OF THE RUNWAY CENTRELINE; F. USE OF CODE 88 TO RECORD CONFLICT RESOLUTION ACTION IN A TRA; AND G. WAKE TURBULENCE MINIMA APPLICATION ON APPROACH. 2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL PUBLICATION CHANGE: ATC MANOPS 569.2, FEBRUARY 16, 2000. 3. EDITORIAL CHANGES.

1. Major Changes: A. VERIFYING ATC ESTIMATES 1. The new note is added to permit controllers flexibility in the use of pilot estimates as a cross check for ATC estimates. 2. The change to ATC MANOPS is: a. 471.6 Note is added to permit controllers flexibility in the use of pilot estimates as a cross check for ATC estimates. B. PROCEDURE ON REPORTING AIRCRAFT OCCURRENCES 1. The aircraft occurrence report (NC28-0148) is no longer the medium to be used to report aircraft occurrences. Transport Canada recognizes that the Aviation Occurrence Report form is the new medium for reporting aircraft occurrences.

25 2. The changes to ATC MANOPS are: a. 1041 - replace the term “aircraft occurrence report” with “aviation occurrence report”; b. 1041.1 Note is reworded; c. 1041.1 Reference - change “Aircraft Occurrence Report” to “Aviation Occurrence Report”; d. 1041.1 A. Note is deleted; e. 1041.1 B. - change to read “purpose: to report any aircraft occurrence, operating irregularity or incident/accident.” and a new 1041.1 B. Reference is added; f. 1041.1 C. - delete the words “after an occurrence is known or detected.”; g. 1041.1 E. - replace the terms “Regional Director, Regulatory Compliance” with “ACC Shift Manager”; h. 1041.2 - new instructions on how to complete the new form are added. C. RELEASE OF INFORMATION 1. The information currently contained in ATC MANOPS 122.1 B. contradicts NAV CANADA release of information policies. 2. The change to ATC MANOPS is: a. 122.1 B. is deleted. D. FACT FINDING BOARD 1. Due to changes which have taken place in the Fact Finding Board policies and practices of NAV CANADA, ATC MANOPS is amended as follows. 2. The change to ATC MANOPS is: a. 125.2 is modified and a new 125.2 Note 1 and Note 2 and a new 125.3 are added to include direction previously contained in ATSAMM Appendix 1. E. SUCCESSIVE DEPARTURES TURNING TOWARD THE SAME SIDE OF THE RUNWAY CENTRELINE 1. Previously, controllers were prohibited from turning successive departures from the same runway toward the same side of the runway centreline when using one-mile radar separation and track divergence. 2. To increase efficiency of departure operations, NAV CANADA requested and received an exemption from the restrictions set in Chapter 3, para. 6.4.1 of the Canadian Domestic Air Traffic Control Separation Standards: successive departures from the same runway are now permitted to turn toward the same side of the runway centreline as long as appropriate radar minima and track divergence are maintained. 3. The changes to ATC MANOPS are: a. 554.1 C. Note is edited to eliminate the reference to 15 degrees of divergence; b. 554.1 C. 1. Diagram is redrawn to show the new application, and is renumbered 554.1 C. 1. b. Diagram;

26 c. 554.1 C. 1. b. (old) is renumbered 554.1 C. 1. c. (new); d. 554.1 C. 1. b. (new) is added to authorize turning a faster succeeding aircraft toward the same side of the runway centreline as a preceding aircraft; e. 554.1 C. 2. is amended to authorize turning a succeeding aircraft that is not faster toward the same side of the runway centreline as a preceding aircraft; f. 554.1 D. is amended to ensure another form of separation replaces the track divergence; and g. 554.1 E. is amended to prohibit the application from parallel runways. F. USE OF CODE 88 TO RECORD CONFLICT RESOLUTION ACTION IN A TRA 1. The airport controller's workload created by the demand for ATC services within the Tower Radar Area (TRA) has, until now, not been measured or recorded. ATC MANOPS sections 921 and 1021.3.G.4 are expanded to provide controllers with a method of recording workload within the Tower Radar Area. 2. The changes to ATC MANOPS are: a. 921.2 is corrected to identify Conflict resolution, the issuing of traffic information and vectoring for separation purposes as Code 88 entries on Tower strips; b. 1021.3.G.4 a, c, d and Examples are corrected to include the TRA as an area within which Code 88 entries would apply; c. New 1021.3. G. 4. a. Note is added; and d. New 1021.3. G. 4. d. Reference is added. G. WAKE TURBULENCE MINIMA APPLICATION ON APPROACH 1. Recent Fact Finding Board reports indicate that controllers are misunderstanding the intended meaning of direction supplied by ATC MANOPS 533.2. 2. Successive aircraft on approach are not always being separated by the minima required even though following aircraft are susceptible to the effects of wake turbulence from preceding aircraft (see Squawk 7700 Number 9402). 3. The following changes are intended to enhance safety by adding the requirement to apply wake turbulence separation to succeeding aircraft on approach and harmonize NAV CANADA and FAA practices. 4. The changes to ATC MANOPS are: a. 533.2 is changed to include the requirement to apply wake turbulence minima to a succeeding aircraft conducting an instrument approach; b. 533.2 Note 1 is deleted; c. 533.2 Reference is deleted, as redundant; d. 533.2 Diagrams 1 and 2 are redrawn;

27 e. an entry “instrument approaches, wake turbulence minima 533.2” will be added to the index. 2. The following urgent ATS Operational Publication change is included: A. ATC MANOPS 569.2 1. On the initial start-up of FMS arrivals, certain airlines were unable to file the FMS arrival. Therefore, it was a requirement for ATC to re-clear the aircraft for a FMS arrival as laid out in ATC MANOPS 569.2. 2. At the National FMS Working Group meeting held on February 9-10, 2000, it was agreed that this is no longer a requirement, therefore effective immediately ATC MANOPS paragraph 569.2 is deleted.

SUPERSEDING:Page Verification Sheet, ATS Operational Change dated February 16, 2000, 681.1 Note, Table of Contents - Part 10, pages 10-13 to 10-16, 1042.

SUPPLEMENTING:Definitions, 122.1, 125, 132.1 B. 3. Reference, 134.3, 162.2 Example, 311.1 B. Note, 311.1F., 351.2, 351.2 C. Reference, 393.2, 393.3, 402.4 B., 415.5 B. 1., 464.2, 465.7 Note 1 and 2, 465.7 Example, 471.6, 471.6 Note, 493.1 Note, 495.2 Note, 533.2, 533.2 Note, 533.2 Reference, 533.2 Diagrams, 566.1C.2.Note2, 681.2, 921.2, 1021.3 G. 4. Note, 1021.3G.4.Reference, 1021.3G.4.a. Example, 1021.3G.4.b. Example, 1021.3G.4.c.Example, 1041.1 and 1041.2.

3. Editorial Changes: A. Definition of “OPEN FMS ARRIVAL PROCEDURE” is changed in the French version only; B. Definition of “SÉCANTE” is corrected to read “ROUTE SÉCANTE” in the French version only; C. Definition of “MINIMUM VECTORING ALTITUDE” is changed to remove responsibility and to mention radio coverage criteria; D. Definitions, Abreviations, Part 9 and Part 10 - “SNCMA” and “Système de NAV CANADA des mouvements d'aéronefs” are changed to “SMANC” and “Système des mouvements d'aéronefs de NAV CANADA” in the French version only; E. 132.1 B. 3. Reference - is added as it was inadvertently left out; F. 162.2 Example - the spelling of the word “thunderstorm” is corrected; G. 311.1 B. Note - is edited to remove excess words; H. 311.1 F. - is edited to define a restrictive clause in the English version only; I. 351.2 - is edited to remove a double negative and to express conditions in command language; J. 351.2 C. Reference - is added for clarity; K. 354.7 - the words “circulation” and “circulez” are changed to “mouvement” and “procédez” in the French version only;

28 L. 393.2 and 393.3 - the reference to DSE is removed since NARDS is now a certified tower radar display; M. 402.4 B., 493.1 Note and 495.2 Note - are corrected to read “arrangement”; N. 415.5 B. 1. - translation is corrected in the French version only; O. 464.2 - is amended to enhance readibility, reduce excess words, correct grammar, and replace “IFR conditions” with “instrument meteorological conditions”; P. 465.7 Note - is replaced with new 465.7 Note 1 and Note 2 to remove the reference to Safety and Service Design, and to correctly describe alternate missed approach instructions; Q. 465.7 Example - is corrected; R. 474.12 C. and 475.2 E. 1. - translation is corrected in the French version only; S. 566.1 C. 2. Note 2 - is edited to remove excess words; T. 681.1 Note - is deleted as NARDServer Version 2 provides mosaiced RDPS track updates; U. 681.2 - a reference to 393 is added; V. pages 10-13 through 10-16 are reprinted due to numbering error in the English version only; and W. 1042 - deleted as the Aviation Occurrence Reporting system is to be used for this type of report.

4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-VIII

DEF-7 to DEF-14 DEF-7 to DEF-14

1-15 to 1-18 1-15 to 1-18

1-23 to 1-24 1-23 to 1-24

1-27 to 1-28 1-27 to 1-28

1-39 to 1-40 1-39 to 1-40

3-11 to 3-12 3-11 to 3-12

3-35 to 3-36 3-35 to 3-36

3-67 to 3-68 3-67 to 3-68

4-3 to 4-4 4-3 to 4-4

4-35 to 4-38 4-35 to 4-38

4-41 to 4-42 4-41 to 4-42

4-83 to 4-86 4-83 to 4-86

29 5-25 to 5-26 5-25 to 5-26

5-43 to 5-46 5-43 to 5-46

5-51 to 5-56 5-51 to 5-56

6-33 to 6-34 6-33 to 6-34

9-35 to 9-36 9-35 to 9-36

10-1 to 10-2 10-1 to 10-2

10-9 to 10-20 10-9 to 10-22

Kathleen Fox Director Air Traffic Services

30 ATCD: 2000-3 Effective: 2000-07-13 ATC Directive

1. MAJOR CHANGES: A. WIND INFORMATION; B. CROSSWIND COMPONENT; C. SPECIAL VFR PROCEDURES; D. USE OF ALTITUDES BELOW THE MEA BUT NOT BELOW THE MOCA; E. REDUCED VERTICAL SEPARATION MINIMA (RVSM); F. PROVISIONS FOR USING LESS THAN 15 MINUTES LONGITUDINAL SEPARATION; G. RADAR SEPARATION FROM SPECIAL USE AIRSPACE; H. CLEARING AIRCRAFT DIRECT WHEN RADAR VECTORS ARE TERMINATED; AND I. SUPERSONIC TRANSPORT PROCEDURES IN CANADIAN DOMESTIC AIRSPACE; 2. ATAG CHANGES. 3. EDITORIAL CHANGES.

1. Major Changes: A. WIND INFORMATION 1. This paragraph is amended to ensure that the pilot is aware of the time of the report if a controller issues wind information from a surface weather bulletin and draws attention to the fact that the wind direction is in degrees true. 2. The change to ATC MANOPS is: a. a new 135.7 D. is added.

31 B. CROSSWIND COMPONENT 1. The Director of Air Traffic Services requested an operational safety review of crosswind operations, with a focus on the Toronto Pearson Airport. The request was made as a result of complaints that the maximum crosswind component resulted in difficult operations from an operating crew perspective and increasing difficulty for controllers to accommodate requests for more into-wind runways by some aircrews during high intensity operations at the Toronto Pearson Airport. 2. Recommendations from the Safety Review team were: a. ATC MANOPS 302.5 be amended to show that the maximum crosswind component that can be used for a preferential runway or noise abatement program on a dry runway includes gusts. b. ATC MANOPS 302.5 be amended to show that the maximum crosswind component that can be used for a preferential runway or noise abatement program on a wet runway includes gusts. 3. The changes to ATC MANOPS are: a. ATC MANOPS 302.5 B. now states that on a dry runway, the maximum crosswind component is 25 knots including gusts. The table in 302.5 B. Note is amended accordingly. b. New paragraph 302.5 C. and Note are inserted stating that on a wet runway, the maximum crosswind component is 15 knots, including gusts. C. SPECIAL VFR PROCEDURES 1. ATC MANOPS does not currently address the issue of providing SVFR to aircraft in a control zone that is not served by an ATC unit or FSS. Area controllers are currently authorizing SVFR through DCPC, or through a FSS with remote communication capability to the control zone. ATC MANOPS is amended to match current operating practices. 2. Transport Canada has issued an exemption to CARs permitting SVFR helicopters to operate within the zone at night for any purpose. ATC MANOPS is amended to match current regulations. 3. CARs requires (rather than permits) ATC to authorize SVFR when requested by an aircraft, and traffic and weather conditions permit SVFR flight. ATC MANOPS is amended accordingly. 4. The changes to ATC MANOPS are: a. 311.1 - is amended to require controllers to authorize SVFR provided conditions permit; b. 311.1 B. Note - is amended to indicate SVFR visibility minima; c. 311.2 - is amended to permit SVFR helicopters to transit the zone at night (but not fixed- wing aircraft); d. 402.3 - is amended to require controllers to authorize SVFR provided conditions permit and to eliminate the reference to FSS; e. 402.3 B. Note - is added to indicate SVFR visibility minima;

32 f. 402.3 B. Reference - is deleted; g. 402.4 - is amended to eliminate the requirement for a FSS to serve the control zone; h. 402.4 Note - is amended to include DCPC; i. 402.4 A. Phraseology - is added; j. 402.4 A. Note - is deleted; k. 402.4 B. - is amended to remove the requirement to include procedures in an agreement; l. 402.4 B. Reference is deleted; m. 402.4 C. - is amended to include the requirement to advise the aircraft of the reason for not authorizing SVFR; and n. 402.5 - is amended to permit SVFR helicopters to transit the zone at night (but not fixed- wing aircraft). D. USE OF ALTITUDES BELOW THE MEA BUT NOT BELOW THE MOCA. 1. Aircraft routinely operate at the lowest possible altitude over very high terrain in certain portions of Designated Mountainous Regions. These aircraft, while operating in uncontrolled airspace, normally request an IFR clearance to cross airways at the MOCA due to operating limitations. If the conditions in current ATC MANOPS 433.2 cannot be met then the aircraft receive extensive reroutes to operate at an acceptable altitude. This amendment permits controllers to approve the MOCA for aircraft crossing airways. 2. The changes to ATC MANOPS are: a. 433.2 D. is added to permit crossing an airway at the MOCA; b. 433.2 D. Note is added to describe reason for application; and c. 433.2 D. Diagram is added. E. REDUCED VERTICAL SEPARATION MINIMA (RVSM); 1. Within RVSM airspace, a critical factor in the system safety assessment and the effect on the target level of safety (TLS) is the time spent at other than cleared (incorrect) flight level(s) due to operational errors. An aircraft operating at an incorrect flight level has a detrimental effect on the TLS regardless of whether ATC separation has been lost. In order to mitigate the time spent at incorrect flight level(s), whenever a clearance is issued for a climb or descent that will take place in whole or in part in RVSM oceanic airspace, the RT phraseology shall include “Report Reaching”. 2. The change to ATC MANOPS is: a. A new paragraph and phraseology 437.3 are added to reflect this procedure. F. PROVISIONS FOR USING LESS THAN 15 MINUTES LONGITUDINAL SEPARATION 1. ATS Head Office has been receiving interpretation requests regarding the phrase “Navaid coverage permits determination of position and speed.” This amendment will clarify the application of longitudinal separation when using 10 minutes or less.

33 2. The changes to ATC MANOPS are: a. new 472.8 B. Reference, 474.8 B. Reference, 474.9 C.3. Reference, 474.9 D. 3. Reference, 474.12 B. Reference, 475.2 B. 2. Reference and 475.2 C. 2. Reference have been added; b. 474.9 B. Note 1 explains that a position report is required by ATC at least once every 40 minutes to continue to apply a longitudinal minimum of 10 minutes or less; and c. 474.9 B. Note 2 informs controllers that in addition to actual position reports by aircraft passing navaids, other means are available to derive position information. Radials from VHF NAVAIDS, DME arcs, bearings from an NDB, waypoints from RNAV and full degrees of longitude or latitude from GPS equipped aircraft may also be used. When any of these are used for position information, controllers are reminded that fix positions must be such that position reports between reporting fixes are no more than 40 minutes flying time apart. G. RADAR SEPARATION FROM SPECIAL USE AIRSPACE 1. ATC MANOPS 532.5 does not stipulate the radar separation minima that applies to forest fire areas or other restricted areas defined by the Minister of Transport. 2. The changes to ATC MANOPS are: a. 532.5 - is amended to include restricted airspace invoked by the Minister; b. 532.5 Reference - Reference to ATC MANOPS 477 is added; c. 532.5 Diagram - is amended to delete Class F; d. 532.6 - is added to include radar separation minima that applies to forest fire areas; e. 532.6 Reference and 532.6 B. Note - Reference to CARs and ATC MANOPS are added; and f. 532.6 through 532.8 are renumbered accordingly. H. CLEARING AIRCRAFT DIRECT WHEN RADAR VECTORS ARE TERMINATED 1. Flight plans of long range flights have been determined to obtain the best cost efficient profile for that flight. 2. When an aircraft is vectored off its flight planned or cleared route, controllers in some cases have been clearing the aircraft direct destination. As a consequence the benefit of the aircraft flight planned profile may be lost. 3. The changes to ATC MANOPS are: a. The new 547.3 and 547.3 Note have been inserted to give controllers direction to clear aircraft to the next fix or waypoint when an aircraft has been taken off its flight planned or cleared route. b. The current 547.3 has been renumbered to 547.4.

34 I. SUPERSONIC TRANSPORT PROCEDURES IN CANADIAN DOMESTIC AIRSPACE 1. Due to increased requests for supersonic transport flight in Canadian Domestic Airspace (CDA) there is a requirement to provide direction to controllers in ATC MANOPS. 2. The change to ATC MANOPS are: a. a new section 770 is added pertaining to SST flights, stating the authorization process for approving SST operations in the CDA, the vertical separation required, and that MANOPS Parts 4, 5 and 7 apply. It also gives direction on aircraft navigation certification, climb/ descent and routing information, which is viewed as critical for the SST flight profile. 2. ATAG Changes: A. 334.1 and 334.1 Phraseology are rewritten to remove confusion. ATC does not control the apron. The expression “at your discretion” may imply that control service is being provided. B. Several ACCs have developed local procedures to eliminate the necessity of verbal radar hand- offs between IFR units. This ATC MANOPS amendment permits applications on a national basis provided arrangements are in place detailing conditions and procedures. These procedures were developed by the enroute committee of the ATS Advisory Group (ATAG). There are requirements for adequate radar coverage and overlap, control and communication transfer procedures and procedures to ensure the integrity in the exchange of flight data. As a result, a new 512.7 is added specifying the procedures required if verbal radar hand-offs are omitted. C. 544.3 B. and 544.3 B. Phraseology are changed to permit expression “reduce to minimum approach speed”. D. 545.1 D. Note 2 is amended to indicate that controllers need not issue distance to threshold if the aircraft is vectored to intercept final approach. E. 563.2 is deleted as it is already covered in 563.3. F. 573.1 is amended to permit the procedure to be used with non-precision approaches. 3. Editorial Changes: A. definitions of “TOWER RADAR AREA” and “TOWER RADAR PLAN” are edited to ensure consistency with ATSAMM; B. 112.3 C. Reference - reference to In-Flight Incident is deleted; C. 381.1- “non-radar” is replaced by “separation” to permit the use of radar minimum specified by 382.5; D. 473.8 - the diagram is changed to refect the text; E. 533.2 Reference - is added for completeness; F. 601.2 A. Note - the last part of the sentence is deleted as unnecessary; G. 763.2 - with the new edition of ATC MANOPS, the reference to 482.2 is changed to 472.2;

35 H. 903.2 C. is changed in response to the establishment of a priority list to be used on control strips to indicate aircraft communications and navigation capability for flights in specified airspace. This item replaces all regions memo issued March 18, 1997, entitled “Equipment Suffixes for use by Flights Operating in Canadian Airspace”. This change will also correct the current ATC MANOPS priority list to reflect the proper priority of the codes to be used on ATC control strips, new 903.2 C. Note 2 is added. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-VIII

DEF-11 to DEF-12 DEF-11 to DEF-12

1-7 to 1-8 1-7 to 10-8

1-29 to 1-32 1-29 to 1-32

3-5 to 3-12 3-5 to 3-12

3-19 to 3-20 3-19 to 3-20

3-59 to 3-60 3-59 to 3-60

4-3 to 4-4 4-3 to 4-4

4-23 to 4-26 4-23 to 4-26

4-45 to 4-48 4-45 to 4-48

4-55 to 4-68 4-55 to 4-68

5-13 to 5-16 5-13 to 5-16

5-23 to 5-26 5-23 to 5-26

5-31 to 5-36 5-31 to 5-36

5-49 to 5-50 5-49 to 5-50

5-61 to 5-62 5-61 to 5-62

6-3 to 6-4 6-3 to 6-4

7-1 to 7-2 7-1 to 7-2

36 7-31 to 7-32 7-31 to 7-34

9-7 to 9-8 9-7 to 9-8

Kathleen Fox Director Air Traffic Services

INTEN TIONALLY LEFT BLANK

37 ATCD: 2000-4 Effective: 2000-10-05 ATC Directive

1. MAJOR CHANGES: A. VEHICLES ON THE MANOEUVRING AREA; B. TOWER RADAR DISPLAY; C. GROUND BASED NAVAIDS; D. UNSERVICEABLE NAVAIDS; E. GPS OVERLAY APPROACHES; F. CLEARANCES FOR GPS APPROACHES; G. LONGITUDINAL SEPARATION FROM HOLDING AIRSPACE; H. MACH-NUMBER; AND I. NARDS DISPLAY STATUS. 2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL PUBLICATION CHANGE: FMS ARRIVAL PROCEDURES. 3. EDITORIAL CHANGES.

1. Major Changes: A. VEHICLES ON THE MANOEUVRING AREA 1. Controllers are required to maintain adequate information pertaining to the position of ground vehicles on the manoeuvring area in conditions of restricted visibility or darkness. For units that are not equipped with ASDE, the ATC MANOPS does not indicate how this is done. This amendment will provide the controller with direction in this area. 2. The changes to ATC MANOPS are: a. a new reference is added to 308.2; and b. 354.4 B. has been modified and gives direction on how to maintain adequate information concerning the location of ground traffic in periods of restricted visibility or darkness.

38 B. TOWER RADAR DISPLAY 1. To eliminate confusion (when using NARDS), and confirm existing policy, 393.2 E. is amended to add the restriction to apply target resolution within 20 miles from the RSE when using DSE. C. GROUND BASED NAVAIDS 1. Certain application of Separation minima and other related information contained in ATC MANOPS are specific to “ground based” NAVAIDs. As a result of the latest definition of NAVAID, these paragraphs needed to be revised. 2. Where appropriate, “NAVAID” is changed to “DME Facility” to more clearly reflect the requirement and be consistent with other ATC MANOPS paragraphs. 3. The changes to ATC MANOPS are: a. Definitions of “Common Point”, 413.1 B. Note, 452.2 B., 472.7 A., 485.5 A. 2. Note and 757.7B. 1. Note, the term “ground based” is placed before NAVAID; and b. paragraph 473.11 - “NAVAID” is change to “DME facility”. D. UNSERVICEABLE NAVAIDS 1. As a result of a recent occurrence in which an aircraft was unable to fly a procedure due to an unserviceable NAVAID, controllers are reminded to develop alternate instructions as part of their air traffic control plan. Some aircraft (depending upon equipment, training, company policy) may not be able to fly a procedure if an underlying navigational aid is unserviceable. 2. The change to ATC MANOPS is: a. 413.1 C. Note is added reminding controllers that some aircraft may not be able to comply with an instruction or clearance due to unserviceability of an underlying navigational aid. E. GPS OVERLAY APPROACHES 1. GPS Overlays are selected NDB, VOR or VOR/DME non-precision approaches that can be flown by GPS equipped aircraft, suffix “G”. Waypoints replace the conventional fixes in the receiver database; e.g. IAFs, FAFs, DME step-down fixes, NDBs, etc. The instrument approach procedures that are authorized for the overlay program indicate names and locations of waypoints, and are designated by BOLD ITALIC letters in the table of contents of the Canada Air Pilot publications. 2. Pilots may use GPS to fly an overlay approach even when the underlying traditional aid is out of service. A GPS approach shall be identified by its published name. For example, pilots should request a “NDB RWY 24” for a GPS overlay approach when communicating with ATC. If the underlying NAVAID is out of service, or if advised by ATC that the NAVAID is unserviceable, the pilot will request e.g. “NDB RWY 24 - OVERLAY”. The clearance issued by ATC shall then be “CLEARED TO THE (name) AIRPORT NDB RWY 24 - OVERLAY APPROACH.” 3. The airspace to protect for the “overlay approach” is equivalent to that of the underlying NAVAID.

39 4. The reason for the amendment is to clearly specify when and how to issue clearances for GPS overlay approaches. 5. The changes to ATC MANOPS are: a. a new definition for “OVERLAY APPROACH” is added; b. 465.1 is amended by changing reference from 465.6 to 465.7; c. a new 465.6 is added describing procedures dealing with GPS Overlay approaches; d. a new 465.6 C. Phraseology and 465.6 C. Example are added; e. a new 465.6 C. Note is added specifying what airspace to protect for an overlay approach; and f. 465.6 (old) is renumbered 465.7. F. CLEARANCES FOR GPS APPROACHES 1. When clearing an aircraft for a GPS approach, controllers have basically two options: clear the aircraft via the Initial Approach Waypoint (IAWP) or via the Intermediate Waypoint (IWP). Most of the time routing via one of these waypoints will be more expeditious depending on the aircraft's position, but when it is not obvious, the following should be considered. 2. The pilot cannot descend below the published MSA until the aircraft is established on one of the segments of the GPS “T” type approach. Routing the aircraft via the IAWP will allow descent prior to reaching the IWP. The difference in altitude between the IAWP and the IWP is often a few thousand feet. 3. At Prince George, for example, when cleared for GPS RWY 06, an aircraft may leave 7,100 feet (MSA) for 4,500 feet when by either of the IAWPs, established on the Initial Approach Segment (ref.: ATSAMM 352.5). However, if the aircraft is cleared via “MUXOV” - IWP, it will not be able to descend below the MSA until reaching that fix. The consequence, for using what may appear to be a more expeditious routing, is that the aircraft will be approximately 5,000 feet AGL at 12 miles from the runway. According to TP 308, the recommended maximum descent gradient will prevent the aircraft from descending 5,000 feet in 12 miles. 4. To make controllers aware of this situation, ATC MANOPS 465.2 is amended by adding a note explaining the impact of clearing aircraft for a GPS approach via the IWP, with a recommendation to route aircraft via the IAWP if the difference between the IAWP and IWP MSAs is such that clearance via the IWP could cause the aircraft to be too high to complete the approach. 5. The changes to ATC MANOPS are: a. a new 465.1 Note 2 is added to explain the impact of clearing aircraft on GPS approaches via the IWP, with a recommendation to route aircraft via the IAWP; and b. 465.1 Note 2 (old) is renumbered 465.1 Note 3.

40 G. LONGITUDINAL SEPARATION FROM HOLDING AIRSPACE 1. ATC MANOPS 472.8 implies that two aircraft in trail, separated by a longitudinal standard, would be in a conflict if the trailing (following) aircraft entered a hold. According to 472.8, the leading aircraft would violate the holding airspace of the trailing aircraft, because it would not be 15/10 minutes past the leading edge of the holding airspace created by the trailing aircraft. 472.8 also does not allow holding the second of two aircraft in trail, to achieve longitudinal separation, when the trailing aircraft begins to close on the leading aircraft. Again, once the trailing aircraft is put in a hold, its holding airspace would conflict with the leading aircraft. 2. In both scenarios described above, once the trailing aircraft begins to hold, the distance between the two aircraft will increase, therefore longitudinal separation will also be increased, or achieved if that was the aim behind holding the trailing aircraft. Because 472.8 states that lateral separation between an en route and a holding aircraft must exist, it implies that holding the trailing aircraft can never be executed, at the time when only the minimum longitudinal separation exists. 3. To correct this situation, 472.8 is amended by adding a note describing situations when this paragraph does not apply. 4. The reason for this amendment is to clarify the application of longitudinal vs. lateral separation of two en route aircraft in trail. 5. The changes to ATC MANOPS are: a. a new 472.8 Note is added to describe situations where paragraph 472.8 does not apply. H. MACH-NUMBER 1. Within Canadian Domestic airspace there has been a number of instances where aircraft were not maintaining the last assigned Mach-number when longitudinal separation was being applied using the Mach-number technique. In a few cases, the result has been a loss of separation. In all reported cases, the instances have involved international operators transiting Domestic airspace. In order to mitigate any losses of separation and to ensure that the required separation is maintained or increased when separation is based on the Mach- number technique, the assigned Mach-number shall be confirmed with the pilot as necessary. 2. ATC MANOPS 485 and 757 are amended to reflect the requirement to confirm with the pilot the assigned Mach-number. 3. The changes to ATC MANOPS are: a. 485.3 is added with subsequent paragraphs renumbered accordingly; and b. 757.3 is amended. I. NARDS DISPLAY STATUS 1. Initially, the NAV CANADA Auxiliary Radar Display was used as a back up and the functionality and processing was limited. Now that NARDS is a fully certified system, it may be used in the same manner as an IM or a RIM. 2. NARDS will become the primary radar display in the towers; according to the project schedule, total replacement is expected by June-July 2001.

41 3. NARDS may be used as a primary display in control towers, or as a main back up, in the event of a RSiT display failure, in the IFR units. 4. The reason for this amendment is to define the current status of NARDS. 5. The changes to ATC MANOPS are: a. 681.1 is amended to define the current status of NARDS; and b. 681.3 A. is amended to reflect an editorial change. 2. The following urgent ATS Operational Publications change is included: A. FMS ARRIVAL PROCEDURES 1. ATC MANOPS Section 569 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorial Changes: A. definition of “PROCÉDURES ARRIVÉE FMS OUVERTE” the words “de destination” are changed to “terminal” in the French version only; B. definition of “FINAL APPROACH AREA” is deleted and a new definition for “FINAL APPROACH” is added; C. abbreviation of DTW - the words “de destination” are changed to “terminal” in the French version only; D. abbreviation of SIRO (Simultaneous Intersecting Runway Operations) is added; E. 105.2 is removed as it reads the same as ATSAMM 118.2; F. 116.1 A. and 116.1 B. - “to” is removed for clarification in the English version only; G. 134.1, 134.3 and 134.4 are edited for correctness; H. 135.7 D. is edited for correctness; I. 218.1 B. Note - “LE” is replaced by “LO”; J. 302.5 C. Note is edited for correctness in the French version only; K. 354.6 Reference - reference to “Manual of Airport Traffic Directives for Operation of Vehicles” is deleted; L. 404.3 A. - “OSS” is replaced by “ATOS”; M. 476.1 Reference - the reference to “Procedures for the Management of Canadian Domestic Airspace” is deleted; N. 494.4 C. Note 1 is edited for correctness; O. 532.1 F., 532.2 C., 532.5 C. and 532.6 B. - the words “source radar” are changed to “radar source” in the English version only;

42 P. paragraph 545.1 is edited to correct grammar, delete unnecessary words and add an explanatory note; Q. 562.4 is edited for correctness and consistency with 464.2 C.; R. 563.1 and 563.2 are edited for correctness; S. Table of Contents - Part 6, 640, 641.1, 641.4, 641.6 and 641.6 E. are edited to replace “IFR weather conditions” with “instrument meteorological conditions; T. 625.1 C. - “tels qu'on les reçoit” is replaced by “lorsqu'on les reçoit” in the French version only; U. 773.1 A. Note is edited for correctness; V. 903.2 B., 912.3 B., 1021.3 B. 2. and 1041.2 H. are edited to add “ICAO”; W. 903.2 C. 1. and 903.2 C. 4. are edited in the French version only to read the same as the English; and X. 1021.3 C. 1. and 1041.2 J. are edited to replace “civil or military” with “ICAO”. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-3 to DEF-6 DEF-3 to DEF-6

DEF-9 to DEF-14 DEF-9 to DEF-14

ABB-3 to ABB-4 ABB-3 to ABB-4

1-5 to 1-6 1-5 to 1-6

1-11 to 1-12 1-11 to 1-12

1-27 to 1-30 1-27 to 1-30

2-15 to 2-16 2-15 to 2-16

3-9 to 3-10 3-9 to 3-10

3-49 to 3-50 3-49 to 3-50

3-67 to 3-68 3-67 to 3-68

4-5 to 4-6 4-5 to 4-6

4-9 to 4-12 4-9 to 4-12

4-31 to 4-32 4-31 to 4-32

4-37 to 4-40 4-37 to 4-40

4-43 to 4-46 4-43 to 4-46

43 4-49 to 4-52 4-49 to 4-52

4-69 to 4-70 4-69 to 4-70

4-75 to 4-78 4-75 to 4-78

4-83 to 4-84 4-83 to 4-84

5-21 to 5-24 5-21 to 5-24

5-33 to 5-34 5-33 to 5-34

5-47 to 5-50 5-47 to 5-50

5-53 to 5-56 5-53 to 5-56

6-1 to 6-2 6-1 to 6-2

6-17 to 6-18 6-17 to 6-18

6-33 to 6-34 6-33 to 6-34

7-27 to 7-30 7-27 to 7-30

7-33 to 7-34 7-33 to 7-34

9-5 to 9-6 9-5 to 9-6

9-27 to 9-28 9-27 to 9-28

10-7 to 10-8 10-7 to 10-8

10-19 to 10-20 10-19 to 10-20

Kathleen Fox Director Air Traffic Services

44 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Director, Air Traffic Services Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: August 10. 2000

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Manager, Operational Systems Requirements Director, Technical Training

SUBJECT: FMS ARRIVAL PROCEDURES

The National FMS SID/STAR Working Group meeting was held in Ottawa during February 2000. The main agenda of the meeting was to review and update the current FMS arrival procedures, phraseology and FMS arrival design.

It was determined by the Working Group that the filing of an FMS arrival, constitutes part of the route and shall be issued to the aircraft in the initial ATC clearance. Therefore there is no requirement to re-issue the FMS arrival, unless there is a change in the flight plan route.

It was agreed to remove all altitude constraints (except for the altitudes at the DTW and FACF) from the FMS arrival design. The controller will assign all altitudes to the aircraft and the pilot will fly the FMS lateral route.

To improve the procedure of closing an open FMS arrival, it was agreed to insert a note on the CAP chart instructing the pilot on how to close an open FMS arrival when approach clearance has been issued.

These modifications will simplify procedures for both the pilot and the controller.

Therefore the procedures contained in ATC MANOPS section 569 are superseded by the attached direction.

This is a mandatory briefing item for all concerned staff. This change will be reflected in a quarterly directive.

Please insert this page between pages DEF-4 and DEF-5 and page 3 through 5 between pages 5-54 and 5-55 of ATC MANOPS.

45 ATCD: 2001-1 Effective: 2001-01-25 ATC Directive

1. MAJOR CHANGES: A. DEVIATION FROM PROCEDURES; B. CAT III ILS; C. DIRECTION OF FLIGHT; D. AERIAL SURVEY OR MAPPING (PHOTO) FLIGHTS; E. MINIMUM ALTITUDES; F. APPROACH SEQUENCES; G. GPS TO RNPC EQUIVALENCE; H. SPECIAL AVIATION EVENTS; AND I. CODE “88”. 2. ATAG CHANGE. 3. THIS DIRECTIVE INCORPORATES TWO URGENT ATS OPERATIONAL PUBLICATION CHANGE: PUSHBACKS AND FMS ARRIVAL PROCEDURES. 4. EDITORIAL CHANGES.

1. Major Changes: A. DEVIATION FROM PROCEDURES 1. The Transport Safety Board has identified, in a number of occurrences, where separation and/or the safety of aircraft was not assured because established procedures were not followed. Circumventing procedures to expedite the flow of air traffic increases the risk of separation losses or collision. 2. Deviations from procedures may be warranted for reasons such as loss of air/ground communications, loss of radar capability, failure of inter-unit/sector communications and in- flight emergencies/contingencies. Ad-hoc deviations as a normal method of operation for the sole purpose of expediting air traffic should be avoided.

46 3. The changes to ATC MANOPS are: a. 101.3 - notes are added; and b. 101.4 - a note is added. B. CAT III ILS 1. Category III separation requirements and procedures were approved by Transport Canada regulatory (AARN) for use by NAV CANADA at Vancouver and Toronto LBPIA in late 1996. 2. These procedures were based upon Transport Canada and ICAO documents and described separation requirements associated with CAT III operations based upon the position of an aircraft with respect to the ILS critical area or the localizer antenna location. 3. Appropriate documentation was disseminated to the Ontario and Pacific regions for Category III ILS operations in 1997 and, following an extended period of field confirmation, the procedures are now being incorporated into a new ATC MANOPS section. 4. The changes to ATC MANOPS are: a. 140, 141.1, 141.1 A. Note, 141.2, 141.3, 141.4, 141.5, 153.5 Note, Table of Contents - Part 3, 347, 347.1, 347.2, 347.2 Note, 347.4, 347.5 and 347.5 A. - “Category II” is changed to “Category II/III”; b. 141.1 D. Reference and 347.1 Reference - are updated; c. 571.1 A. 5. Reference and 572.1 A. 5. Reference - a new reference is added; d. Table of Contents - Part 5 - is updated; and e. a new section 535 is added. C. DIRECTION OF FLIGHT 1. Due to the changes in 433.2 (Minimum Altitudes), paragraph 432.2 E. is added to allow aircraft to cross airways at an altitude not appropriate to direction of flight because of factors limiting the aircraft's ability to maintain an appropriate altitude above the MEA. 2. The change to ATC MANOPS is: a. 432.2 E. - new paragraph to permit the assignment of altitudes not appropriate to direction of flight for aircraft crossing airways under specific conditions. D. AERIAL SURVEY OR MAPPING FLIGHTS 1. A concern was raised with respect to the lack of specific reference in ATC MANOPS for approving a block altitude for an aerial survey or mapping flight. In accordance with ATSAMM, paragraph 380 and the document “Pilot Procedures Photographic Survey Flights”, a block altitude may be approved. To alleviate any concern and provide clear direction, reference to such flights is added to paragraph 432.5, block altitudes in controlled airspace. 2. The changes to ATC MANOPS are: a. a new 432.5 A. 3. - is added to include aerial survey and mapping flights; and b. 432.5 B. Note - is amended to include aerial survey and mapping flights.

47 E. MINIMUM ALTITUDES 1. This amendment is intended to clarify the procedures associated with clearing aircraft to operate below the MEA on airways/air routes, additional protected airspace, adherence to appropriate direction of flight procedures and GPS navigation on airways/air routes. Details are as follows: a. Clearing an aircraft to operate below the MEA rather than approving it does not change the controller's responsibility and with this amendment the procedure associated with altitude assignment is more consistent. b. Air routes are now included as they also have established MEAs and MOCAs and the procedures are applicable to that portion of an air route that lies within controlled airspace. c. Altitudes assigned below the MEA but not below the MOCA on airways/air routes are required to be appropriate for direction of flight unless it meets one of the exemptions in 432. d. Aircraft using GPS do not require signal coverage from ground-based NAVAIDS for track accuracy. Therefore, the MEA on airways/air routes is not a factor for navigation signal reception. These aircraft may request to operate below the MEA and it may be approved without any increase of protected airspace. 2. It is more appropriate to state the conditions of clearing aircraft that are traversing airways as direction rather than note material. The explanation of “traversing an airway/air route is not changed. There is still the requirement to assign altitudes appropriate for direction of flight unless it meets one of the exemptions in 432. 3. The changes to ATC MANOPS are: a. 433.2 - is amended to remove the word “approve”; b. 433.2 Reference - is added; c. 433.2 Note - is partially rewritten as a new 433.3 and 433.3 Note; d. 433.2 A. Note - “severe” is deleted; e. 433.2 D. - is moved to 432.2 as an exemption to appropriate altitude for direction of flight; f. 433.2 D. Note - is moved to 432.2 E. 1. Example; g. 433.2 D. Diagram - is moved to 432.2 E.; h. 433.2 D. (new) and 433.2 D. Note (new) - are added to cover GPS operations; i. 433.3 Reference - is added; and j. 433.3, 433.4, and 433.5 - are renumbered accordingly. F. APPROACH SEQUENCES 1. In the application of ATC MANOPS 464.2 C. there was no direction to controllers when to issue an approach clearance to a subsequent arriving aircraft if the preceding arrival had landed but was not reported clear of the runway. Therefore a new procedure has been added to specify the required conditions to issue the approach clearance to the succeeding arriving aircraft.

48 2. The changes to ATC MANOPS are: a. 464.2 A. and C. - are amended to make the language consistent; b. 464.2 C. - a new note is added to indicate the conditions when you may consider aircraft to be clear of the runway; c. 464.3 - is added to provide direction for issuing approach clearances to succeeding aircraft if the preceding aircraft has landed but a report clear of the runway has not been received; and d. 464.3 A. Note - is added providing an example of what action would constitute an attempt to locate the position of the preceding arrival. G. GPS TO RNPC EQUIVALENCE 1. This is to advise operational units that all separation standards specified in ATC MANOPS 480 - RNPC, can be applied to aircraft with an equipment suffix of G. The GPS navigation equipment must be approved in accordance with the requirements specified in Technical Standard Order (TSO) C 129. Filing an IFR flight plan with /G implies that the GPS receiver is TSO C 129 certified as per A.I.P. Canada RAC 3.16.4 a. 5. 2. This is not to imply that all /G aircraft meet the RNPC Certification requirements as specified in A.I.P. RAC 12.4.2, notwithstanding, RNPC standards as listed in ATC MANOPS 480 apply to /G aircraft. 3. The reason for this amendment is to allow controllers to apply RNPC separation standards to /G aircraft. 4. The changes to ATC MANOPS are: a. 481.1 is amended by adding that criteria and procedures in this section apply to /G aircraft; b. 481.1 Note is renumbered 481.1 Note 1; and c. A new 481.1 Note 2 is added to explain what equipment suffix /G means to ATC. H. SPECIAL AVIATION EVENTS 1. To complement the new manual of Special Aviation Events (NP2000-16B), a new ATC MANOPS section is added to provide controllers with the information required for the provision of ATS services during Special Aviation Events (air shows). 2. The changes to ATC MANOPS are: a. A new definition for Special Aviation Event has been added; b. Table of Contents - Part 7 - is updated; and c. A new section 780 is added to provide direction and information to controllers pertaining to Special Aviation Events (air show).

49 I. CODE “88” 1. During recent unit evaluations it was noted that some units are counting an 88 for each arriving or departing aircraft that is provided with traffic information or conflict resolution within the zone or TRA. Since arriving and departing itinerant aircraft are already recorded once with a runway number, the use of any other code, regardless of the activity associated with the aircraft before landing or after departure, is not permitted. 2. The change to ATC MANOPS is: a. 1021.3 G. 4. a. Note 1 - is amended. 2. ATAG Change: A. ATIS MESSAGE WHEN TOWER IS CLOSED 1. When a part-time tower closes and a co-located or remote Flight Service Station provides an Airport Advisory Service (AAS) or a Remote Airport Advisory Service (RAAS), it is not always clear to aircraft what level of service is being provided. 2. It was suggested at ATAG-3 that this problem could be resolved at those locations that have an ATIS by having the tower controller record a standard message prior to closing. 3. The change to ATC MANOPS is: a. a new 171.3 is added. 3. The following urgent ATS Operational Publications change are included:: A. PUSHBACKS 1. ATC MANOPS 334.1 is amended in accordance with the ATS Operational Publication change. 2. Remove ATS Operational Publication change and retain it with the explanatory pages for this ATCD. B. FMS ARRIVAL PROCEDURES 1. ATC MANOPS 569.3 is deleted in accordance with the ATS Operational Publication change. 2. Remove ATS Operational Publication change and retain it with the explanatory pages for this ATCD. 4. Editorial Changes: A. Abreviation of “ERS - Emergency Response Services” is changed to “AFF - Aircraft Fire Fighting”; B. 112.4 - is added requiring personnel to turn off personal cell phones and pagers brought to the workplace when they are carried in an operations area; C. 117.2 - is amended as reporting hazards should not be discretionary; D. 132.1 A. 5. Reference - is amended as DOT-DND SIR Agreement has been renegotiated; E. 134.1 C. Note 2 - is deleted as it is no longer required;

50 F. 134.3 - is deleted as the direction is repeated in 135.7; G. 135.7 D. - is amended to delete the requirements to state the direction of the word in degrees true. The A.I.P. tells pilot that wind direction from aviation weather reports is in degrees true, requiring controllers to repeat this fact unneccessarily increases workload and frequency congestion; H. 193.3 - is deleted as redundant; I. 402.4 - the word “Note” is added in the English version only; J. 533.1 - is edited in the French version only to read the same as the English; K. 545.1 - is edited in the French version only to read the same as the English; L. 545.1 B. Phraseology and 545.1 B. Note - are deleted to eliminate a discrepancy with 563.1 B. and a reference is added; M. 621.1 A. 2. and 622.2 - “emergency response services (ERS)” is changed to “aircraft fire fighting (AFF); N. 903.2 C. 8. - is edited in the English version only to read the same as the French; O. 1021.3 C. 2. - is amended to match ICAO; and P. 1021.3 G. 4. a. Note 2 - “when” is changed to “where” to correct grammar. 5. Attached are the ATCMANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-VIII

DEF-11 to DEF-14 DEF-11 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-1 to 1-8 1-1 to 1-8

1-13 to 1-14 1-13 to 1-14

1-23 to 1-24 1-23 to 1-24

1-27 to 1-30 1-27 to 1-30

1-33 to 1-36 1-33 to 1-36

1-47 to 1-48 1-47 to 1-48

1-55 to 1-56 1-55 to 1-56

3-1 to 3-2 3-1 to 3-2

3-19 to 3-20 3-19 to 3-20

3-31 to 3-34 3-31 to 3-34

51 4-3 to 4-4 4-3 to 4-4

4-19 to 4-86 4-19 to 4-102

5-1 to 5-2 5-1 to 5-2

5-27 to 5-28 5-27 to 5-28

5-33 to 5-34 5-33 to 5-34

5-53 to 5-60 5-53 to 5-60

6-9 to 6-10 6-9 to 6-10

7-1 to 7-2 7-1 to 7-2

7-35 to 7-36

9-7 to 9-8 9-7 to 9-8

10-7 to 10-10 10-7 to 10-10

Kathy Fox Assistant Vice President Air Traffic Services

52 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Director, Air Traffic Services Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: September 28, 2000

SUBJECT: PUSHBACKS

Following a recommendation by the Air Traffic Services Advisory Group (ATAG), an ATC MANOPS amendment to 334.1 was included in the July 13, 2000 ATCD. The original request to change 334.1 was controller driven at ATAG and appeared to satisfy the concerns of the group. The resulting effect on operations in different parts of the country does not appear to have been foreseen during the ATAG discussions and thus, the assumption of a smooth transition to a new way " of dealing with pushbacks was wrong.

Prior to implementation, Head Office issued an E-mail memo and rescinded the July 13 ATCD section of ATC MANOPS 334.1 dealing with pushbacks.

The direction contained in ATC MANOPS 334.1 and the associated phraseology used prior to the July 13 ATCD has been restored and the entire pushback issue will be returned to ATAG for re-evaluation.

This change will be reflected in a quarterly directive.

Please insert this page between pages 3-20 and 3-21 of ATC MANOPS.

53 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: November 7, 2000

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Director, Technical Training

SUBJECT: FMS ARRIVAL PROCEDURES

NAV CANADA has been informed by Transport Canada that there are regulatory compliance issues with a part of the present procedures for STAR (FMS) arrivals as published in the Canada Air Pilot and presently being used in Airline Company Trials.

Effective immediately for aircraft flying an open" FMS STAR to the downwind Termination Waypoint (DTW), controllers will provide radar vectors, as required, to the final approach course. The option to close" the FMS STAR to the final approach by issuing approach clearance and having the pilot conduct an auto turn at the DTW to the Final Approach Course Fix (FACF), as described in MANOPS 569.3 is suspended until further notice.

This is a mandatory briefing item for all concerned staff. This change will be reflected in a quarterly directive.

Please insert this page between pages 5-54 and 5-55 of ATC MANOPS.

54 ATCD: 2001-2 Effective: 2001-04-19 ATC Directive

1. MAJOR CHANGES: A. MANUAL OF ALL WEATHER OPERATIONS; B. TRAFFIC INFORMATION; C. VFR WAYPOINTS; D. DISCONTINUANCE OF VERTICAL SEPARATION BASED ON LTD, AND LTD AND DME REPORTS; AND E. RNPC LONGITUDINAL SEPARATION - MACH-NUMBER TECHNIQUE. 2. ATAG CHANGES: A. ADDITION OF NEW PHRASEOLOGY; AND B. CLEARANCE CANCELLED TIME. 3. EDITORIAL CHANGES.

1. Major Changes: A. MANUAL OF ALL WEATHER OPERATIONS (TP1490) 1. Since ATC MANOPS 140, 347 and 571 cover all the areas described in document TP1490 as they relate to ATS there is no requirement for this document to be included in unit libraries. 2. TP1490, Third Edition, October 1990, a Transport Canada document is being incorporated into CARs and will be available via electronic form. 3. The changes to ATC MANOPS are: a. 141.1 Reference - is deleted; and b. 141.5 Note - is deleted.

55 B. TRAFFIC INFORMATION 1. An analysis was conducted concerning the description of altitude information in the exchange of traffic information. It had been suggested, as an option, to describe the altitude as “500/ 1000/2000 feet above or below” in reference to the aircraft to which you are passing the traffic. This application would have the most benefit between aircraft operating at known altitudes. Use of this method is concise, clear and may reduce the risk of pilots misinterpreting the traffic information altitude as a cleared altitude. The use of “(number of feet) above or below” is now included as an option, to provide maximum flexibility. 2. The changes to ATC MANOPS are: a. 165.5 Phraseology and 165.6 Phraseology - are amended to delete specific altitude description; b. 165.5 Example and 165.6 Example - are added; c. 165.5 D., 165.6 D. and 166.3 D. - notes are added to indicate optional method of altitude description; d. 166.3 Example - is amended; e. 217.3 A. 3. Reference - the reference number is updated; f. 405.2 - is deleted and 405.3 is renumbered 405.2; and g. 503.9 C. Reference - the reference numbers are updated. C. VFR WAYPOINTS 1. VFR waypoints are being published where visual reporting points currently exist to allow location of reporting points with greater ease. VFR waypoints will facilitate navigation for VFR pilots using Global Position System (GPS) and other Area Navigation receivers. These waypoints will also provide pilots with additional tools to improve positive situational awareness. 2. The VFR waypoints depicted in latitude and longitude, use unique five-letter identifiers beginning with the letters “VC”. This will provide an immediate recognition that the waypoint is for VFR purposes in Canadian airspace. The reporting point will still however, be referred to by the full name (i.e. Power Plant) and not by the assigned five-letter identifier. The common name of the reporting point, as it currently exists, shall be used in all communications between ATC and pilots. Until all charts have been updated, waypoint listings will be published in the CFS. 3. To make controllers aware of the new method of depicting VFR waypoints, MANOPS 342 will be amended by adding a new paragraph describing the waypoint identifiers and how to refer to them in all ATC communications. 4. The reason for this amendment is to inform controllers about the new method of illustrating VFR waypoints on VTA charts. 5. The changes to ATC MANOPS are: a. 342.9 - is added to explain how to refer to VFR waypoints in ATC communications.

56 b. 342.9 Note - is added to describe how VFR waypoints are being depicted, and why they are being published. D. DISCONTINUANCE OF VERTICAL SEPARATION BASED ON LTD, AND LTD AND DME REPORTS 1. To discontinue vertical separation between aircraft on reciprocal tracks that have passed and are 5 miles apart, position reports have to be in relation to a common point. DME equipped aircraft may be separated by this standard provided they use the same DME facility. Caution must be exercised when working with aircraft that provide GPS (LTD) reports. However, when requesting position reports from /G aircraft, controllers should keep in mind that GPS receivers typically display distance relative to the next waypoint. Therefore two /G aircraft on reciprocal tracks may be using different waypoints. Distance information to other reference points is normally available on other pages of GPS receivers. Pilots are being advised through the Aeronautical Information Circular (AIC) 2001 that ATC may request position reports from other reference points for separation purposes and therefore pilots should be familiar with the quickest way to retrieve distance information in the interest of avoiding delays. The publishing of the AIC will facilitate ATC to use MANOPS 472.7 C. for other than DME aircraft. 2. The remaining challenge will be when applying this standard between aircraft providing DME and LTD reports, which will prevail during the transition to satellite navigation. DME reports still present the problem of slant range error close to the DME facility, whereas LTD reports are not affected by slant range. To account for this difference, if the outbound aircraft is utilizing DME, it must be 15 miles or more from the DME facility to minimize the effect of slant range, regardless of whether the inbound aircraft is /G or DME equipped. Basically the rule is applied the same way as when dealing with two DME equipped aircraft. However, when the outbound aircraft is /G equipped, slant range is not a factor. 3. In order for controllers to know which distance information is being relayed, there is a requirement to standardize position reporting, as more aircraft are being equipped with RNAV and GPS avionics. As a result, distance information will now be provided in miles if the position report is based on RNAV or GPS (e.g. 30 miles from Sumspot VOR). If the report is based on DME then the distance will be reported in DME (e.g. 30 DME from Sumspot VOR). 4. The reason for this amendment is to inform controllers about the limitations of GPS receivers and how to effectively apply MANOPS 472.7 C. between aircraft providing LTD, and LTD and DME reports. MANOPS 474.5 is being amended to distinguish between RNAV, GPS or DME distance reporting. 5. Other minor editorial changes are also made to paragraphs 474.10 B., 474.10 C., 474.11 D., 475.2 G. and 475.2 H. 6. The changes to ATC MANOPS are: a. 472.7 C. - is amended to include aircraft that provide LTD reports; b. 472.7 C. - notes are added explaining that the 15 miles or more from a common point only applies to aircraft utilizing DME and stating that 474.7 does not apply here; c. 472.7 C. Diagram 1 - is amended by adding that 15 miles from the common point only applies if the aircraft is utilizing DME;

57 d. 472.7 C. Diagram 2 - is amended by adding that 15 miles from the common point only applies if the aircraft is utilizing DME; e. 474.5 - a note is added advising that pilots can provide distance to other than next waypoint on request, and that controllers are to ensure that LTD reports are in relation to a common point; f. 474.5 - a note is added advising that position reports based on RNAV and GPS will be reported in miles whereas those based on DME will be reported as DME; g. 474.10 B. 2. Note - is amended by adding that LTD reports are typically in relation to the next waypoint; and h. 474.10 C. 2., 474.11 D. 1., 475.2 G. 2. and 475.2 H. 2. - a note is added stating that 474.10B.2. Note also applies here. E. RNPC LONGITUDINAL SEPARATION - MACH-NUMBER TECHNIQUE 1. Paragraph 485.6 permits a reduction of the 10-minute RNPC longitudinal separation minimum (Mach-number technique) to values down to 5 minutes in accordance with a sliding scale defined in a table in the paragraph. The time reduction was based, in part, on the necessity of a report over the same NAVAID or the same fix derived from NAVAIDs. This change will now permit the application to include a report over a common point, which, by definition, includes geographical coordinates expressed in degrees of latitude and longitude. The paragraph was renumbered for clarity and consistency with the CMNPS application. 2. The change to ATC MANOPS is: a. 485.6 - is amended to specify a common point. 2. ATAG Changes: A. ADDITION OF NEW PHRASEOLOGY 1. This change is the result of an ATAG recommendation. The use of the term “WILCO” is being re-introduced for use by controllers. This term is used by Canadian flight service specialists, the FAA and is defined and recommended by ICAO. 2. The change to ATC MANOPS is: a. 213.1 - a definition for the term “WILCO” is added. B. CLEARANCE CANCELLED TIME 1. At the ATAG 2 meeting, clarification was requested with respect to the application of the time associated with “clearance cancelled if not airborne by”. The Manager, Airspace and Procedures took the matter under review. In order to standardize the procedure within ATC, the applicable MANOPS paragraph is amended to reflect the time element with respect to a clearance cancelled time. 2. The change to ATC MANOPS is: a. 443.3 - a note is added. 3. Editorial Changes: A. definition of “COMMON POINT” - is amended;

58 B. abbreviation of “TSR” - is updated in the English version and added in the French version; C. 151.2 A. - is amended as the word “cleared” is not permitted with ground associated movements of aircraft or vehicles in the English version only; D. 314.3 C. and 1041.3 - “aircraft” is changed to “aviation” in the English version only; E. 344.1 B. - is amended in the French version only to read the same as the English; F. 362.5 B. - a “N” is added at the end of the paragraph in the English version only; G. 424.3 Reference and 424.4 Reference - a reference is added;

H. 473.8 Diagram - is amended to correct the angle indication of “45o or more”; I. 475.7 B. 1. Note - Paragraph E. is moved to 475.7 B. 2. Note in the French version only; J. 522.4 - is amended in the French version only to read the same as the English; K. 652.2 A. 1. - “Aviation Operations Centre (AOC)” is changed to “Civil Aviation Contingency Operations (CACO)”; L. 652.2 A. 1. Note - “AOC” is changed to “CACO”; M. 652.2 A. 2. - “Regional Director, NAV CANADA” is changed to “Duty Manager, Air Navigation” to reflect the new structure; and N. 806.2 D. - is changed to refer to the appropriate paragraph.

4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-3 to DEF-4 DEF-3 to DEF-4

ABB-1 to ABB-4 ABB-1 to ABB-4

1-33 to 1-36 1-33 to 1-36

1-41 to 1-46 1-41 to 1-46

2-9 to 2-10 2-9 to 2-10

2-13 to 2-14 2-13 to 2-14

3-13 to 3-14 3-13 to 3-14

3-27 to 3-28 3-27 to 3-28

3-51 to 3-52 3-51 to 3-52

4-5 to 4-6 4-5 to 4-6

4-15 to 4-16 4-15 to 4-16

59 4-33 to 4-34 4-33 to 4-34

4-51 to 4-52 4-51 to 4-52

4-55 to 4-56 4-55 to 4-56

4-63 to 4-70 4-63 to 4-70

4-75 to 4-76 4-75 to 4-76

4-89 to 4-90 4-89 to 4-90

5-7 to 5-8 5-7 to 5-8

6-23 to 6-24 6-23 to 6-24

8-7 to 8-8 8-7 to 8-8

10-19 to 10-20 10-19 to 10-20

Kathleen Fox Assistant Vice President Air Traffic Services

INTEN TIONALLY LEFT BLANK

60 ATCD: 2001-3 Effective: 2001-07-12 ATC Directive

1. NO SUBJECTS IN THIS DIRECTIVE.

1. This directive contains no subjects requiring changes to ATC MANOPS. A. The Airspace and Procedures Branch is in the process of changing their publishing environment from Interleaf to FrameMaker and, as a result, there are no amendments in this directive. It is anticipated that regular amendments will commence on October 4, 2001. B. In the interim, changes to ATS procedures will be distributed via Urgent ATS Operational Publication Change. C. Please record and retain this directive in ATC MANOPS.

Kathy Fox Assistant Vice President Air Traffic Services

INTEN TIONALLY LEFT BLANK

61 ATCD: 2001-4 Effective: 2001-10-04 ATC Directive

1. NO SUBJECTS IN THIS DIRECTIVE.

1. This directive contains no subjects requiring changes to ATC MANOPS. A. The Airspace and Procedures Branch is in the process of changing their publishing environment from Interleaf to FrameMaker and, as a result, there are no amendments in this directive. B. In the interim, changes to ATS procedures will be distributed via Urgent ATS Operational Publication Change. C. Please record and retain this directive in ATC MANOPS.

Kathy Fox Assistant Vice President Air Traffic Services

INTEN TIONALLY LEFT BLANK

62 ATCD: 2002-1 Effective: 2002-01-24 ATC Directive

1. MAJOR CHANGES A. DEFINITIONS AND CLARIFICATION OF “GO AROUND”; B. DISCRETE EMERGENCY FREQUENCY (DEF); C. NOTAM DEFINITIONS; D. OPERATIONAL CONDITION REPORTS; E. TAWS/GPWS ADVISORIES; F. SPECIAL OPERATIONS; G. ILS/MLS MALFUNCTION; H. BELOW MINIMA OPERATIONS; I. DENIAL OF CLEARANCE; J. ULTRA-LIGHTS; K. PRE-DEPARTURE CLEARANCES; L. TIME WITH A READBACK; M. VALIDATION TIMES; N. USE OF RADAR TO PROVE 30 RNPC; O. RADAR SEPARATION PROCEDURES; P. RADAR VECTOR; Q. SUCCESSIVE ARRIVALS; R. ELT DETECTORS; S. MARSA - MILITARY ARRANGEMENTS; T. STRIP WRITING - WAKE TURBULENCE; AND

63 U. STRIP MARKING. 2. ATAG CHANGE: A. PHRASEOLOGY CHANGE. 3. THIS DIRECTIVE INCORPORATES 8 URGENT ATS OPERATIONAL PUBLICATION CHANGES: A. AMENDMENT TO ATCD 2001-2; B. OPERATIONAL SAFETY REVIEW OF CROSSWIND OPERATIONS; C. LAND AND HOLD SHORT OPERATIONS (LAHSO) TAILWIND; D. FLIGHT PROGRESS STRIPS IN A BILINGUAL ENVIRONMENT; E. MANDATORY FREQUENCY; F. TAXI TO POSITION; G. TAXI AUTHORIZATION TO AIRCRAFT AND VEHICLES; AND H. RNAV STAR PROCEDURES. 4. EDITORIAL CHANGES.

1. Major changes: A. DEFINITIONS AND CLARIFICATION OF “GO AROUND” 1. NAV CANADA is a member of the Multi-Agency ATS Procedures Co-ordination Group (MAPCOG), consisting of representatives from NAV CANADA, the FAA and Eurocontrol. Its primary purpose is to harmonize ATS procedures among the three agencies and to make recommendations to ICAO on ATS matters. One of its work projects is the standardization of ATS definitions. To meet our commitments, changes to definitions, new definitions and new phraseology are now included in ATC MANOPS. 2. With the inclusion of a definition for “Go Around” it became evident that clarification of this term was necessary. Explanatory material and new references are added. 3. The changes to ATC MANOPS are: a. Definitions - new definitions for “Abeam”, “Abort”, “Active Runway”, “Conflict” and “Go Around” are added and “Estimate” is revised; b. 213.1 - use of word Expedite is added; c. 344.10 - a Note is added to clarify pilots’ expected actions; d. 351.7 - is amended to delete inappropriate inclusion of term “missed approach” reference an aircraft on a visual approach;

64 e. 351.7 Note - is amended for conciseness; and f. 351.7 Reference - is amended. B. DISCRETE EMERGENCY FREQUENCY (DEF) 1. Industry Canada has agreed to the use of 122.675 as a Discrete Emergency Frequency (DEF) for use by AFF at the twenty-eight airports described in Subpart 303 of the CARs Standard 323. This use of the DEF will allow undisturbed clear communications between the cockpit crew and the senior firefighter on the ground during an incident when communications with ATC is no longer required. 2. Changes to the communications transfer procedures and the emergency procedures in section 6 of ATC MANOPS will now refer to the DEF for use by AFF in emergency situations. 3. The changes to ATC MANOPS are: a. Definitions - a new definition for Discrete Emergency Frequency is added; b. Abbreviations - a new abbreviation for Discrete Emergency Frequency (DEF) is added; c. 363.1 and 363.1 Phraseology - are modified to include “agency” as a possible contact source; d. 363.1 Note - is added; e. 494.2 - is modified to mirror 363.1; f. 494.2 A. Reference - is added; g. 653.1 Reference - is amended; h. 653.1 A. - is modified to reflect recent name changes to AFF; i. 653.1 B. and 653.1 C. 2. - are modified to include the representative to the airport operator as a contact source; j. 653.1 D. Note and 653.1 D. Reference - are added; k. 661.1 - is modified to change the word discrete frequency to designate frequency, thus avoiding confusion with the Discrete Emergency Frequency; l. 661.1 Note - is amended; m. 661.1 Note 2 - is added and 661.1 Note is renumbered 661.1 Note 1; and n. 661.1 Reference - is amended. C. NOTAM DEFINITIONS 1. The term “NOTAM” is used daily by controllers but is not defined in ATC MANOPS. A new definition is therefore provided. 2. The change to ATC MANOPS is: a. Definitions - a new definition for NOTAM is added.

65 D. OPERATIONAL CONDITION REPORTS 1. ATSI 2001-1 was issued in order to provide direction on the use of Operational Condition Reports (OCRs). Changes to ATC MANOPS are required to provide reference to ATSI 2001- 1. 2. The changes to ATC MANOPS are: a. 106.1 Reference - is added; b. 106.2 - is added in order to direct personnel to become familiar with the OCR process; c. 106.2 Note - is added to refer to ATSI 2001-1 for direction according to the present NAV CANADA organizational structure; and d. 106.2 Reference - is added. E. TAWS/GPWS ADVISORIES 1. An amendment to the CARs will soon permit a pilot-in-command of an aircraft to deviate from an air traffic control clearance or instruction to the extent necessary to carry out a collision avoidance manoeuvre, where the manoeuvre is carried out in response to a warning from a Ground Proximity Warning System (GPWS) or Terrain Awareness and Warning System (TAWS). These terms are added to ATC MANOPS. 2. The changes to ATC MANOPS are: a. Abbreviations - new abbreviations for TAWS and GPWS are added; and b. Subsection 127 - is rewritten for clarity and to include GPWS and TAWS RAs. F. SPECIAL OPERATIONS 1. A recent unit evaluation revealed that aircraft involved in active fire-fighting activities were being given prioritized service for their departures and arrivals. By doing so, the controllers facilitated the fire-fighting exercise by permitting the aircraft to take off and to land before local aircraft. As a result, the overall effort at combating wilderness fires was enhanced with only a slight delay to local aircraft. ATC MANOPS does not permit this action. 2. Further examination of this issue has also demonstrated that no special provisions are in place for the expeditious handling of other special use aircraft, such as police aircraft on urgent missions. 3. The changes to ATC MANOPS are: a. 132.6 - is added to provide controllers with direction when dealing with aircraft departing on active fire-fighting missions or urgent police missions; b. 132.6 Note - is added; and c. 132.6 Reference - a reference to ATSAMM 211.1 is added to provide the Site managers with direction to develop local procedures for aircraft on these missions.

66 G. ILS/MLS MALFUNCTION 1. ATC MANOPS 192 directs the airport controller to consult with the FSS and keep them informed of ILS malfunctions. Since the recent operational changes, some towers now communicate with Technical Operations for coordination and reporting of ILS malfunctions. 2. The change to ATC MANOPS is: a. 192.1 and 192.3 - are changed to include Technical Operations in the coordinating and reporting process for ILS malfunctions. H. BELOW MINIMA OPERATIONS 1. There is no requirement to complete an aviation occurrence report for a VFR operation in SVFR conditions, as might be perceived by 314.1 D. It is the pilot’s responsibility to determine the safety of the operation, and not ATC. 2. An aviation occurrence report will be filed only when the operation takes place in conditions that are below SVFR visibility limits. 3. The Aircraft Occurrence Report form was eliminated last year and changes were made in ATC MANOPS to reflect this. More changes are required in order to eliminate all reference to this deleted form. 4. The changes to ATC MANOPS are: a. 112.3 C. Reference, 314.1 D., 314.1 D. Reference, 314.2 C., 314.3 C., 1042.2 B. Note and 1042.2 B. Reference - “aircraft occurrence report” is changed to “aviation occurrence report”; b. 314.1 D. - is modified so that an aviation occurrence report is submitted if the operation takes place in weather conditions that are below SVFR; and c. 314.3 - is amended. I. DENIAL OF CLEARANCE 1. Questions from the field have been received with respect to denial of clearance. In particular, controllers questioned the need for identification of the person requesting the denial of clearance and whether or not the lack of airport AFF services could require a controller to refuse a clearance to aircraft. 2. The following ATC MANOPS changes will address these issues and, in addition, will introduce the requirement to file an AOR in the event of a denial of clearance. 3. The changes to ATC MANOPS are: a. 315.1 Note - is added; b. 315.1 C. and 315.1 E. - are modified to reflect name changes; c. 315.3 Note - is modified; d. 315.6 is renumbered 315.4 and 315.4 (old) and 315.5 (old) are renumbered 315.5 and 315.6; and e. 315.4 C. (new) and 315.4 C. Reference (new) - are added.

67 J. ULTRA-LIGHTS 1. ATC MANOPS identifies two types of ultra-lights in 371.2 Note: classic and advanced. This classification is incorrect. Since 1997, ultra-lights have been classified as either “basic” or “advanced”. The 317.2 Note also refers to the registration of ultra-lights as “C-I”. This reference is correct only for ultra-lights registered after 1997. Those ultra-lights registered before 1997 may still be registered and identified as a “C-G” or a “CF” aircraft. 2. A recent Transport Canada interpretation has indicated that there is no basic weight difference between ultra-light aircraft and that these aircraft fall into the “Light” category of aircraft for the application of wake turbulence separation by ATC. Transport Canada officials state that while imposed separation isn’t required between ultra-lights and other “Light” category aircraft as C150s and J3s, advice that the other traffic is present would be useful. 3. The changes to ATC MANOPS are: a. 317.2 - is rewritten to reflect procedures for the handling of ultra-light aircraft; and b. 317.2 Note - “classic” is replaced with “basic” and new information pertaining to registration is also added. K. PRE-DEPARTURE CLEARANCES 1. The installation of modern systems and leading edge technology in Canada’s ATC units requires controllers to adjust to non-traditional methods of providing ATC services. An example of change brought on by new technology in control towers is the delivery of initial IFR clearances via Air-Ground Datalink (AGDL). This new delivery method is known as “Pre- Departure Clearance” or PDC. 2. PDC procedures have been successfully tested at Toronto LBPIA and Vancouver International airports and plans are made for PDC installation at many more Canadian airports in the near future. ATC MANOPS is changed to reflect these changes. 3. The changes to ATC MANOPS are: a. Abbreviations - AGDL, EXCDS and PDC are added; b. 331.2 - is modified; c. 331.2 Note - is added; d. 333.1 Note - is added; e. 333.2 - is modified; f. 333.3 - is modified; and g. 333.4 - is added. L. TIME WITH A READBACK 1. A period of testing in Vancouver has shown that the “time” that is issued to a pilot as per 333.3 is unnecessary during routine operations. The issuing of the time continues to be essential however when a CC time, and EAC or EFC time or other time is required for the provision of IFR separation.

68 2. The requirement to provide the pilot with the time will therefore continue but only when needed when time is a factor in an IFR clearance. 3. The changes to ATC MANOPS are: a. 333.3 and 333.3 Phraseology - are modified; b. 333.3 Note 2 - is added and 333 Note is renumbered 333.3 Note 1; and c. 454.2 Reference - is added. M. VALIDATION TIMES 1. A recent interpretation confirmed that seconds were not to be considered in the calculation of CC or CV times. The CC/CV time it was argued, occurred at the moment the required time appeared on the clock and not that moment plus the period until an additional fifty nine seconds had elapsed. ATC MANOPS is changed to reflect this change. 2. The change to ATC MANOPS is: a. 443.3 Note - is modified. N. USE OF RADAR TO PROVE 30 RNPC 1. Currently, ATC MANOPS does not permit the use of radar to prove RNAV distance for separation between RNPC aircraft. There are instances where an operational advantage can be gained by using radar instead of RNAV position reports to determine distances between aircraft. One example is in RNPC airspace, where an aircraft is transitioning from an area of radar coverage to an area in which there is no radar coverage. ATC MANOPS is amended to include radar as a means of proving RNAV distance under specified conditions. This will eliminate the requirement for controllers to request position reports from radar identified aircraft. 2. Specifically, radar can also be used to determine distance between same track aircraft to prove 30 miles RNPC separation. 3. When using radar to prove 30 miles RNPC for same track aircraft that are transitioning to non- radar airspace, a sufficient distance must exist between aircraft to ensure the required RNPC separation will exist at the next common point. 4. The changes to ATC MANOPS are: a. 484.1 C. - is added to include radar in the application of longitudinal separation; b. 484.4 - is amended to indicate that radar can be used to prove 30 miles RNPC when transitioning from a radar to non-radar environment for aircraft that follow the same track or continuously diverging tracks; and c. 484.4 Note - is added to state that position reports from common points shall be requested as necessary to ensure the required separation is maintained or increased. O. RADAR SEPARATION PROCEDURES 1. 5 MILE SEPARATION REQUIREMENTS

69 a. Neither ATC MANOPS nor CARs provide direction for the application of 5 mile radar separation when using the extended ranges available on RSiT, NSiT or GSiT. The RSiT can be set to a maximum range of 750 miles left to right and the NSiT and GSiT range can be set to a maximum of 3,000 miles left to right. Therefore, the issue of maximum allowable range for the use of 5 mile separation needs to be addressed. b. For control of typical en route sectors, ranges of 600 miles left to right are not uncommon. Up to this range, existing control procedures for 5 mile radar separation shall apply. Criteria for application of 5 mile radar separation beyond ranges of 600 miles are described below. c. An evaluation process examined the appearance of 5 mile separation between targets on a multitude of ranges. It became evident that without the use of spacing tools or larger PPS sizes, the actual distance between targets would be difficult to judge. After trials and consultation with staff from Operational Requirements, it was agreed the use of larger PSS sizes would ensure that separation is maintained. Therefore, on ranges greater than 600 miles, PPS size 6 shall be utilized as necessary to guarantee the required separation. 2. 3 MILE SEPARATION REQUIREMENTS a. ATC MANOPS is amended to allow adjacent en route sectors to utilize 3 mile separation to assist in the splaying of departures transiting to the en route phase of flight. Given the new technology available to controllers and mosaicing to ensure the best radar returns, this new application of the 3 mile separation standard should provide a positive effect of increasing departure capacity. b. This amendment also clarifies where 3 mile separation may be used. Accordingly, en route sectors vectoring aircraft to final approach are now restricted to the use of 5 miles separation. Associated with this is a revised definition of “Terminal Control Service”. c. Further, ATC MANOPS has been amended to reflect the recent Transport Canada exemption to the CARs allowing for the use of RSiT displays. For the provision of 3 mile separation a maximum range of 120 miles on RSiT may be used. 3. The changes to ATC MANOPS are: a. Definitions - a new definition is added for “Terminal Control Service”; b. 501.10 - is deleted as no longer relevant; c. 532.1 A. 1. - is added stating the maximum range for the use of 5-mile radar separation; d. 532.1 A. 1. Note - is added stating the maximum range than can be displayed on the RSiT; e. 532.1 A. 2. - is added listing the requirements for the use of 5 mile separation on ranges greater than 600 miles; f. 532.1 A. 2. a. - is added stating the use of PPS size 6 to ensure radar separation is maintained; g. 532.1 A. 2. a. Note - is added stating that the use of PPS size 6 is not mandatory at all times; h. 532.1 A. 2. a. Reference - is added;

70 i. 532.1 A. 2. b. - is added specifying the inset scale for the use of 5 mile radar separation; j. 532.1 B. 2. b. - is added to reflect the exemption received from Transport Canada for RSiT displays on a 120 mile scale; k. 532.1 B. 2. b. Note 1 - is added to reflect the mosaiced radar environment in use at most units; l. 532.1 B. 2. b. Note 2 - is added to ensure an inset window will not be used in the application of this procedure; m. 532.1 B. 3. - is added to ensure the 3 mile separation application takes place within 80 miles of the radar antenna; n. 532.1 B. 3. Note - is added to reflect the mosaiced radar environment in use at most units; o. 532.1 B. 3. Reference - is added to make reference to the ATSAMM requirements when applying this section of ATC MANOPS; p. 532.1 D. 2. b. and 532.1 E. 2. - are broken down into parts to indicate the scale to be used with RSiT; q. 532.2 - is added to direct controllers in the application of 3 mile procedure transitioning to another form of separation in an en route sector; r. 532.2 through 532.9 are renumbered 532.3 through 532.10; s. 541.2 A. - is amended by specifying that aircraft shall not be vectored for separation purposes on ranges greater than 600 miles; t. 541.2 A. Note - is added recommending to use insets for vectoring aircraft for separation purposes on ranges beyond 600 miles; and u. 562.2 B. Note - is amended to eliminate the reference to en route sector. P. RADAR VECTOR 1. It has been noted certain commonly used phrases are not included in phraseologies as they apply to radar vectoring. The following amendments streamline the section providing new approved phraseology. 2. The changes to ATC MANOPS are: a. 541.3 Phraseology - is deleted; b. 541.3 A. Phraseology - is added; c. 541.3 B. - “fix, airway, or” is deleted; d. 541.3 B. Phraseology - is added; and e. 543.1 Phraseology - is amended. Q. SUCCESSIVE ARRIVALS 1. ATC MANOPS 562.3 is changed to better align text with the intent of the section. The previous text was over restrictive when compared with the definition of “Final Approach”.

71 2. The changes to ATC MANOPS are: a. 562.3 – “final approach” is changed to “the final approach course”; and b. 562.3 Reference – is added. R. ELT DETECTORS 1. Some ATC units are equipped with portable hand-held ELT detectors. There is no ATC MANOPS reference or direction as to their use. 2. The change to ATC MANOPS is: a. 625.1 Note 2 - is added and 625.1 Note is renumbered 625.1 Note 1. S. MARSA - MILITARY ARRANGEMENTS 1. MARSA is a military service prerogative that cannot be initiated by individual pilots or controllers. As such, MARSA is not applicable to military formation flights that break up into individual sections or individual aircraft. During join-up or break-up, the formation and/or section leader is responsible for separation between aircraft within the formation until such time that the appropriate IFR minimum is achieved. 2. The “ATS/DND/USAF” Agreement dated January 1, 1988 has been superseded by “Arrangement E-13 Air Refueling Tracks”. ATC MANOPS 861.1 Note is amended accordingly. 3. The changes to ATC MANOPS are: a. 843.1 Note - is amended; and b. 861.1 Note - is amended. T. STRIP WRITING - WAKE TURBULENCE 1. In ATCD 1999-1 the requirement to indicate TCAS equipment on IFR flight progress strips was eliminated. Since TCAS equipment indications were linked to aircraft wake turbulence categories, this information was lost on controller prepared flight progress strips. Prior to the introduction of TCAS, controllers were required to indicate on IFR flight data strips that an aircraft was in the heavy wake turbulence category. The requirement for controllers to indicate that an aircraft is in the heavy wake turbulence category as defined by the Canadian Aviation Regulations (CARs) and listed in TP143 (Air Traffic Designators) still remains. For aircraft in the heavy wake turbulence category, aircraft type will be prefixed by the symbol “H/ ” on IFR flight progress strips. 2. As with the IFR flight progress strips, the requirement to indicate that an aircraft is in the heavy wake turbulence category on Control Tower flight data strips remains. Aircraft type will be prefixed by the symbol “H/” on Control Tower Flight progress strips if the aircraft is heavy. 3. The changes to ATC MANOPS are: a. 903.2 B. - is amended to include the prefix “H/” for heavy aircraft; b. 903.2 B. - Example is added to show the prefix for a heavy aircraft; c. 903.2 C. Example - is changed to show a medium weight aircraft and the suffix for RVSM certified aircraft; and

72 d. 912.3 B. - is amended to include the prefix “H/” for heavy aircraft. U. STRIP MARKING 1. A request for clarification from the field revealed that the direction currently contained in ATC MANOPS was contradictory and did not clearly reflect the appropriate sequence of events. 2. The changes to ATC MANOPS are: a. 904.1 B. Note - is rewritten; and b. 904.1 D. Note - is added to clearly indicate the appropriate sequence of events. 2. ATAG change: A. PHRASEOLOGY CHANGE 1. The French term “Continuez”, when used on initial contact with a pilot or vehicle operator may be misunderstood to mean “continue” or “go ahead” and provoke an unintended movement of the vehicle or aircraft. To avoid any possible misunderstanding, this term will be used only with phraseology intended for vehicle or aircraft movement and not on initial radio contact. 2. The change to ATC MANOPS is: a. 354.5 Note - is added in the French version of ATC MANOPS. 3. The following urgent ATS Operational Publications changes are included: A. AMENDMENT TO ATCD 2001-2 (APRIL 19, 2001) 1. ATC MANOPS 472.7 C. is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. B. OPERATIONAL SAFETY REVIEW OF CROSSWIND OPERATIONS (MAY 12, 2001) 1. ATC MANOPS 302.5 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. C. LAND AND HOLD SHORT OPERATIONS (LAHSO) TAILWIND (JULY 14, 2001) 1. ATC MANOPS 352 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. D. FLIGHT PROGRESS STRIPS IN A BILINGUAL ENVIRONMENT (AUGUST 9, 2001) 1. ATC MANOPS 741 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD.

73 E. MANDATORY FREQUENCY (OCTOBER 11, 2001) 1. ATC MANOPS 493 and 494 are amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. F. TAXI TO POSITION (OCTOBER 18, 2001) 1. ATC MANOPS 336 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. G. TAXI AUTHORIZATION TO AIRCRAFT AND VEHICLES (OCTOBER 18, 2001) 1. ATC MANOPS is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. H. RNAV STAR PROCEDURES (NOVEMBER 1, 2001) 1. ATC MANOPS 569.3 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 4. Editorials changes: A. Definitions of CLOSED FMS ARRIVAL PROCEDURES, FMS DEPARUTRE, DOWNWIND TERMINATION WAYPOINT (DTW), FMS ARRIVAL, OPEN FMS ARRIVAL PROCEDURE and TERMINAL AREA ENTRY FIX (BEDPOST), 421.1 Note 2, 461.2 F., 463.2, 569, 541.1, 561.4, 561.4, 561.5, 563.1 Note, 564.5, 564.5 Note 2 and Section 569 - are amended for clarity and consistency since it was decided at the last NAV CANADA RNAV Working Group that anywhere the acronym “FMS” was used, relating to ATC en route, arrival or departure procedures should be changed to “RNAV”; B. Definition of CONTROLLER JURISDICTION SYMBOL (CJS) - is corrected, in anticipation of system hand-offs between Canadian Area Control Centres and FAA Air Route Traffic Control Center sectors; C. 112.2 B., 112.2 B. Note 1 and 112.2 B. Note 2 - are amended in the French version only; D. 128.3, 502.2 A. 2. and 532.1 C. 2. - are amended to changed “weight catagory” to “wake turbulence category” to match the Air Traffic Designators (TP143), ICAO Doc. 8643 and the Canada Flight Supplement; E. 165.5 Example - “ALITUTDE” is changed to “ALTITUDE”; F. 165.5 D. Note - is amended in the French version because of the similar sounds which can be confusing particularly over a bad radio; G. 216.11 Note 1 - is deleted as if civil registration for a CASARA aircraft is required, the flight plan contains it;

74 H. 302.5 - “25 noeuds avec rafales” is changed to “25 noeuds rafales incluses” in the French version only; I. 335.1 E. - is amended in the French version only as when translated into French, it leaves a nuance as to the requirements for the arrangement or agreement; J. 336.3 Note 2 - is added; K. 431.1 E. Note - “roue” and “assigné” are changed to “route” and “assignée” in the French version only; L. 474.11 D. 2. - “d’au moins 20 noeud” is changed to “20 noeuds ou moins” in the French version only; M. 494.10 Note - is amended; N. 903.16 C. - “MA” is changed to “D” in the French version only; and O. subsection 1021.3 B. - is amended to correct terms and match current procedures. 5. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-VIII

DEF-1 to DEF-14 DEF-1 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-1 to 1-2 1-1 to 1-2

1-5 to 1-8 1-5 to 1-8

1-17 to 1-20 1-17 to 1-20

1-25 to 1-26 1-25 to 1-26

1-41 to 1-42 1-41 to 1-42

1-55 to 1-56 1-55 to 1-56

2-9 to 2-10 2-9 to 2-10

2-13 to 2-14 2-13 to 2-14

3-1 to 3-68 3-1 to 3-82

4-13 to 4-14 4-13 to 4-14

4-33 to 4-34 4-33 to 4-34

4-37 to 4-40 4-37 to 4-40

4-51 to 4-52 4-51 to 4-52

75 4-85 to 4-86 4-85 to 4-86

4-97 to 4-100 4-97 to 4-100

5-1 to 5-2 5-1 to 5-2

5-5 to 5-6 5-5 to 5-6

5-19 to 5-30 5-19 to 5-30

5-47 to 5-50 5-47 to 5-50

5-53 to 5-56 5-53 to 5-56

6-1 to 6-2 6-1 to 6-2

6-13 to 6-14 6-13 to 6-14

6-25 to 6-28 6-25 to 6-28

7-13 to 7-14 7-13 to 7-14

8-23 to 8-24 8-23 to 8-24

8-31 to 8-32 8-31 to 8-32

9-5 to 9-8 9-5 to 9-8

9-19 to 9-20 9-19 to 9-20

9-27 to 9-28 9-27 to 9-28

10-7 to 10-8 10-7 to 10-8

10-19 to 10-22 10-19 to 10-22

Kathleen Fox Assisant Vice President Air Traffic Services

76 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: April 19, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: AMENDMENT TO ATCD 2001-2

1. ATCD 2001-2, effective April 19, 2001, includes an amendment (Major Changes - Paragraph D.) regarding the use of GPS position reports in the application of 5 miles tail-to-tail separation. ATS Head Office has encountered an unanticipated issue with the approval process regarding this application and as a result it cannot be implemented at this time.

2. Changes to ATC MANOPS as contained in ATCD 2001-2:

A. Do not insert Page 4-51/52 but retain the existing page 4-51/52, dated 2001-01-25; OR

B. If the amended page has been placed in ATC MANOPS, insert this page between pages 4-50 and 4-51.

3. Other amendments contained in Major Changes, Paragraph D (Discontinuance of Vertical Separation Based Upon LTD, and DME Reports) remain as they are for information purposes and do not relate directly to this application of tail to tail separation.

4. This is a mandatory briefing item.

77 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: May 12, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: OPERATIONAL SAFETY REVIEW OF CROSSWIND OPERATIONS

1. Subsequent to the initial Safety Review, a second review of crosswind operations at ATC units has been completed by Safety and Service Design. This review responded to both internal and external concerns that Preferential Runway Programs at times conflicted with the safety of operations during wet, tailwind, low visibility and SIRO conditions. This resulted in rough landings, difficult operations from a crew perspective and increased difficulty in accommodating requests for more into wind runways.

2. The Safety Review Team consisted of external members from Air Canada, Canadian Airlines, the Greater Toronto Airport Authority, the Canadian Business Aircraft Association, Transport Canada, the Airline Pilots Association, and Environment Canada. NAV CANADA representation came from Toronto ACC, Toronto TMU, Toronto Control Tower, Moncton ACC, and Head Office.

3. In accordance with the recommendations of the second Safety Review, the following changes are made to ATC MANOPS:

A. Definitions - the following definitions are added: Crosswind, Crosswind Component, Tailwind, Tailwind Component and Wet Runway;

B. 302.5 - is rewritten to give direction regarding Preferential Runway Programs;

C. 302.5 Note 1- is added to provide an explanation of Preferential Runway Programs;

D. 302.5 Note 2 - is added to provide clarification regarding SIRO/LAHSO which is conducted under a Preferential Runway Program;

E. 302.5 Example - is renumbered 302.5 B. Example;

F. 302.5 A. 1. - is rewritten to provide explanation and give direction regarding wet and dry runways;

G. 302.5 A. 1. Example - is added to provide an example of an excerpt from a Runway Surface Condition (RSC) report and its interpretation as it applies to runway selection;

H. 302.5 A. 2. - is added to provide explanation and give direction regarding runways which have surface contamination greater than 25%;

78 I. 302.5 A. 2. Example - is added to provide an example of an excerpt from a Runway Surface Condition (RSC) report and its interpretation as it applies to runway selection;

J. 302.5 A. 2. Note - is added to provide clarification and direction regarding an RSC report of a "damp" runway;

K. 302.5 B. - is rewritten to give direction for the application of a 25 kt crosswind component on a dry runway with specific visibility requirements;

L. 302.5 B. Note - is changed to include runway condition and visibility limits. Elimination of components which exceed 90 degrees to the runway, which are considered a tailwind;

M. 302.5 C. - is rewritten to give direction for the use of a 15 kt component table on a wet runway or a dry runway with restricted visibility;

N. 302.5 C. Reference - is added to provide reference to "Wet Runway" definition;

O. 302.5 C. Note - is added to provide the component table for use with a wet runway and a dry runway with visibility restrictions; and

P. Subsection 302.6 - is added to provide direction regarding runway operations when a tailwind is present.

4. This is a mandatory briefing item for all concerned staff. This change will be reflected in a quarterly directive.

5. Please insert this page between pages DEF-4 and DEF-5, page 3 between pages DEF-12 and DEF-13 and pages 4 through 7 between pages 3-4 and 3-5 of ATC MANOPS.

79 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: July 14, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: LAND AND HOLD SHORT OPERATIONS (LAHSO) TAILWIND

1. The maximum tailwind component for SIRO movements that was agreed to in 1991 by industry representatives (including NAV CANADA) is a wind of "less than 3 knots". The present direction found in ATC MANOPS does not address industry concern with respect to tailwinds and high crosswind components during "Hold Short" operations and has led to complaints from the users. A CARAC working group was established to provide recommendations for a new CAR regulation on SIRO, now to be known as LAHSO. The working group considered recommendations from a recent safety study into aircraft crosswind limitations and has proposed regulation changes. These proposed regulation changes will be incorporated into ATC MANOPS as Land and Hold Short Operations (LAHSO). This change is in line with international practices.

2. Routine Operations in tailwind conditions: A wind of 4 kts is only slightly more (1 kt) than the recommended maximum and is consistent with the definition of "calm wind" as defined in 302.2 when selecting a "calm wind runway". Accordingly, LAHSO on a runway that requires a "hold short" restriction to an arriving aircraft in tailwind conditions will now be permitted only if the tailwind is a "calm wind".

3. Maximum tailwinds - pilot request/controller initiated: Notwithstanding this change, controllers will be permitted to initiate a LAHSO or approve a pilot request for a LAHSO if tailwinds do not exceed a speed of 10 kts on dry runways only.

4. Wet runways: LAHSO on wet runways will not be permitted if tailwinds exceed 4 kts.

5. Crosswind components: LAHSO will cease when the crosswind component exceeds 25 kts (including gusts) for the restricted arriving aircraft on dry runways and when the crosswind component exceeds 15 kts for the restricted arriving aircraft on WET runways.

6. High crosswinds: Controllers will not initiate or approve a request for LAHSO on any runway when crosswinds on that runway exceed the maximum.

80 7. The changes to the ATC MANOPS are:

A. a definition for Land and Hold Short Operations (LAHSO) is added;

B. an abbreviation for LAHSO is added;

C. 352.6 H. - is modified to increase the permissible tailwind to 4 kts on both dry and wet runways and to stop the use of a LAHSO on a dry runway when the crosswind component (including gusts) for the restricted landing aircraft exceeds 25 kts;

D. 352.6 H. Note - is renumbered 352.6 H. 1. Note and the table is moved to 352.6 H. 2. Note;

E. 352.6 H. Reference - is deleted;

F. 352.6 H. 2. Note - is added to provide crosswind component to be used for LAHSO on a dry runway;

G. 352.7 E. - is modified to increase the permissible tailwind to 4 kts on both dry and wet runways, to stop the use of a LAHSO on a wet runway when the crosswind component (including gusts) for the restricted landing aircraft exceeds 15kts and to reword the table header;

H. 352.8 - is added and lists the conditions in which the controller may initiate or accept a request for a dry runway LAHSO in tailwinds (not crosswinds) that exceed 4 knots;

I. 352.8 - is renumbered 352.9; and

J. 352.9 C. - "possible" is changed to "practicable".

8. Please insert this page between pages DEF-6 and DEF-7, page 3 between pages ABB-2 and ABB-3, page 4 between pages 3-44 and 3-45 and page 5 between pages 3-46 and 3-47 of the ATC MANOPS.

81 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: August 9, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: FLIGHT PROGRESS STRIPS IN A BILINGUAL ENVIRONMENT

1. ATC MANOPS 741.1 directs controllers to identify flight progress strips of IFR or CVFR flights that have chosen to use the French language, by marking the aircraft identification with a highlighting marker or a crayon. This direction is confusing and most difficult to apply when used with 741.2 which states: "Control Towers shall establish, based on their operations, which official language is less likely to be used and shall consider it the minority language" and 741.3 which states: "Identify VFR flights utilizing the language of minority by marking the aircraft identification with a highlighting marker or a crayon".

2. This direction means that French language IFR flights and English language VFR flights could be highlighted in certain units.

3. The current practice in most bilingual units is to only identify the flight progress strip of an aircraft using the minority language, as decided locally, with a highlighting marker or a crayon. This language may be either French or English. ATC MANOPS is changed to reflect current practice.

4. Units may continue to differentiate between flight progress strips used for IFR and VFR flights by using different colored strip holders, different colored markings or other method developed for local use as per ATC MANOPS 911.2.

5. The changes to the ATC MANOPS are:

A. 741.1 and 741.2 - are modified so that:

1. the confusion caused by the use of a highlighter for the VFR minority language is removed;

1. the reference to IFR or CVFR aircraft using the French language is removed;

1. only the flight progress strip of aircraft using the least used official language locally will be highlighted; and

1. electronic means of identifying the minority language are permitted.

B. 741.3 - direction is removed, as it is redundant.

C. 741.4 - is renumbered 741.3.

82 6. Please insert this page between pages 7-12 and 7-13 of the ATC MANOPS.

83 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: October 11, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: MANDATORY FREQUENCY

1. CAR's directs all IFR/CVFR aircraft operating within a Mandatory Frequency Area to maintain a listening watch on the designated Mandatory Frequency (MF). This has caused problems when the aircraft was required on an ATC frequency and didn't maintain a listening watch on the MF. The following changes to ATC MANOPS have been introduced to correct this situation.

2. ATC MANOPS 490 COORDINATION and 493 IFR UNIT - TOWER AND FLIGHT SERVICE STATION specifies how to coordinate IFR to tower. ATC MANOPS 493.6 states what to do if a tower service is not available but FSS service is. This gave the appearance of the FSS being an afterthought thus ATC MANOPS 493.6 has been removed and all other paragraphs have FSS inserted to reflect their equal status with regard to this issue.

3. The changes to the ATC MANOPS are:

A. 493.1, 493.2, 493.3, 493.4 and 493.5 - the words "or FSS's" are inserted;

B. 493.6 - is deleted as the information is now reflected in the other paragraphs or this section;

C. 493.7 - is renumbered to 493.6 and "or FSS" is inserted;

D. 494.4 - is reworded to instruct the controllers to resolve conflicts prior to IFR aircraft entering MF Areas;

E. 494.4 A. Note 1 and 494.4 A. Note 2 - are renumbered 494.4 Note 1 and 494.4 Note 2;

F. 494.4 A. Reference and 494.4 C. Notes 1 and 2 - are deleted as the information is now contained elsewhere within this section of ATC MANOPS;

G. 494.5 - is reworded as the information was no longer required and ATC now has a need to remind aircraft to make their MF reports;

H. 494.5 Reference - a reference to CARs is added;

I. 494.5 Phraseology - is added to support MANOPS 494.5;

84 J. 494.6 - is renumbered 494.10;

K. 494.6 (new) - is added to ensure that the IFR aircraft changes to the appropriate frequency prior to entering the MF Area;

L. 494.6 Reference (new) - is added;

M. 494.7 - is added to instruct controllers of what to do if you require an IFR aircraft to remain on ATC frequency while in an MF;

N. 494.8 - is added to instruct controllers of what to do if aircraft is unable to function on the MF and ATC frequency at the same time; and

O. 494.9 - is added to instruct controllers of what to do when IFR departures occur within a MF.

4. Please insert pages 1 through 3 between pages 4-98 and 4-99 and page 4 between pages 4-100 and 4-101 of the ATC MANOPS.

85 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: October 18, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: TAXI TO POSITION

1. ATAG 4 members indicated a need for new procedures for situations where aircraft are taxied to position at intersections and phraseology for the subsequent take-off clearances. The Transport Canada Sub-Committee on Runway Incursions and the NAV CANADA Runway Incursion panel of experts also suggested a procedure be introduced for intersection departures and for occasions when a departing aircraft is delayed in position on an arrival runway.

2. ATC MANOPS amendment action on these major change requests will provide an increased level of safety in the following areas surrounding the execution of the "taxi to position" manoeuver:

A. the procedure and phraseology used for taxiing aircraft to position at intersections.

B. the phraseology used for the subsequent takeoff clearance.

C. the requirement to deliver the takeoff clearance to departing aircraft on arrival runways within a certain time limit under specific conditions.

3. The changes to the ATC MANOPS are:

A. 336 - the title is changed to TAKE-OFF PROCEDURES;

B. 336.1 - is renumbered 336.6 and a new 336.1 is added to inform the pilot of the reason when instructed to WAIT in position;

C. 336.2 - is renumbered 336.5 and includes the name of the runway or taxiway intersection from which an aircraft will depart in a new part D., and a new 336.2 is added requiring the controller to specify the taxiway or runway intersection with the "taxi to position" instruction;

D. 336.3 (new) - is added and provides a time limit for aircraft on an arrival runway at night, in IFR meteorological conditions, and when the aircraft is not visible from the tower;

E. 336.3 - is renumbered 336.12 and 336.3 Phraseology (old) is amended;

F. 336.4 - is renumbered 336.7;

86 G. 336.5 - is renumbered 336.13;

H. 336.6 - is renumbered 336.9 and the 336.9 Phraseology is changed to include "location" in the immediate take-off clearance;

I. 336.7 is renumbered 336.10;

J. 336.8 (new) - is added instructing the use of the runway intersection or taxiway in the take-off clearance;

K. 336.9 - is renumbered 336.11;

L. 336.10 - is renumbered 336.15;

M. 336.11 - is renumbered 336.4 and is modified so that aircraft that are "holding short" will be advised of the reason for the delay if more than 3 minutes;

N. 336.12 - is renumbered 336.16 and 336.12 Phraseology (old) is amended; and

O. 336.13 and 336.14 are renumbered 336.17 and 336.18.

4. Please insert this Urgent ATS Operational Publication Change between pages 3-23 and 3-24 of the ATC MANOPS.

87 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: October 18, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: TAXI AUTHORIZATION TO AIRCRAFT AND VEHICLES

1. The phraseology used by controllers to taxi aircraft towards the active runway includes the word "TO" prior to the destination runway. Controllers argue this term is not conducive to the safe movement of ground traffic in that aircraft and some vehicles have mistakenly proceeded ONTO the active runway after having been authorized to taxi TO the active runway. Controllers at ATAG 4 recommended the word "TO" not be used when directing an aircraft or vehicle towards a runway. The term will be permitted when directing an aircraft or vehicle to an apron or uncontrolled surface.

2. ATAG 4 participants as well as the NAV CANADA Runway Incursion Panel of aviation experts and the Transport Canada Sub- Committee on Runway Incursions recommended that an explicit authorization be required for an aircraft to cross a runway, whether active or not. This procedure was successfully tested in Canada. ATC procedures will be changed to require controllers to provide explicit instructions for aircraft and vehicles to cross an active or non-active runway.

3. ATAG 4 participants suggested the optional use of the term "Holding short" in ATC MANOPS 332.4 H. as a location at which the pilot is to contact the control tower would be beneficial in reducing the risk of incursions. It was also suggested that the tactical use of this term during the communications transfer would enhance the safety of ground movements without imposing the obligation to read back a "hold short" instruction.

4. The changes to the ATC MANOPS are:

A. 303.1 Phraseology - is updated;

B. 303.5 (new) - is added and 303.5 and 303.6 are renumbered 303.6 and 303.7;

C. 334.2 (new) - is added and 334.2 through 334.7 are renumbered 334.3 through 334.8;

D. 334.2 F. (old) - is modified and will require the controller to issue an explicit instruction for an aircraft or vehicle to cross a runway;

E. 334.2 F. Phraseology (old) - is modified and the word "TO" is removed from the ATC authorization for ground movements towards a runway;

F. 334.2 F. Note (old) - is modified;

88 G. 334.3 H. Note (new) - is added to indicate the optional use of the term "holding short" during the communications transfer;

H. 345.3 C. - is modified to add "Cross Runway" instructions;

I. 345.3 C. Reference - is added;

J. 354.7 (new) - is added and 354.7 through 354.10 are renumbered 354.9 through 354.11;

K. 354.7 B. (old) - is modified and the word "TO" is removed from the ATC authorization for ground movements towards a runway;

L. 354.8 Note (new) - is added instructing controllers not to use the word "TO" in a vehicle's route if the destination is a runway; and

M. 363.1 C. 3. Note - is added indicating that the term "Holding Short" can be used as a location for communications transfer that does not require a read back.

5. Please insert pages 1 through 3 between pages 3-6 and 3-7, page 4 between pages 3-20 and 3-21, page 5 between pages 3-30 and 3-31, page 6 between pages 3-48 and 3-49 and page 7 between 3-52 and 3-53 of the ATC MANOPS.

89 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: November 1st, 2001

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, Enroute and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training

SUBJECT: RNAV STAR PROCEDURES

1. Last November an Urgent ATS Operational Publication Change was issued which instructed controllers to provide radar vectors to the final approach for all aircraft flying an "open" FMS STAR to the Downwind Termination Point (DTW).

2. NAV CANADA, in consultation and agreement with Transport Canada, has amended the FMS Arrival procedures (now called RNAV STAR procedures) to include speed limitations on all RNAV STAR plates.

3. The CAP RNAV STAR plates will be revised, effective November 1, 2001, to include speed limitations and the Urgent ATS Operational Publication issued November 7, 2000 will be rescinded. Controllers will again be permitted to "close" RNAV STARs from the DTW to the FACF as described in ATC MANOPS.

4. The November 1 CAP publication will change all "FMS" procedures to "RNAV" procedures (STARs and SIDs). ATC MANOPS 569 is also being amended to reflect this change. A.I.P. Canada, RAC 9.2.2 has been amended to ensure the pilot community is aware of all RNAV procedure changes.

5. This is a mandatory briefing item for all concerned staff. It is expected this change will be reflected in the next ATC MANOPS revision.

6. Please insert this page between pages 5-54 and 5-55 of the ATC MANOPS.

90 ATCD: 2002-2 Effective: 2002-04-18 ATC Directive

1. MAJOR CHANGES: A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM); B. AREA MINIMUM ALTITUDE; C. NARDS – NAV CANADA AUXILIARY D. OPEN SKIES TREATY FLIGHTS; E. SVFR; F. SERABEC; G. FINAL APPROACH FIX; H. CLOSING AND CANCELLING IFR FLIGHT PLANS OR FLIGHT ITINERARIES; I. ROUTE DESCRIPTION; J. COURSE REVERSAL HOLDING OVER THE FAF FOR GPS APPROACHES; K. GPS HOLDING – EFFECT OF DME SLANT RANGE; L. LONGITUDINAL SEPARATION - DME/GPS POSITION REPORTS; M. MINIMA FOR NON RSE SOURCES; AND N. FUEL DUMPING. 2. THIS DIRECTIVE INCORPORATES 4 URGENT ATS OPERATIONAL PUBLICATION CHANGES: A. ATCD 2002-1 – RNPC LONGITUDINAL SEPARATION; B. DISCONTINUANCE OF VERTICAL SEPARATION – GPS; C. ALTITUDE READOUTS; AND D. LOG-ON PROCEDURES.

91 3. EDITORIAL CHANGES.

1. Major changes: A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM) 1. With the implementation of RVSM airspace in northern Canadian airspace, there is a requirement to amend ATC MANOPS to take into account: a. new reporting requirements; b. RVSM airspace as well as RVSM Transition airspace; and c. changes to the CARs. 2. The changes to ATC MANOPS are: a. Definitions - RVSM is amended to reflect CARs 821 and State Aircraft is added; b. 118 – is amended to update Gross Navigation Error reports and incorporate Altitude Deviation and Tactical Monitoring reports; c. 432.2 Reference – is added; d. 437.3 – “oceanic” is deleted; e. 472.2 B. Note – “RVSM airspace” is added and “area” is changed to “airspace” to reflect CARs 821; f. 761.1 – “RVSM airspace” is added; g. 761.2 and 761.3 – are added on issuing clearances into RVSM airspace and 761.2 (old) is renumbered 761.4; h. 762.1 – is amended to reflect CARs 602.34; i. 762.1 Reference – is added; j. Subsection 763 – “RVSM airspace” is added and “area” is changed to “airspace” to reflect CARs 821; and k. Subsection 764 – is amended to reflect RVSM contingency procedures. B. AREA MINIMUM ALTITUDE 1. In accordance with Amendment 52 ICAO Annex 4, Transport Canada has requested that our current “GASA” be amended to read “AMA (Area Minimum Altitude)”. 2. The changes to ATC MANOPS are: a. Definitions – “Minimum IFR Altitude” the word “GASA” is changed to “AMA”; and b. Abbreviations – “AMA (Area Minimum Altitude)” is added and “GASA” is deleted. C. NARDS – NAV CANADA AUXILIARY RADAR DISPLAY SYSTEM 1. The present wording of ATC MANOPS 681 infers that NARDS may be only used as a backup system to RSIT and only when RSIT has failed.

92 2. NARDS is a certified operational system with an independent server and as such may be used in conjunction with RSiT or stand alone in Control Towers. 3. ATC MANOPS 681.4 is deleted after consultation with Legal counsel because the two RADAR systems are certified and there are no operation changes required of the pilot. 4. The changes to ATC MANOPS are: a. Abbreviations – a new abbreviation is added for NARDS (NAV CANADA Auxiliary Radar Display System); b. 681.1 – is deleted; c. 681.1 Note – is added; d. 681.2 and 681.3 – are renumbered 681.1 and 681.2; and e. 681.4 – is deleted. D. OPEN SKIES TREATY FLIGHTS 1. The Open Skies Treaty (OST) is based on territorial openness and the use of airborne sensors and quotas of annual overflights to gather information about military forces and activities. Over the past few years some OPEN SKIES flights have already operated in Canada under the provisions of the OST while awaiting its entry-into-force. 2. Each OST participating country/state has agreed to an annual quota of observation flights. Canada will accept around 12 annual flights, and also control a number of transition flights through portions of its airspace destined for the USA; the US has accepted an annual quota of 42 observation flights. 3. There are three “types” of airfields listed in the OST: a. “Point of Entry” (POE) which is the point designated for the arrival of the observing party personnel on the territory of the observed party - Ottawa is the designated POE; b. “Open Skies Airfields” (OSA) which are airfields where an observation flight may commence or terminate - Canada's OSAs are Ottawa, Yellowknife, Iqaluit and Edmonton International; and c. “Refueling Airfields” (RA) where flight crews may refuel and rest overnight – Churchill, Winnipeg and Halifax currently have the RA status. 4. All Open Skies Treaty (OST) aircraft callsigns (radiotelephony – OPEN SKIES) start with the letters “OSY”. These are followed by two digits identifying the country of origin, e.g. 12 for US, 35 for Czech Republic, and 91 for Russia/Belorus. Flights enter Canadian airspace with a suffix “T”, meaning transit, and arrive in Ottawa (POE). From there the flights will continue to an OSA, still under the suffix “T”. The transit flights do not require special priority. The aircraft depart the OSA as observation flights – “F”. Codes for treaty countries/states will be made available at all ACCs in the ICAO document 8585/107 – Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. Observation flights with a designator – “F”, and demonstration flights – “D”, shall have priority over all other air traffic, excluding emergency, medevac and aircraft involved in search and rescue operations. Observation flights will have waivers to transit Prohibited Areas and to fly at speeds in excess of 250 knots below 10,000 feet. OST aircraft are equipped with up to three different types of

93 sensors. They are optical cameras, infrared scanning devices and synthetic aperture radar. Each sensor requires specific altitudes to meet the picture resolution standards allowed by the treaty. 5. The visiting aircraft have to file a mission plan within 24 hours of arrival and submit it to the Open Skies Office (OSO) for vetting. Once the mission plan is vetted, the OSO will then pass it to the appropriate ACC duty shift manager to determine its impact on ACC operations including conflicts with any planned Altitude Reservations. If the mission plan indicates a request to transit any active Special Use Airspace (SUA), the OSO shall submit a written approval for the transit through that airspace, obtained from the responsible DND unit. The flights have 96 hours from arrival at Ottawa to complete their mission. 6. The changes to ATC MANOPS are: a. Abbreviations – a new abbreviations for Open Skies Treaty call sign (OSY) is added; b. 132.1 A. 5. – is added including Open Skies Treaty flights into the priority list; c. 132.1 A. 5. Reference – is added; d. 132.1 A. 5. and 132.1 A. 5. Note – are renumbered 132.1 A. 6. and 132.1 A. 6. Note; and e. 844 – a new section Open Skies Treaty flights is added. E. SVFR 1. Recently, an authorization for SVFR was granted to an aircraft by a tower controller who incorrectly based the decision on the fact that the appropriate visibility marker was in sight when instead, the requirement was to ensure that the appropriate visibility existed over at least half of the control zone. Controllers are reminded that the prevailing visibility requirement for SVFR must exist over at least half of the control zone as per the Manual of Surface Weather Observations (MANOBS). 2. The changes to ATC MANOPS are: a. 134.7 Note – is added describing prevailing visibility; and b. 311.1 B. Note – is modified to explain the requirement for the visibility to exist over at least half of the control zone. F. SERABEC 1. Civilian Search and Rescue aircraft in the province of Quebec are identified with the term “SERABEC” instead of “CASARA”. The French version of ATC MANOPS is modified to include this term in 216.11 Note 2. G. FINAL APPROACH FIX 1. ATC MANOPS 314.3 provides direction to controllers for occasions where aircraft are on approach to the “outer marker” with low RVR. It was pointed out that the CAP refers to the outer marker OR the final approach fix. 2. In order to harmonize the CAP and ATC MANOPS, 314.3 is reworded and amended to include the final approach fix .

94 3. The change to ATC MANOPS is: a. 314.3, 347.3 and 374.3 Table – is amended to add the final approach fix. H. COORDINATION – CLOSING AND CANCELING IFR FLIGHT PLANS OR FLIGHT ITINERARIES 1. ATC MANOPS 404 (Closing and Canceling of IFR Flight Plans or Flight Itineraries) was amended to meet the requirements of CARS 602.77. 2. Section 360 of ATC MANOPS (Coordination) was not amended in conjunction with Section 404 as it was assumed, when an aircraft advises a tower controller it is canceling IFR, the aircraft will land at the aerodrome at which the service is being provided. 3. In situations when an IFR aircraft advises the tower controller it is canceling IFR and has no intention of landing at the aerodrome being served by the tower, the controller must obtain the same information as an IFR controller does in accordance with ATC MANOPS 404. 4. The ATC MANOPS changes are: a. 361.1 B. Note – is added; and b. 361.1 B. Reference – a reference to CARs 602.77 is added. I. ROUTE DESCRIPTION 1. To avoid the possibility of a clearance being issued for the wrong airport, a new requirement is added to ATC MANOPS 422. In future, an IFR controller shall name the departure airport as the first element in a route description if the departure clearance is delivered to an aircraft through a communications agent, or directly to the aircraft using DCPC. 2. The changes to ATC MANOPS are: a. 422.1 (new) – is added; and b. 422.1 (old) through 422.9 (old) – are renumbered 422.2 through 422.10. J. COURSE REVERSAL HOLDING OVER THE FAF FOR GPS APPROACHES 1. While “Course Reversal Holding” at the Final Approach Fix (FAF) for GPS equipped aircraft was authorized by the FAA in June 2001, it was discovered that this may cause navigation system problems in achieving approach mode. 2. Approach certified GPS receivers change to approach mode at 2 miles prior to the FAF. This provides significant changes to the course deviation indicator sensitivity and RAIM. Combinations of wind direction and speed, aircraft speed, and pilot technique may result in the aircraft completing the holding turn inside the 2-mile point, which can result in unpredictable results by the GPS receiver. Therefore, holding must be accomplished no later than the Intermediate Approach Waypoint (IWP), with the intermediate segment used to assure proper receiver sensitivity for the approach. 3. Effective immediately, controllers are not to hold GPS equipped aircraft over the FAF. Holding pattern/course reversals are permitted at the Initial Approach Waypoint (IAWP) or the IWP.

95 4. The changes to ATC MANOPS are: a. 452.2 (new) – is added instructing controllers not to hold GNSS equipped aircraft at the FAF; b. 452.2 Note (new) – is added explaining why GNSS equipped aircraft should not be held at the FAF; and c. 452.2 (old) – is renumbered accordingly. K. GPS HOLDING – EFFECT OF DME SLANT RANGE 1. It has been determined that the airspace to be protected for aircraft holding using GPS matches the criteria in the ATC Holding Criteria Document. The arc effect and slant range does not apply to GPS holding. Consequently, controllers should be aware that holding GPS equipped aircraft in established DME holds that were plotted with DME slant range being considered, will not utilize the same holding fix. As a result, their holding airspace may not be fully contained within the established DME hold. 2. ATC MANOPS 454.3 is being amended to make controllers aware of the effects of DME slant range on GPS holding. 3. The changes to ATC MANOPS are: a. 454.3 – is added to caution controllers about holding GNSS equipped aircraft in established DME holds; b. 454.3 Note – is added stating that DME holding fixes may be offset due to slant range; and c. 454.3 Reference – is added. L. LONGITUDINAL SEPARATION – DME/GPS POSITION REPORTS 1. Due to a recent query concerning longitudinal separation between aircraft providing a mix of DME and GPS position reports, the intent of ATC MANOPS 474.7 had to be re-assessed. 2. To establish longitudinal separation between two aircraft, one providing DME and one providing GPS position reports, the DME aircraft must be either 10,000 feet or below or outside of 10 miles from the DME NAVAID, to account for DME slant range. Once this separation has been established in accordance with the above parameters, both aircraft can be allowed to continue with a prescribed longitudinal minimum even if the aircraft providing DME position reports flies into the volume of airspace where slant range becomes a factor. 3. Since longitudinal separation between these aircraft has been established, it is not necessary to impose another form of separation (i.e. vertical), while the DME reporting aircraft will be transiting the DME NAVAID within 10 miles, above 10,000 feet. 4. ATC MANOPS 474.7 is being amended to clarify the intent of this separation standard. 5. The changes to ATC MANOPS are: a. 474.7 – is amended to clarify that the requirement for the DME aircraft to be 10,000 feet or below, or outside of 10 miles from the DME NAVAID exists only for establishing the longitudinal separation; and

96 b. 474.7 Note – is added to confirm that no other form of separation is required while the DME aircraft is transiting the DME NAVAID within 10 miles, above 10,000 feet. M. MINIMA FOR NON RSE SOURCES 1. There are areas within the Radar Controlled Domestic Airspace where both RSE and non- RSE radars provide overlapping coverage. Both the preferred and supplementary radars scan an aircraft and depending on which provides the better quality return, RDPS will reject one, process the other and send it to the display. As a result, it is quite possible that a RSE radar separation standard of 5 miles is being used, when in fact the non-RSE radar is providing the data to display the target. 2. In areas where the non-RSE radar has been made either the preferred or supplementary for one or more tiles, as indicated by an overlay map, the greater amount of separation – 10NM will apply. If the non-RSE radar becomes unserviceable, a lower separation minimum – 5NM can then be utilized in areas of radar coverage where only RSE radars would provide the remaining coverage. 3. To eliminate any uncertainty, regarding which radar is supplying the data, overlay maps will need to be prepared, indicating where non-RSE radars are mosaiced with RSE radars. Presently, DND North Warning System (NWS) Air Defence Radars, DND ATC TRACS SSR radars and the Brisay Cardian SSR are deemed not to support the minima established for RAMP. 4. The reason for this amendment is to specify what separation standard is to be utilized in areas of RSE and non-RSE radar overlaps. 5. The changes to ATC MANOPS are: a. 532.1 F. – is amended by adding a second subparagraph; b. 532.1 F. 2. (new) – is added to state that 10 mile separation shall be provided if the non- RSE radar has been made preferred or supplementary for one or more tiles; c. 532.1 F. Note 1 – is renumbered 532.1 F. 1. Note 1, and an editorial change is made; d. 532.1. F. Note 2 – is renumbered 532.1 F. 1. Note 2, and amended to define which radars do not meet the accuracy established for RAMP, and which do; and e. 532.1 F. 2. Note (new) – is added describing conditions that permit the use of a lower radar separation standard. N. FUEL DUMPING 1. ATC MANOPS 701.5 failed to direct controllers to protect the airspace below a fuel dumping operation. 2. ATC MANOPS 701.5 and its corresponding diagram were in conflict. Where the diagram indicated the airspace to be protected for the fuel dump was in all directions from the track, the wording stated only lateral separation need be applied. 3. It has been determined some aircraft may be incapable of making radio transmissions during a fuel dump however, all are capable of maintaining a listening watch on the frequency. As well, some aircraft must also turn off their transponder during the fuel dump procedure.

97 4. The changes to ATC MANOPS are: a. 701.1 – is reworded to inform the controllers not all aircraft can transmit on their radios during a fuel dump operation, however all are capable of maintaining a listening watch (point E). Further, some aircraft must turn off their transponders during fuel dumping (point F); b. 701.2 and 701.3 – are renumbered to 701.3 and 701.4; c. 701.4 – is moved to become 701.2 due to significance of message; d. 701.5 – is reworded to include the dimensions of the fuel dump area (horizontally and vertically), and duration for the separation to be applied. Past ATC MANOPS submissions failed to outline the vertical restrictions; and e. 701.6 – is reworded. Due to the different types of fuel dump operations within different sectors or specialties MANOPS 701.6 Phraseology has been reworded to better suit the operational needs. 2. The following urgent ATS Operational Publications changes are included: A. ATCD 2002-1 – RNPC LONGITUDINAL SEPARATION (JANUARY 24. 2002) 1. ATC MANOPS 484.5 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. B. DISCONTINUANCE OF VERTICAL SEPARATION – GPS (FEBRUARY 28, 2002) 1. ATC MANOPS 472.7 C. is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. C. ALTITUDE READOUTS (MARCH 7, 2002) 1. ATC MANOPS 503.11 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. D. LOG-ON PROCEDURES (MARCH 14, 2002) 1. ATC MANOPS 113.2 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorials changes: A. Definitions (CROSSWIND COMPONENT) – “000” is changed to “090” as crosswind component is applied at 090 degrees and not 000 degrees;

98 B. 105.1 Reference – is updated; C. 164.3 – “devez” is changed to “devriez” in the French version only; D. 244.2 – is amended as the office for receiving CIRVIS reports has changed; E. 344.10 Note 2 – “approche manqué” is changed to “approche interrompue” in the French version only; F. 424.5 Example – “CANADIAN MILITARY” is changed to “CANFORCE”; G. 472.5 – “482.4” is changed to “472.4” in the French version only; H. 532.1 A. 1. – “distance” is changed to “portée” in the French version only; I. 547.3 – is edited to clarify the meaning; and J. 732.1 – is edited for correctness. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-5 to DEF-6 DEF-5 to DEF-6

DEF-9 to DEF-14 DEF-9 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-1 to 1-2 1-1 to 1-2

1-5 to 1-6 1-5 to 1-6

1-9 to 1-10 1-9 to 1-10

1-13 to 1-14 1-13 to 1-14

1-23 to 1-24 1-23 to 1-24

1-27 to 1-28 1-27 to 1-28

2-23 to 2-24 2-23 to 2-24

3-13 to 3-16 3-13 to 3-16

3-41 to 3-42 3-41 to 3-42

3-61 to 3-62 3-61 to 3-62

3-65 to 3-66 3-65 to 3-66

4-13 to 4-18 4-13 to 4-18

4-21 to 4-22 4-21 to 4-22

99 4-27 to 4-28 4-27 to 4-28

4-35 to 4-38 4-35 to 4-38

4-49 to 4-52 4-49 to 4-52

4-63 to 4-64 4-63 to 4-64

4-85 to 4-88 4-85 to 4-88

5-7 to 5-10 5-7 to 5-10

5-21 to 5-24 5-21 to 5-24

5-35 to 5-36 5-35 to 5-36

6-33 to 6-34 6-33 to 6-34

7-3 to 7-4 7-3 to 7-4

7-11 to 7-12 7-11 to 7-12

7-31 to 7-36 7-31 to 7-38

8-1 to 8-2 8-1 to 8-2

8-25 to 8-28 8-25 to 8-28

Kathleen Fox Assistant Vice President Air Traffic Services

INTEN TIONALLY LEFT BLANK

100 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: January 24, 2002

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational System Requirements Senior Director, Technical Training

SUBJECT: ATCD 2002-1 – RNPC LONGITUDINAL SEPARATION

1. The electronic and hard copies of ATCD 2002-1 distributed last week contain an error, which unfortunately, was only detected after the document was sent out. The error is contained in ATC MANOPS 484 (RNPC Longitudinal Separation). Part of this section (484.4-484.6) was amended to allow for the use of radar to prove 30 miles longitudinal separation for RNPC certified aircraft transitioning from radar to a non radar environment.

2. The new paragraph which was intended to be added as a new 484.5 was inadvertently added as 484.4 thus replacing the current 484.4 which is still valid.

3. This is a mandatory verbal briefing item for all concerned staff. It is expected this change will be reflected in the next ATC MANOPS.

4. Please insert this page between pages 4-86 and 4-87 of ATC MANOPS.

101 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: February 28, 2002

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational System Requirements Senior Director, Technical Training

SUBJECT: DISCONTINUANCE OF VERTICAL SEPARATION – GPS

1. Amendment to ATCD 2001-2 stated that the “tail-to-tail plus 5 miles regarding GPS equipped aircraft” amendment had to be withdrawn due to an unanticipated issue with the approval process.

2. We have now been able to resolve all outstanding issues. The following is a brief summary of the background to this change as presented in ATCD 2001-2.

3. ATC may now request GPS position reports (LTD reports) for separation purposes as a result of the publishing of Aeronautical Information Circular (AIC) 2/01. In the AIC, pilots are being advised to become familiar with the quickest way to retrieve distance information from waypoints they may just have passed; this information is normally not displayed on the main page of GPS receivers. This information will enable ATC to use ATC MANOPS 472.7 C. for GPS equipped aircraft.

4. When applying 472.7 C. between aircraft providing DME and LTD reports, controllers should consider the effect of slant range. Therefore, if the outbound aircraft is utilizing DME, it must be 15 miles or more from the DME facility, regardless whether the inbound aircraft is GPS or DME equipped. When the outbound aircraft is GPS equipped, slant range is not a factor. AIC 2/01 also informs pilots that distances derived from RNAV or GPS are to be reported in “miles”, whereas distance based on DME are reported as “DME”. This should indicate to controllers what navigation system is being used for position reporting.

5. The changes to ATC MANOPS are:

A. 472.7 C. – is amended to include aircraft that provide LTD reports;

B. 472.7 C. Note 1 (new) – is added explaining that the 15 miles or more from a common point only applies to aircraft utilizing DME;

C. 472.7 C. Note 2 (new) – is added stating that 474.7 does not apply here; and

D. 472.7 C. Diagram 1 and Diagram 2 – are amended by adding that 15 miles from the common point only applies if the aircraft is utilizing DME.

102 6. This is a mandatory verbal briefing item for all concerned staff. It is expected that this change will be reflected in the next ATC MANOPS.

7. Please insert this page between pages 4-50 and 4-51 of ATC MANOPS.

103 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: March 7, 2002

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational System Requirements Senior Director, Technical Training

SUBJECT: ALTITUDE READOUTS

1. Recent events at both Edmonton and Gander ACCs have revealed a flaw in the processing and display of Mode C altitude readouts from aircraft operating at 17,000 ft (170) during periods when the altimeter setting for the geographic region concerned is below 29.02.

2. In this situation, aircraft will display 17900 ft when level 17000 and other erroneous displays when transiting between 17000 and FL180.

3. Further erroneous displays will occur at lower altitudes with a local altimeter setting of 28.02 or less.

4. To address this problem on an interim basis, until RDPS can be modified in all units, ATC MANOPS 503.11 is amended to include a preclusion on the use of Mode C readouts under the described conditions.

5. The change to ATC MANOPS is:

A. 503.11 - is rewritten.

6. This is a mandatory verbal briefing item for all concerned staff. It is expected this change will be reflected in the next ATC MANOPS revision.

7. Please insert this page between pages 5-8 and 5-9 of ATC MANOPS.

104 Doc. Ref.: AVNE 5400-102-8

Kathleen Fox Assistant Vice President, Air Traffic Services Direct Line: (613) 563-7046

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: March 14, 2002

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational Systems Requirements Senior Director, Technical Training Manager, ATS System Effectiveness

SUBJECT: LOG-ON PROCEDURES

1. This publication change defines the procedures for the use of RUSS (Resource Utilization Sub-System), which measures resource utilization within the operational environment.

2. RUSS is an automated log-on program that tracks time in a position. The operational tests have been completed and the system will be implemented over the next weeks in all ACCs and, as resources permit, in other units equipped with the IIDS platform.

3. Unit directives and user manuals will be distributed at locations where RUSS is being implemented.

4. The changes to the ATC MANOPS are:

A. 113.2 A, 113.2 A. Note and 113.2 A. Reference - are added to include the requirement to log-on if the position is equipped with automated log-on equipment;

B. 113.2 A. through E. - are renumbered 113.2 B. through F.; and

C. 113.2 C. through F. (new) - minor editorial changes.

5. This is a mandatory verbal briefing item for all concerned staff. It is expected this change will be reflected in the next ATC MANOPS revision.

6. Please insert this page between pages 1-8 and 1-9 of ATC MANOPS.

105 ATCD: 2002-3 Effective: 2002-07-11 ATC Directive

1. MAJOR CHANGES: A. BELOW MINIMA OPERATIONS; AND B. CONTACT/GPS APPROACHES. 2. EDITORIAL CHANGES.

1. Major changes: A. BELOW MINIMA OPERATIONS 1. The ATC MANOPS section that deals with Below Minima Operations is not consistent throughout. Section 314.2 does not require the controller to inform the pilot that an AOR will be filed and 314.3 does not provide direction to issue a clearance. 2. The changes to ATC MANOPS are: a. 314.2 Reference – is amended; b. 314.2 C. – is modified to be consistent with 314.1; and c. 314.3 C. – is added and 314.3 C. (old) is renumbered 314.3 D. B. CONTACT/GPS APPROACHES 1. Recent inquiries indicate that there is some uncertainty about the interpretation of ATC MANOPS 466.1. This involves the appropriateness of clearing an aircraft for a requested Contact Approach at airports with only GPS instrument approaches or with conventional and/ or GPS or GPS overlay approaches when the conventional approach is unavailable. 2. ATC MANOPS 466 is amended to provide the ability to consider a GPS or GPS/overlay approach as meeting the requirements in 466.1 B. for a “functioning instrument approach”. Certain qualifications are stipulated to ensure a pilot is aware when a GPS/GPS overlay approach is the only instrument procedure available, although conventional approaches are also published for the same aerodrome, in the event the contact approach cannot be completed. 3. Amendments will also be made to the A.I.P. to ensure pilots are aware that where the only published instrument approach to an aerodrome is a GPS approach, they acknowledge awareness of this automatically when requesting a contact approach. 4. The changes to ATC MANOPS are: a. 466.1 B. – is amended;

106 b. 466.1 B. Note – is added; c. 466.1 C. – is added; and d. 466.1 C. Note – is added. 2. Editorials changes: A. Definitions – “EXTRAPOLATION” is added in the French version only; B. Definitions – “MINIMUM FUEL” and “SIGMET” are edited for correctness in the English version only; C. Abbreviations – “ESCAT” long title is corrected; D. Abbreviations – “TDM” is deleted in the English version only; E. Index – is updated; F. 111.1 B. – is edited for correctness in the English version only; G. 128.3 Note – is edited for correctness; H. 214.4 - is edited to add Mach number as a unit of measurement of speed; I. 231.1 I. – “Messages SCATANA test” is changed to “Messages d’essais ESCAT” in the French version only; J. 332.1 Note – “READIBILITY” is changed to “READABILITY” in the English version only; K. 653.1 B., 653.1 D. Note and 661.1 Note 2 – “CCE” is change to “ECC” for correctness in the French version only; L. 752.1 Reference – the reference to “Commonly Used Tracks; Section 5.7, Designated Airspace Handbook” is deleted as high level tracks are no longer described in the Designated Airspace Handbook; M. 763.1 B. – “airpsace” is changed to “airspace” in the English version only; N. 763.2 – is edited for correctness in the English version only; O. 844.1 Note 2 – “8585/107” is changed to “8585”; P. 921.1 – is edited for correctness in the English version only; Q. 921.4 E. Example – is edited for correctness; and R. Appendix 1 – the aeronautical terminology item “coasting” is added. 3. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-VIII

DEF-9 to DEF-12 DEF-9 to DEF-12

ABB-1 to ABB-4 ABB-1 to ABB-4

107 IND-1 to IND-10 IND-1 to IND-10

1-7 to 1-8 1-7 to 1-8

1-19 to 1-20 1-19 to 1-20

2-9 to 2-10 2-9 to 2-10

3-15 to 3-16 3-15 to 3-16

3-23 to 3-24 3-23 to 3-24

4-45 to 4-46 4-45 to 4-46

7-17 to 7-18 7-17 to 7-18

7-31 to 7-32 7-31 to 7-32

8-25 to 8-26 8-25 to 8-26

9-33 to 9-36 9-33 to 9-36

APP1-1 to APP1-26 APP1-1 to APP1-24

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

108 ATCD: 2002-4 Effective: 2002-10-03 ATC Directive

1. MAJOR CHANGES: A. APPROVAL AUTHORITY FOR PUBLICATION CHANGES; B. LASERS; C. RADAR SERVICE; AND D. RSIT/NARDS USE OF CORNERS. 2. EDITORIAL CHANGES.

1. Major changes A. APPROVAL AUTHORITY FOR PUBLICATION CHANGES 1. The Director, ATS Standards, Procedures and Operations approves all changes to ATC MANOPS. This was not reflected properly in the Foreword. 2. The OPI and phone number are removed as contact numbers are included in ATSAMM. 3. The changes to ATC MANOPS are: a. Foreword – “T.R. Fudakowski, Director Air Traffic Services” is changed to “Larry Boulet, Director, ATS Standards, Procedures and Operations” to properly reflect the approval authority for the content of ATC MANOPS; and b. Foreword – “OPI – Airspace and Procedures Branch: 563-5659” is removed. B. LASERS 1. With advances in different technologies, lasers are becoming easier to own and operate commercially. Flight crews have reported a number of occasions where their aircraft were illuminated while engaged in flight operations. Illumination occurred as a result of outdoor laser light shows or unauthorized hand-held laser beams operated near an airport. This MANOPS amendment will address the issue of controller response to reports of laser illumination of aircraft. 2. The changes to ATC MANOPS are: a. New paragraphs are added to MANOPS 161 section.

109 C. RADAR SERVICE 1. Some controllers were misinterpreting the word “may” in ATC MANOPS 391.1 as a service that was optional. The provision of radar service at a unit fully equipped and trained is not intended to be optional. 2. In the past, publications existed advertising the units providing radar service. These publications are no longer maintained. 3. The changes to ATC MANOPS are: a. 391.1 – the term “you may” has been removed and the paragraph reworded to more clearly describe the service to be provided; and b. 391.5 A. – the term “as published” has been removed. D. RSIT/NARDS USE OF CORNERS 1. Due to the change in technology from round RIM radar displays to square/rectangular RSIT and NARDS displays, an exemption to allow for the extended coverage in the corners has been received from Transport Canada. The following sections of MANOPS have been changed to reflect this change. 2. The changes to ATC MANOPS are: a. 532.1 B. 2. b. – is changed to include NARDS; b. 532.1 D. 1. b. ii., 532.1 D. 2. b. ii. and 532.1 E. 2. b. – are changed to increase RSIT/ NARDS scale and to include NARDS; c. 532.2 A. – is changed to include NARDS and reflect the scale being from left to right; d. 532.4 (Table) – upper and lower point 2 is changed to increase RSIT/NARDS scale and to include NARDS; e. 532.6 B. 1. b. – is changed to increase RSIT/NARDS scale and to include NARDS; and f. 552.1 C. 2. a., 552.2 C. 5., 553.1 D., 553.2 C. and 553.3 E. – are changed to include RSIT/ NARDS scale. 2. Editorials changes: A. Definitions – System Hand-Off – is deleted; B. Definitions – Traffic Alert and Collision Avoidance System – TCAS IV is changed to TCAS III; C. 484.7 Diagram – is amended to correctly depict the area of overlap between the intersecting tracks; D. 503.7, 512.4, 512.6, 513.1, 513.4, 513.6 – “system hand-off” is replaced by “automated hand- off” for consistency with ICAO and FAA; E. 523.1 Reference – RAC 1.10 is changed to RAC 1.9; F. 701.5 Diagram – is amended to correctly depict the fuel dumping track; G. 844.1 Note 2 – is edited for correctness; and

110 H. 1040 – “aircraft” is changed to “aviation” in the title. 3. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-I to ATC-II ATC-I to ATC-II

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-11 to DEF-14 DEF-11 to DEF-14

1-39 to 1-44 1-39 to 1-44

3-77 to 3-78 3-77 to 3-78

4-87 to 4-88 4-87 to 4-88

5-7 to 5-8 5-7 to 5-8

5-13 to 5-24 5-13 to 5-24

5-37 to 5-38 5-37 to 5-38

5-41 to 5-44 5-41 to 5-44

7-3 to 7-4 7-3 to 7-4

8-25 to 8-26 8-25 to 8-26

10-1 to 10-2 10-1 to 10-2

10-19 to 10-20 10-19 to 10-20

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

111 ATCD: 2003-1 Effective: 2003-01-23 ATC Directive

1. MAJOR CHANGES: A. GPS OVERLAY APPROACHES; AND B. ARRANGEMENT OF FLIGHT PROGRESS BOARDS. 2. EDITORIAL CHANGES.

1. Major changes A. GPS OVERLAY APPROACHES 1. The GPS overlay approaches are no longer identified by bold italics in the index of the CAP, but by small capitals following the approach name, i.e., VOR/DME RWY 31(GPS). Pilots were supposed to request the GPS overlay approach by the name of the underlying NAVAID, i.e., “REQUEST VOR/DME RWY 31 APPROACH”. Unfortunately, this was not always the case and as a result this caused some confusion. 2. To clarify this issue, an AIC will be distributed in the next available edition to advise pilots to request GPS overlays by the name of “GPS overlay approach”, i.e., “REQUEST GPS OVERLAY RWY 31 APPROACH”. The attached ATC MANOPS amendment requires controllers to authorize an overlay as follows: “CLEARED TO THE AIRPORT FOR A GPS OVERLAY RWY 31 APPROACH”. This will simplify procedures, and aids controllers and pilots in maintaining situational awareness. 3. If the runway has more than one published GPS overlay approach (there are nineteen examples in Canada), controllers should verify which overlay approach the pilot is planning. Controllers are reminded that a functioning NAVAID is not required to approve a GPS overlay approach. 4. The reason for this amendment is to simplify procedures for issuing clearances for GPS overlay approaches. 5. The changes to ATC MANOPS are: a. 465.6 B. – is deleted; b. 465.6 C. – is changed to 465.6 B.; c. 465.6 B. Phraseology – is changed by replacing the type of NAVAID by GPS overlay; d. 465.6 B. Note – is changed to clarify the meaning and is renumbered 465.6 B. Note 1;

112 e. 465.6 B. Note 2 – is added to clarify that the approval of an overlay approach is independent of the serviceability of the underlying NAVAID; f. 465.6 B. Example – is changed by replacing the type of NAVAID by GPS overlay; g. 465.7 – is added to advise controllers to verify which overlay approach is being planned by the pilot, at airports where there are more than one GPS overlay approach to the same runway; h. 465.7 (old) and 465.8 (old) – are renumbered 465.8 and 465.9. B. ARRANGEMENT OF FLIGHT PROGRESS BOARDS 1. Some sectors use flight progress boards that display strips under altitude designators instead of fix designators. This arrangement is not mentioned in ATC MANOPS, but this directive corrects that omission. 2. The changes to ATC MANOPS are: a. 901.1 – is amended to permit display of strips under altitude designators instead of fix designators; b. 901.2 – is amended to require altitude designators to be displayed in sequence with the lowest altitude at the bottom; and c. 901.4 – is amended to include altitude designators. 2. Editorial changes: A. Definitions – DME FIX – the words “or true” are added; B. Definitions – SPLAT and TARGET/PPS IDENTITY TAG – are deleted; C. Abbreviations – PDC – “Deparutre” is changed to “Departure” in the English version only; D. Abbreviations – TAWS – is edited for correctness in the English version only; E. 167.1, 353.1 Note 1., 361.5, 373.1, 391.7 Note, 542.2 Note, 544.3 Note and 672.5 B. 1. – “IFR weather conditions” is changed to “IMC”; F. 181.1 Reference, 361.5 Reference and 601.3 Reference – are updated; G. 502.1 A. – “splat” is deleted in anticipation of a new set of radar position symbols being introduced, the term uncorrelated target(s) will continue to be used as it is more concise and correct; H. 511.7 – “identity” is replaced by “data” for correctness and concision; I. 566.1 C. 2. – “RAC 9.7.2” is changed to “RAC 9.6.2”; J. 612.3 B. Note and 641.3 A. – “VFR weather conditions” is changed to “VMC”; and K. 641.7 B. – “VFR conditions” is changed to “VMC”.

113 3. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-5 to DEF-6 DEF-5 to DEF-6

DEF-11 to DEF-14 DEF-11 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-45 to 1-46 1-45 to 1-46

1-51 to 1-52 1-51 to 1-52

3-55 to 3-56 3-55 to 3-56

3-61 to 3-62 3-61 to 3-62

3-65 to 3-66 3-65 to 3-66

3-77 to 3-78 3-77 to 3-78

4-43 to 4-44 4-43 to 4-44

5-5 to 5-6 5-5 to 5-6

5-11 to 5-12 5-11 to 5-12

5-29 to 5-32 5-29 to 5-32

5-51 to 5-52 5-51 to 5-52

6-3 to 6-4 6-3 to 6-4

6-7 to 6-8 6-7 to 6-8

6-17 to 6-18 6-17 to 6-18

6-31 to 6-32 6-31 to 6-32

9-3 to 9-4 9-3 to 9-4

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

114 ATCD: 2003-2 Effective: 2003-04-17 ATC Directive

1. MAJOR CHANGES: A. DATA TAG; B. RNAV APPROACHES; C. URGENT PIREP DEFINITION; D. CLEARANCES ON GROUND CONTROL FREQUENCY; E. CODE 88 AND FLIGHT PLANS/FLIGHT ITINERARIES; AND F. RECORDING OF LOCAL AIRCRAFT MOVEMENTS. 2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL PUBLICATION CHANGE: A. AUTOMATED POINT-OUT FEATURE. 3. EDITORIAL CHANGES.

1. Major changes: A. DATA TAG 1. The term data block [c. JETS] has been replaced by data tag [c. RAMP], and ATC MANOPS is corrected to be consistent with operational systems requirements terminology. 2. The changes to ATC MANOPS are: a. Definitions – COASTING – is amended to delete obsolete terms; b. Definitions – CORRELATED TARGET and UNCORRELATED TARGET – are deleted as redundant; c. Definitions – CORRELATION – is amended for clarification in the English version only; d. Definitions – OK FUNCTION – is deleted as it is not found in ATC MANOPS; e. Abbreviations – FDB and LDB – are deleted for correctness; f. 502.2 – is amended for correctness in the English version only; and

115 g. 502.2 A. and 602.1 B. – are amended for correctness. B. RNAV APPROACHES 1. GPS stand-alone approaches are being renamed in the CAP to RNAV approaches according to ICAO Annex 4. When GPS in brackets and in subscript follows the RNAV title, i.e., RNAV (GPS) RWY 08, it means that GPS is mandatory to conduct the approach. In Canada, all RNAV approaches will be designated as RNAV (GPS). This method of identifying RNAV approaches should not be confused with the designation “GPS Overlay” approach, where GPS is written in small capitals and follows the RWY number, i.e., VOR DME RWY 32 (GPS). To summarize:

a. RNAV (GPS) RWY 08 signifies an “RNAV” approach where GPS navigation is mandatory; and b. VOR DME RWY 32 (GPS), signifies a “GPS Overlay” approach where GPS navigation is optional. 2. Pilots and controllers shall use the prefix “RNAV” in radio communications (e.g., “CLEARED TO THE (name) AIRPORT RNAV RWY 08 APPROACH”). A mandatory briefing item will be distributed to controllers and flight service specialist. 3. The changes to ATC MANOPS are: a. Definitions – RNAV APPROACH – is added; b. 465.1 – is amended by adding reference to the CAP and information regarding RNAV (GPS) approaches; and c. 465.1 Phraseology – is amended by adding an example of approach clearance for RNAV (GPS) approaches. C. URGENT PIREP DEFINITION 1. The definition of URGENT PIREP as it reads in the FS MANOPS is consistent with section 14.3.3 of the Manual of Surface Weather Observation (MANOBS) from Environment Canada. The ATC MANOPS definition of Urgent PIREP isn’t. Therefore, the ATC MANOPS is modified to maintain ATS consistency and now includes volcanic ash and any other reported hazardous or potentially hazardous weather phenomena. 2. The change to ATC MANOPS is: a. Definitions – URGENT PIREP – is amended. D. CLEARANCES ON GROUND CONTROL FREQUENCY 1. Ground controllers in some units are relaying initial IFR clearances to aircraft while they are in position on the active runway or backtracking. On other occasions, take-off clearances are issued to departing aircraft on the ground control frequency. These procedures are not appropriate and can lead to misunderstandings and confusion. 2. A note is added to ATC MANOPS 333.2 advising controllers of the reason for issuing the initial IFR clearance before the aircraft enters the departure runway and a note to 336.12 provides information pertaining to the delivery of take-off clearances on the tower frequency.

116 3. The change to ATC MANOPS is: a. 333.2 B. Note and 336.12 Note – are added. E. CODE 88 AND FLIGHT PLANS/FLIGHT ITINERARIES 1. Questions have been asked with respect to itinerant aircraft that activate a flight plan or flight itinerary with the tower after departure or close a flight plan or flight itinerary and subsequently land at the airport where the ATS unit is located. It appears that some units are recording these requests as a code 88 on NCAMS. This is an incorrect application since the workload associated with the itinerant aircraft, including all activities after departure or prior to landing, are measured by the use of the runway number. 2. The change to ATC MANOPS is: a. 1021.3 G. 4. B. Note – is modified for clarification. F. RECORDING OF LOCAL AIRCRAFT MOVEMENTS 1. The Manager, Flight Data Acquisition and Analysis has requested that the first departure and last arrival of local aircraft conducting circuits or simulated approaches be recorded in the Itinerant Movement record. The ATC MANOPS is changed to reflect this recording method. 2. The changes to ATC MANOPS are: a. 1022.3 A. Example – is modified; b. 1022.4 – is deleted; c. 1022.5 – is renumbered 1022.4 and modified; d. 1022.6 – is deleted; and e. 1022.7 and 1022.8 – are renumbered 1022.5 and 1022.6. 2. The following urgent ATS Operational Publication change is included: A. AUTOMATED POINT-OUT FEATURE (JANUARY 16, 2003) 1. ATC MANOPS 515 is amended in accordance with the ATS Operational Publication Change. 2. Remove the ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorial changes: A. Abbreviations – ATC MANOPS and ATSAMM – are added; B. 127.5 – “ACAS/TCAS” is changed to “Resolution Advisory”; C. 127.5 Reference – is updated; D. 136.1 Reference – is updated; E. 334.3 F. Phraseology – “To cross more than on” is changed to “To cross more than one” in the English version only; F. 465.6 – is edited for grammatical correctness in the English version only; and

117 G. 625.1 A. Reference – is amended to refer to the AIP Canada section providing information about ELT. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-3 to DEF-14 DEF-3 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-19 to 1-20 1-19 to 1-20

1-29 to 1-30 1-29 to 1-30

3-23 to 3-26 3-23 to 3-26

3-31 to 3-32 3-31 to 3-32

4-41 to 4-44 4-41 to 4-44

5-5 to 5-6 5-5 to 5-6

5-15 to 5-16 5-15 to 5-16

5-43 to 5-44 5-43 to 5-44

6-3 to 6-4 6-3 to 6-4

6-13 to 6-14 6-13 to 6-14

10-9 to 10-12 10-9 to 10-12

Larry Boulet Director ATS Standards, Procedures and Operations

118 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: January 16, 2003

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Monitoring and Evaluations Director, Operational System Requirements Director, National Airport Operations Senior Director, Technical Training General Manager Airport Operations, Flight Information Centres

SUBJECT: AUTOMATED POINT-OUT FEATURE

1. Recently, an automated point-out feature was added to RSiT. This feature enables automated transfer of radar identification and tactical coordination of flight data associated with a correlated target, reducing the workload and phraseology associated with this task. Controllers may coordinate changes to flight data, such as assigned heading, airspeed restrictions, altitude information issued, and deviation from route clearance, in the free text field that is appended to the data tag during an automated point-out.

2. The changes to ATC MANOPS are:

A. 514.3 – is amended to permit transfer of radar identification by automated point-out;

B. 515.1 – is amended to permit transfer of radar identification by automated point-out;

C. 515.2 – is amended for clarity;

D. 515.3 – is amended for clarity; and

E. 553.3 Reference – is deleted as irrelevant.

3. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the April 17, 2003 revision.

4. Please insert this page between pages 5-16 and 5-17 and page 3 between pages 5-42 and 5-43 of ATC MANOPS.

119 ATCD: 2003-3 Effective: 2003-07-10 ATC Directive

1. MAJOR CHANGES: A. TRANSPORTATION APPEAL TRIBUNAL; B. SEVERE WEATHER APPLICATION; C. CLEARANCE LIMIT AND ARRIVALS; AND D. ALTITUDE FILTERS. 2. ATAG CHANGE: A. TOWER STRIPS. 3. EDITORIAL CHANGES.

1. Major changes: A. TRANSPORTATION APPEAL TRIBUNAL 1. The Transportation Appeal Tribunal of Canada Act establishes the Transportation Appeal Tribunal of Canada, which replaces the Civil Aviation Tribunal. According to the amended Aeronautics Act, the Transportation Appeal Tribunal of Canada will assume responsibility to review the Minister’s decision to refuse to issue or amend an air traffic control licence, if requested by the applicant or licence holder. 2. The changes to ATC MANOPS are: a. 114.2 – is edited to correct capitalisation in the English version only; b. 114.2 Reference – is amended to eliminate redundancy; c. 114.3 – is corrected to match the amended Aeronautics Act; and d. 114.4 – is amended to replace “Civil Aviation Tribunal” with “Transportation Appeal Tribunal of Canada”, match the amended Aeronautics Act, and delete excess words.

120 B. SEVERE WEATHER APPLICATION 1. Enhanced weather processing capabilities are being introduced to the NAV CANADA family of SiT displays. This application processes weather data from Environment Canada Doppler radars, the RDPS and the North American Lightning Detection Network. Controllers will have a more accurate depiction of precipitation data as well as the introduction of cloud top and lightning strike information. 2. The change to ATC MANOPS is: a. 162.6 D. Phraseology – is added to provide additional phraseology for describing radar observed weather, i.e., WEAK/STRONG ECHOES, TOPS (altitude), LIGHTNING. C. CLEARANCE LIMIT AND ARRIVALS 1. Review of arrival clearance procedures in Chapters 4 and 5 revealed that there are inconsistencies between paragraphs and notes dealing with this issue, and that they do not correctly reflect current procedures. For example, 561.2 recommends to use a fix from which an instrument approach can be carried out, but 463.1 does not. 463.1 A. Note and 561.2 Note suggest to clear an arriving aircraft to the final approach fix, however, this is in contradiction to 452.2 which cautions about holding GPS equipped aircraft at the final approach fix because GPS receivers may experience unpredictable fluctuations. 2. To better reflect current procedures and to eliminate any inconsistencies in ATC MANOPS, 463.1, 561.2, 463.1 A. Note and 561.2 Note are being amended, and new references are added. 3. The changes to ATC MANOPS are: a. 463.1 – is amended by advising to clear aircraft to a fix from which an instrument approach can be carried out; b. 463.1 Reference – is amended by including Holding Fixes 452.2; c. 463.1 A Note – is amended by deleting the final approach fix, and by adding the final approach course fix, and the initial and intermediate approach fixes; d. 561.2 Note – is amended for editorial reasons, the final approach fix has been deleted and the initial and intermediate approach fixes have been added; and e. 561.2 Reference – is added to include reference to Holding Fixes 452.2. D. ALTITUDE FILTERS 1. The Altitude Filter function being implemented in current operational equipment is not correctly described in ATC MANOPS. 2. The changes to ATC MANOPS are: a. 504.1 – is amended to delete obsolete terms and clarify understanding; b. 504.1 B. Note – is deleted for correctness; and c. 504.1 B. Example – is edited to correctly describe current operational equipment.

121 2. ATAG change: A. TOWER STRIPS 1. The use of the “D” in box 10-13 and the time the clearance was issued in box 13 are required by IFR controllers on IFR departure strips. This same requirement is true for tower controllers, but is not mentioned in section 912, Completion of Tower Strips. However, when a controller issues a PDC to an aircraft, EXCDS records the time the clearance was issued. In order to maintain consistency, the requirement for the use of the “D” in box 10-13 and the time the clearance was issued in box 13 on IFR departure strips by tower controllers, is added to 912.13 of ATC MANOPS. 2. ATC MANOPS requires the placing of the intersection letter in box 14 and circling it to indicate intersection departures on tower strips while box 15 is used to indicate runways used for departure. In order to reduce the potential for confusion caused by having critical runway intersection departure data in separate boxes, ATC MANOPS is changed so that the departure intersection used by an aircraft is located with the runway data. 3. These changes are the results of ATAG 5 discussions. 4. The changes to ATC MANOPS are: a. 912.13 – is modified; b. 912.14 A. – is modified; and c. 912.15 – is modified. 3. Editorial changes: A. Definitions – AIRCRAFT MOVEMENT SURACE CONDITION REPORT and CANADIAN RUNWAY FRICTION INDEX – are added; B. Abbreviations – AMSCR and RSC – are added; C. Index – is updated; D. 138.1 Reference – is updated; E. 162.3 Example, 212.6 Example, 215.2 A. Example, 216.1 A. Example, 651.1 (Table) and 651.1 A. 2. Phraseology – are amended to replace invalid air carrier telephony; F. 183.4 – “DF” is changed to “VDF”; G. 193.1 Reference – is deleted; H. 301.3 B. Reference, 351.7 Reference, 424.3 Reference, 424.4 Reference, 461.5 Reference, 465.8 Reference, 465.9 Reference, 466.2 Reference, 473.1 Reference, 561.3 Reference and 903.4 Reference – are updated due to the renumbering of A.I.P. Canada paragraphs; I. 305.1 Reference - is updated; J. 334.3 H. – a bracket is added before “frequency)” and the words “(location/time)” are added after “NOW/AT” in the English version only; K. 361.1 A. Note – “agreement” is changed to “Arrangement”;

122 L. 361.3 – “Emergency Rescue Services” is changed to “AFF”; M. 372.1 Reference – is updated in the English version only; and N. 422.6 Reference – is updated. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-1 to DEF-14 DEF-1 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

IND-1 to IND-10 IND-1 to IND-10

1-11 to 1-12 1-11 to 1-12

1-31 to 1-32 1-31 to 1-32

1-39 to 1-42 1-39 to 1-42

1-51 to 1-52 1-51 to 1-52

1-55 to 1-56 1-55 to 1-56

2-7 to 2-8 2-7 to 2-8

2-11 to 2-12 2-11 to 2-12

3-3 to 3-4 3-3 to 3-4

3-9 to 3-10 3-9 to 3-10

3-25 to 3-26 3-25 to 3-26

3-43 to 3-44 3-43 to 3-44

3-61 to 3-62 3-61 to 2-62

3-65 to 3-66 3-65 to 3-66

4-15 to 4-16 4-15 to 4-16

4-39 to 4-40 4-39 to 4-40

4-43 to 4-46 4-43 to 4-46

4-51 to 4-52 4-51 to 4-52

5-7 to 5-8 5-7 to 5-8

5-47 to 5-48 5-47 to 5-48

123 6-23 to 6-24 6-23 to 6-24

9-7 to 9-8 9-7 to 9-8

9-29 to 9-32 9-29 to 9-32

Larry Boulet Director ATS Standards, Procedures and Operations

124 ATCD: 2003-4 Effective: 2003-10-02 ATC Directive

1. MAJOR CHANGES: A. RESTRICTED INSTRUMENT PROCEDURES; B. NEW CALL SIGN — GOVERNOR GENERAL; C. ATS SERVICE OUTSIDE HOURS OF OPERATION; D. VISUAL CLIMB BY IFR AIRCRAFT; AND

E. STRIPMARKING FOR RNAV(GPS) APPROACHES AND GPS OVERLAYS. 2. EDITORIAL CHANGES.

1. Major changes: A. RESTRICTED INSTRUMENT PROCEDURES 1. The procedures known as “Company Instrument Approach Procedures” are now termed Restricted Instrument Procedures (RIPs). RIPs are not available to the general public, but are approved for certain operators by Transport Canada, and also include departure and transition procedures. ATS Standards, Procedures and Operations manages the design and coordination of RIPs with Transport Canada, while AIS ensures the appropriate coordination with the GMIFR(s) concerned. 2. The changes to ATC MANOPS are: a. Definitions – Company Instrument Approach Procedure – is amended to Restricted Instrument Procedure and to reflect expanded meaning; b. Definitions – Missed Approach Procedure – is amended to refer to Restricted Instrument Procedure and to replace “plates” with “charts”; c. 422.6, 422.6 Note and 422.6 Reference – are amended to refer to Restricted Instrument Procedure; d. 424.4 – unnecessary capitalization removed in the English version only; e. 424.4 Note – is added to provide list of approved documents that contain published instrument approach procedures; and f. 424.4 Reference – unnecessary reference removed and reference to definition of instrument approach procedure added.

125 B. NEW CALL SIGN — GOVERNOR GENERAL 1. Canadian Military aircraft carrying the Governor General are now identified by the call sign CANFORCE 3701, instead of RIDEAU 01. Pre-positioning flights associated with the Governor General are no longer specifically identified. 2. This directive replaces direction contained in memorandum dated February 21, 2003 (FMP No. 2003-313) on same subject. 3. The changes to ATC MANOPS are: a. 132.3 – is amended; and b. 132.3 B. Note – is deleted. C. ATS SERVICE OUTSIDE HOURS OF OPERATION 1. There have been occasions where ATS personnel have extended the advertised hours of operation of ATS units for short periods of time in order to accommodate late arrivals or some other short-term airport activity. Although well intentioned, the extension of operational hours by ATS personnel is not permitted by ATC MANOPS. 2. Changes to ATC MANOPS will now permit controllers to provide control services outside the advertised hours of operation of an ATS unit during specified periods and as indicated in a local directive. 3. The changes to ATC MANOPS are: a. 137.1 – is added; and b. 137.1 (old) – is renumbered 137.2. D. VISUAL CLIMB BY IFR AIRCRAFT 1. An investigation into a recent occurrence revealed that ATC MANOPS does not provide direction to controllers to issue a wake turbulence cautionary to an IFR aircraft during a VFR climb. Although the A.I.P. Canada refers to the pilot responsibility for separation during a VFR climb, no specific mention is made with respect to wake turbulence separation. 2. ATC MANOPS is amended to provide a reference to 128.11 and the requirement for a wake turbulence cautionary. 3. The changes to ATC MANOPS are: a. 436.1 Phraseology – is updated; and b. 436.1 Reference – a reference to Wake Turbulence is added.

E. STRIPMARKING FOR RNAV(GPS) APPROACHES AND GPS OVERLAYS 1. There are no specific strip marking instructions in ATC MANOPS for either RNAV approaches or GPS Overlay approaches. 2. RNAV approaches shall be designated by the letter “R”. GPS Overlay approaches shall be designated by the letter “G”. See the following examples:

a. RNAV(GPS) runway 08 approach – AR08

126 b. VOR DME (GPS) runway 32 approach – AG32 3. The changes to ATC MANOPS are: a. 921.4 B. – is being amended to inform controllers of new strip marking symbols for depicting RNAV and GPS Overlay approaches; b. 924.1 B. – is added explaining the controllers may wish to designate the type of approach aid being overflown at airports where more than one GPS overlay approach exists for the same runway; c. 921.4 B. Example – is updated; and d. 921.4 B. Reference – is added. 2. Editorial changes: A. Definitions – VISUAL APPROACH – is amended; B. 301.4 Phraseology – is amended to be consistent with the procedures in ATC MANOPS 353.2; C. 484.3 Note – is amended; and D. 1042.3 – is amended. 3. Attached are the ATC MANOPS page replacements: Remove Insert ATC-V to ATC-VI ATC-V to ATC-VI DEF-3 to DEF-14 DEF-3 to DEF-14 1-23 to 1-24 1-23 to 1-24 1-29 to 1-32 1-29 to 1-32 3-3 to 3-4 3-3 to 3-4 4-15 to 4-16 4-15 to 4-16 4-27 to 4-28 4-27 to 4-28 4-85 to 4-86 4-85 to 4-86 9-35 to 9-36 9-35 to 9-36 10-21 to 10-22 10-21 to 10-22

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

127 ATCD: 2004-1 Effective: 2004-01-22 ATC Directive

1. MAJOR CHANGES: A. AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN); B. CEILOMETER; C. BLANKET CLEARANCES; D. PPS SIZE; E. AUTOMATED WRONG-WAY ALTITUDE ALERTING; F. PROVISION OF SERVICE; G. HALO FUNCTION; H. VECTORING; AND I. REDUCED VERTICAL SEPARATION MINIMA (RVSM) EXEMPTIONS. 2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL PUBLICATION CHANGE: A. ADEQUATE CLEARANCE ABOVE A PROMINENT OBSTRUCTION. 3. EDITORIAL CHANGES.

1. Major changes: A. AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN) 1. NAV CANADA now utilizes the AFTN to store and forward aeronautical data such as flight plans, meteorological data and NOTAM. These functions were formerly performed using ADIS. Consequently, references to “ADIS” are no longer pertinent and are replaced by references to the AFTN. 2. The changes to ATC MANOPS are: a. Abbreviations – ADIS is deleted; b. 161.3 B. Note – is amended to refer to AFTN rather than ADIS;

128 c. 1031.1 – is edited to remove reference to ADIS; and d. Appendix 1 – automated data interchange system (ADIS) and translation are deleted. B. CEILOMETER 1. Controllers in towers equipped with ceilometers use the term “TOWER CEILING” when issuing information on the cloud base to pilots. There is no reference to this in ATC MANOPS. 2. The changes to ATC MANOPS are: a. 134.2 Phraseology – is modified to reflect the phraseology to be used when issuing ceiling information as indicated by a ceilometer; and b. 134.2 Note – is added. C. BLANKET CLEARANCES 1. Squawk 7700 2000-2 titled “Incursion Alert” addressed the issue of runway incursions and contained six suggestions on how operational personnel could reduce the likelihood of being involved in a runway incursion incident. Although this bulletin suggested that blanket clearances and instructions are to be discouraged, units continue to use practices that permit unrestricted access to the manoeuvring area. As a result, the position of vehicles on the manoeuvring area are being forgotten. ATC MANOPS direction is issued to prevent the use of all-encompassing clearances. 2. It has also been recognized that personnel in some units are informing vehicle operators to omit the off-the-runway reports required by ATC MANOPS since the vehicle movement is in sight of the tower. The off-the-runway report is mandatory for vehicle operators; any request to omit the call could lead to confusion and extra communication between the tower and the operator. To correct this, ATC MANOPS phraseology is modified and a note is added to 354.8. 3. The changes to ATC MANOPS are: a. 354.8 C. – is amended; b. 354.8 D. and 354.8 D. Note – are added; and c. 354.9 and 354.10 – are added and 354.9 (old) to 354.11 (old) are renumbered 354.11 to 354.13. D. PPS SIZE 1. ATC MANOPS 393.2 provides conditions for applying target resolution separation during conflict resolution, thereby ensuring that the PPS do not touch but does not mention any requirement for PPS size. Only ATC MANOPS 393.3 refers the reader to ATC MANOPS 532.1 for the PPS size and this is based on the non-compliance of the list found in ATC MANOPS 393.2. ATC MANOPS 532.1 will continue to be referenced until such time as all DSE are removed from towers. 2. The intent of ATC MANOPS is to display a minimum PPS size of 2 when providing target separation during conflict resolution. ATC MANOPS is modified to indicate this requirement. ATC MANOPS 393.4 is modified to maintain consistency with the wording in ATC MANOPS 393.2.

129 3. The changes to ATC MANOPS are: a. 393.2 B. – is added; and b. 393.4 – is amended. E. AUTOMATED WRONG-WAY ALTITUDE ALERTING 1. An automated wrong-way altitude alerting function is being added to RSiT. This function enables automated detecting of altitudes inappropriate for direction of flight in a designated airspace, and alerts the controller by blinking yellow text, for example, WWA, in the data tag. In addition, a manual wrong-way altitude indicator is being added to RSiT and CAATS. Controllers are directed to use one or the other feature, equipment permitting. 2. The changes to ATC MANOPS are: a. 432.1 – is amended to include 432.2 B. (old) and 432.2 B. Reference (old); b. 432.2 B. – is deleted; c. 432.2 C. Note (old) and 432.2 C. Reference (old) – are amended; d. 432.2 D. 2. Note (old), 432.6 Note 2, 502.2 A. 2. and 502.2 A. 4. – are edited to standardise terminology; e. 432.5 – is amended; f. 432.6 – is amended to replace “aircraft track” with “direction of flight”; g. 432.6 Note 1 – is deleted for correctness; h. 432.6 C. 2. and 432.6 C. 2. Note – are added to direct controllers to use either manual or automated wrong-way altitude alerting function, if practicable; i. 432.8 – is edited to delete unnecessary words and change to active voice; and j. 502.2 B., 502.2 C. and 502.2 C. Note – are edited to correct tense, delete excess words, and correct mood. F. PROVISION OF SERVICE 1. In an emergency, a controller may provide radar vectors through a communications agency. This procedure and its appended note are removed from ATC MANOPS 501.2 D. 1. – provision of radar control service – and re-drafted as ATC MANOPS 602.3. Placing this procedure in Part 6 – Emergencies – aligns it with other similar procedures and permits a definition of what constitutes an emergency for this application and who may determine that an emergency exists. 2. The changes to ATC MANOPS are: a. 501.2 A. Note – is deleted; b. 501.2 A. Reference – is added; c. 501.2 B. – is amended; d. 501.2 D. – the words “except if” are replaced by “unless”;

130 e. 501.2 D. 1. and 501.2 D. 1. Note – are removed and re-drafted as 602.3; f. 501.2 D. 2. and 501.2 D. 3. – are renumbered as 501.2 D. 1. and 501.2 D. 2.; g. 501.2 D. Reference – is modified; h. 602 – is renamed “RADAR”; and i. 602.3 – is added. G. HALO FUNCTION 1. A recent software fix to the inconsistency problem with the Halo radius readout of RSiT means that controllers can now rely upon this aid to help determine radar separation between present position symbols. 2. The change to ATC MANOPS is: a. 532.1 Note 2 – is edited for completeness and correctness. H. VECTORING 1. ATC MANOPS 541.3 directs controllers to provide the pilot with the purpose of a vector when initiated. They must also inform the pilot of the point to which the aircraft is being vectored to. When an aircraft files an open RNAV STAR and passes over the DTW, the flight crew are aware they will be vectored to the final approach course, because this information is included on the RNAV STAR chart as well as being published in the A.I.P. Canada. 2. The changes to ATC MANOPS are: a. 541.3 Note – is added allowing the controller to omit the purpose of the vector as well as the point to which the aircraft is being vectored if the aircraft has passed over the DTW on an open RNAV STAR; and b. 541.3 Reference – is added. I. REDUCED VERTICAL SEPARATION MINIMUM (RVSM) EXEMPTIONS 1. Height-keeping performance monitoring is a required portion of the State RVSM approval process for all operators intending to acquire such approval. One method of meeting this requirement is to conduct a monitoring flight using a GPS-based Monitoring Unit (GMU) to collect GPS data during the flight. GPS data can be collected on scheduled flights or monitoring specific flights. To ensure collection of sufficient position data, the flight must be straight and level at any altitude between FL 290 and FL 410 inclusive, for at least thirty minutes duration. 2. This direction replaces the memo dated December 16, 2002, issued by the Director, ATS Standards, Procedures and Operations on the subject of Flight Using GMU equipment for RVSM Monitoring. 3. To accommodate non-RVSM certified aircraft conducting certification/monitoring flights in RVSM airspace, ATC MANOPS 761.3 is amended. 4. The change to ATC MANOPS is: a. 761.3 G. and 761.3 G. Note – are added.

131 2. The following urgent ATS Operational Publication change is included: A. ADEQUATE CLEARANCE ABOVE A PROMINENT OBSTRUCTION 1. ATC MANOPS 546.4 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorial changes: A. Definitions – URGENT PIREP – the list is renumbered in the English version only; B. 106.2 Note – is changed to include a new ATS Information Bulletin reference number; C. 139.4 – the word “agreement” is changed to “arrangement”; D. 532.1 F. 1. Note 2 – is edited to remove mention of Brisay SSR; E. 546.4 B. 3. Diagram – is updated; and F. 625.1 Note 1 – the term UTC is added for consistency with CARs and the A.I.P. Canada. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-VIII

DEF-13 to DEF-14 DEF-13 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-5 to 1-6 1-5 to 1-6

1-27 to 1-28 1-27 to 1-28

1-31 to 1-32 1-31 to 1-32

1-37 to 1-38 1-37 to 1-38

3-59 to 3-60 3-59 to 3-60

3-79 to 3-80 3-79 to 3-80

4-21 to 4-24 4-21 to 4-24

5-3 to 5-6 5-3 to 5-6

5-19 to 5-22 5-19 to 5-22

5-29 to 5-36 5-29 to 5-36

6-1 to 6-4 6-1 to 6-4

6-13 to 6-14 6-13 to 6-14

132 7-31 to 7-32 7-31 to 7-32

10-15 to 10-16 10-15 to 10-16

APP1-3 to APP1-4 APP1-3 to APP1-4

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

133 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: October 23, 2003

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations

SUBJECT: ADEQUATE CLEARANCE ABOVE A PROMINENT OBSTRUCTION

1. An exemption issued by Transport Canada dated July 11, 2002 allows for the use of RSiT/NARDS when applying ATC MANOPS 546.4.

2. This change is implemented to allow for consistent application when utilizing RSiT and NARDS displays.

3. The changes to ATC MANOPS are:

A. 546.4 B. 2. – is reworded to include the use of RSiT and NARDS full display; and

B. 546.4 B. 3. Diagram – is changed to more accurately reflect the wording.

4. This is a mandatory verbal briefing item for all concerned staff. It is expected this change will be reflected in the next ATC MANOPS.

5. Please insert this page between pages 5-34 and 5-35 of ATC MANOPS.

134 ATCD: 2004-2 Effective: 2004-04-15 ATC Directive

1. NO MAJOR SUBJECT IN THIS DIRECTIVE. 2. THIS DIRECTIVE INCORPORATES TWO URGENT ATS OPERATIONAL PUBLICATION CHANGES: A. SAFETY ALERT; AND B. ILS SNOW REMOVAL PROCEDURES. 3. EDITORIAL CHANGES.

1. This directive contains no major subject requiring changes to ATC MANOPS. 2. The following urgent ATS Operational Publication changes are included: A. SAFETY ALERT 1. ATC MANOPS 507.1 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. B. ILS SNOW REMOVAL PROCEDURES 1. ATC MANOPS Definitions, 192, 193, 194, 195 and 346 are amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorial changes: A. Definitions – ALTITUDE READOUT – is corrected to match operational systems requirements; B. Definitions – ALTITUDE READOUT VALUE – is deleted as redundant; C. Definitions – INTERROGATOR – is deleted as it has an ordinary dictionary meaning; D. Definitions – LATERAL – is deleted as the definition is not correct (laterals are not described in the DAH), nor is the term used anywhere in ATC MANOPS; E. Definitions – MODE – is amended to match ICAO; F. Abbreviations – TOCC – is added;

135 G. Table of Contents –Part 1 and Part 3 – are updated; H. 336.12 D. – the words “or heading” are added; I. 507.1 Phraseology – a phraseology is restored as it was inadvertently removed in the urgent ATS Operational Publication change; J. 532.1 F. 1. Note 2 – is amended to explain that TRACS radar may support 5-mile separation if approved by Technical Operations; K. 903.1 B. and 912.2 B. – are amended to replace the symbol “#” with the letter “M”; L. 903.1 B. Note, 903.7 B. 1., 903.7 D. 1. and 912.2 B. Note – are deleted; M. 903.5 Example and 903.5 B. – are amended to replace “RAMP” with “RDPS”; N. 903.7 B. 1. (old 903.7 B. 2.), 903.7 C. 5., 903.7 D. 1. (old 903.7 D. 2.), 912.6 Example 1 and 912.6 B. – are amended to delete equipment-specific terms and correct; and O. 1021.3 G. 5. b. – is modified. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-3 to DEF-10 DEF-3 to DEF-10

ABB-3 to ABB-4 ABB-3 to ABB-4

1-1 to 1-2 1-1 to 1-2

1-55 to 1-56 1-55 to 1-60

3-1 to 3-2 3-1 to 3-2

3-9 to 3-10 3-9 to 3-10

3-31 to 3-32 3-31 to 3-32

3-37 to 3-38 3-37 to 3-38

3-41 to 3-42 3-41 to 3-42

5-9 to 5-10 5-9 to 5-10

5-21 to 5-22 5-21 to 5-22

9-5 to 9-10 9-5 to 9-10

136 9-27 to 9-28 9-27 to 9-28

10-9 to 10-10 10-9 to 10-10

Larry Boulet Director ATS Standards, Procedures and Operations

137 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: December 24, 2003

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Airport Operations Director, IFR Operations Director, Technical Training General Manager Airport Operations, Flight Information Centres

SUBJECT: SAFETY ALERTS

1. The Transportation Safety Board has noted in several recent aviation investigation reports the importance of standard phraseology that includes both corrective action and traffic information to all involved aircraft in the event of a loss-of- separation occurrence. A review of ATC MANOPS found that our operating procedures and phraseology for safety alerts are non-standard and unfamiliar to international civil aviation. ICAO provides standard operating procedures and phraseology for collision hazard information and for traffic avoidance advice: i.e., TURN LEFT/RIGHT IMMEDIATELY HEADING (number) TO AVOID TRAFFIC (bearing by clock-reference and distance).

2. ATCI 1999-2 and Squawk 7700 No. 9801 are deleted as they are no longer valid.

3. The change to ATC MANOPS is:

A. 507.1 Phraseology — is amended to match ICAO.

4. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the April 15, 2004 revision.

5. Please insert this page between pages 5-10 and 5-11 of ATC MANOPS.

138 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: February 26, 2004

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations Director, IFR Operations

SUBJECT: ILS SNOW REMOVAL PROCEDURES

1. It is NAV CANADA’s responsibility to ensure that its Instrument Landing Systems (ILS) meet the requirements described in technical manuals and ICAO documents. ILS must be operated in a manner that prevents signal distortion or reflection. Aside from the obvious need to cut down trees and remove obstacles, there is a necessity to remove accumulated snow in areas near localizer and glide path antennae to prevent signal reflections and distortion.

The local airport authority removes accumulated snow in these areas. Controllers may be required to process requests from local airport authorities or Technical Operations Coordination Center (TOCC) for snow removal and, in some units, to turn glide path or localizer signals on and off. ATC MANOPS is modified to provide direction with respect to snow removal near ILS antennae and to combine ILS related material in the same section.

2. A review of the installation of Philips and the newer ParkAir/Redlich ILS systems at airports has shown that the 500-foot ILS critical area as mentioned in ATC MANOPS is overly restrictive. New critical area dimensions for localizers and glide paths are introduced.

3. References to MLS have also been removed, as these systems are no longer operated in Canada.

4. The changes to ATC MANOPS are:

A. Definitions – FINAL APPROACH COURSE – “microwave landing system (MLS)” is deleted;

B. subsection 346 – is renumbered subsection 192 and amended;

C. subsection 193 (old subsection 192) – is amended;

D. 194.1 (old 193.1) – is amended;

E. 194.1 Note (old 193.1 Note) – is amended;

139 F. 194.1 Note 2 – is added;

G. 194.1 Reference (old 193.1 Reference) – is deleted;

H. 194.2 (old 193.2) – is amended and 193.2 Note (old) is deleted;

I. subsection 195 – a subsection on “ILS Snow Removal” is added;

J. 305.1 Reference and 344.5 Reference – are updated;

K. subsection 347 – is renumbered subsection 346; and

L. 346.4 (old 347.4) – “500” is changed to “250”.

5. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.

6. Please insert this page between pages DEF-6 and DEF-7, pages 3 through 6 between pages 1-54 and 1-55, page 8 between pages 3-10 and 3-11, page 9 between pages 3-38 and 3-39 and page 10 between pages 3-40 and 3-41 of ATC MANOPS.

140 ATCD: 2004-3 Effective: 2004-07-08 ATC Directive

1. MAJOR CHANGES. A. AGREEMENTS AND ARRANGEMENTS. 2. THIS DIRECTIVE INCORPORATES TWO URGENT ATS OPERATIONAL PUBLICATION CHANGES: A. DISPLAY PRESENTATION; AND B. WAKE TURBULENCE MINIMUM. 3. EDITORIAL CHANGES.

1. Major changes A. AGREEMENTS AND ARRANGEMENTS 1. ATSAMM 300 - Agreements and Arrangements, has been replaced to reflect current policy regarding these documents. As a result, other NAV CANADA manuals require updating. ATC MANOPS is amended accordingly. 2. It is necessary to distinguish between documents that must be handled in accordance with ATSAMM 300 (Agreements and Arrangements), and the words "agreement" and "arrangement" used in the sense of their dictionary meanings. Convention allows for this to be done via capitalization. ATC MANOPS is amended accordingly. 3. The changes to ATC MANOPS are: a. 101.2, 139.4, 352.6 E. Note, 361.2 A., 362.5 B. Note , 492.3 Note, 493.1 Note , 494.1 Reference, 495.2 Note , 512.1 C., 512.2 Note, 512.3 A., 512.6 A. 1. Note , 512.7 B.1.d., 573.1 A., 573.2 A. Note, 573.2 B., 583.1 B., 714.1 Note 1, 805.4 and 903.12 B. Note – amended for correctness and completeness; b. 133.2 Reference, 141.4 Reference, 494.1 Reference and 622.2 Reference – amended to reflect new arrangement of ATSAMM 300; c. 133.2 Note, 141.4 Note, 302.5 Note 1, 311.1 C. Note, 317.3 C., 352.6 C. Note 2, 362.5 D. 2., 363.1 Note, 422.4 A., 476.1 Note, 512.7 A., 653.1 D. Note, 661.1 Note 2 and 714.1 – agreement, arrangement, or both, capitalized; d. 183.1 Note – amended for correctness; e. 493.1 – amended to include FICs and to remove incorrect reference to CVFR aircraft;

141 f. 494.3 Reference – replaced by a Note for clarity; g. 805.4 Note 1 – amended for correctness and completeness and renumbered 805.4 Note; h. 583.1 B. Note and 805.4 Note 2 – deleted to remove incorrect information; and i. 805.4 Reference – reference to ATSAMM 302.2 added for completeness. 2. The following urgent ATS Operational Publication changes are included: A. DISPLAY PRESENTATION 1. ATC MANOPS Definitions, 502.1 C., 502.1 C. Note 1, and 502.1 C. Note 2 are amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. B. WAKE TURBULENCE MINIMUM 1. 381.2 is added to permit the use of a wake turbulence radar minimum in lieu of the 2 minute wake turbulence minimum. The existing ATC MANOPS 382.5 is incorporated and 382.5 is deleted. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorial changes: A. 102.2; the word “asterisk” is replaced by “star”. B. 307.2 A. Reference – is updated; C. 352.6 A. Reference – is updated; D. 352.6 A. 3. Reference – is updated; and E. 352.7 A. Reference – is updated. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VI ATC-V to ATC-VI

DEF-3 to DEF-6 DEF-3 to DEF-6

1-3 to 1-4 1-3 to 1-4

1-25 to 1-26 1-25 to 1-26

1-31 to 1-34 1-31 to 1-34

1-51 to 1-52 1-51 to 1-52

3-3 to 3-4 3-3 to 3-4

3-11 to 3-14 3-11 to 3-14

142 3-19 to 3-20 3-19 to 3-20

3-51 to 3-54 3-51 to 3-54

3-61 to 3-64 3-61 to 3-64

3-71 to 3-74 3-71 to 3-74

4-13 to 4-14 4-13 to 4-14

4-81 to 4-82 4-81 to 4-82

4-95 to 4-102 4-95 to 4-102

5-5 to 5-6 5-5 to 5-6

5-13 to 5-14 5-13 to 5-14

5-61 to 5-64 5-61 to 5-64

6-9 to 6-10 6-9 to 6-10

6-25 to 6-28 6-25 to 6-28

7-7 to 7-8 7-7 to 7-8

8-7 to 8-8 8-7 to 8-8

9-13 to 9-14 9-13 to 9-14

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

143 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: April 15, 2004

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations Director, IFR Operations

SUBJECT: DISPLAY PRESENTATION

1. One of the actions resulting from a level three OSI dealing with “Radar Target Loss”, was to amend ATC MANOPS to provide guidance and procedures on how a “Coast List” will be maintained.

2. The changes to ATC MANOPS are:

A. Definitions – COAST LIST – is added;

B. 502.1 C. – is amended adding information about displaying a full format of the coast list;

C. 502.1 C. Note 1 – is added to clarify that a coast list “header” does not meet criteria described in 502.1 C.; and

D. 502.1 Note 2 – is added to remind controllers that coast lists should be kept manageable by deleting any superfluous information.

3. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the July 8, 2004 edition of ATC MANOPS.

4. Please insert this page between pages DEF-4 and DEF-5 and page 3 between pages 5-4 and 5-5 of ATC MANOPS.

144 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: May 13, 2004

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations Director, IFR Operations

SUBJECT: WAKE TURBULENCE MINIMUM

1. For several years, we have permitted wake turbulence radar spacing in lieu of the wake turbulence time minimum for aircraft departing from the threshold of the runway. Since the radar minima between the different aircraft groups provide the same real spacing between the aircraft, as is guaranteed by the time standard, Transport Canada approved the practice many years ago. As well, both the FAA and ICAO permit this application.

2. Last year, a study into wake turbulence revealed that about one-half of Canadian control towers are also substituting ATC MANOPS 533.2 radar minima in lieu of the 3-minute time minimum for aircraft departing from runway intersections into the wake of heavier aircraft. Furthermore, we are concerned that radar minima are being used in lieu of the 3-minute time minimum for aircraft departing after a heavier aircraft has overflown the runway.

Although these two applications have been permitted in the past, we are revoking their use immediately. In future, controllers shall provide 3-minute spacing, as is required in ATC MANOPS 382.2 A. and 382.4 and CARs.

3. Our study on intersection departures showed that in most cases, ATC MANOPS 533.2 radar minimum does not afford the same spacing as the time standard when the aircraft takes-off from an intersection. In some cases, less than 2 minutes spacing can exist between aircraft using a radar minimum from the intersection.

4. This decision is also based on other factors:

A. The likelihood of encountering vortices increases exponentially the closer the departure is to the take-off point of the preceding aircraft. Furthermore, an intersection take-off can occur in all-weather conditions or at night when it is difficult or impossible for a pilot to determine the take-off point of the preceding aircraft.

B. An aircraft is cleared for take-off without having requested a wake turbulence waiver and may not be aware that the 3- minute standard is not being applied. Moreover, when a radar minimum is used in lieu of a time standard, there is no requirement to provide a wake turbulence cautionary.

145 C. Transport Canada has informed us that they would not support the application of a radar minimum in lieu of the 3-minute wake turbulence minimum for an intersection departure. Neither the FAA nor ICAO permit this application.

D. Expediting traffic behind a heavier category aircraft should not be a consideration in the application of wake turbulence separation.

5. The changes to ATC MANOPS are:

A. 381.2 – is added to permit the use of a wake-turbulence radar minimum in lieu of the 2-minute wake turbulence minimum. The existing ATC MANOPS 382.5 is incorporated; and

B. 382.5 – is deleted.

6. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.

7. Please insert this page between pages 3-70 and 3-71 of ATC MANOPS.

146 ATCD: 2004-4 Effective: 2004-09-30 ATC Directive

1. MAJOR CHANGES: A. SPECIAL USE AIRSPACE; B. RESOLUTION ADVISORY REPORTING; C. SUPERSONIC TRANSPORT; D. WORDS AND PHRASES; AND E. INITIAL IDENTIFICATION BY AN ATC UNIT. 2. THIS DIRECTIVE INCORPORATES TWO URGENT ATS OPERATIONAL PUBLICATION CHANGES: A. TRANSPORT CANADA VIP CALL SIGNS; AND B. NOTIFICATION TO THE PILOT. 3. EDITORIAL CHANGES.

1. Major changes: A. SPECIAL USE AIRSPACE 1. The following amendment incorporates the actions described in the memorandum on Special Use Airspace dated Nov. 27, 2002. 2. The following procedures are implemented in response to a level 3 Operations Safety Investigation titled “Incursions into Special Use Airspace”. This report attributed some of the causes of airspace incursions to inappropriate handling of special use airspace information. These causes were identified as latent unsafe conditions in the SUA Level 3 report. 3. The purpose of these procedures is to apply national standards for the processing of special use airspace information so all appropriate sectors are notified of all special use airspace activation/deactivation on a timely basis. Air traffic controllers must be aware of the new definitions and abbreviations which are being added to ATC MANOPS. 4. The changes to ATC MANOPS are: a. Definitions – SPECIAL USE AIRSPACE – is added; and b. Abbreviations – SUA – is added.

147 B. RESOLUTION ADVISORY REPORTING

1. This direction replaces the memo dated July 15th, 2003, issued by the Director, ATS Standards, Procedures and Operations on the subject of resolution advisory reporting. Instances of an aircraft deviating from its clearance as a result of an ACAS/TCAS resolution advisory or GPWS/TAWS warning, are to continue to be reported through the Aviation Occurrence Reporting System, but the Resolution Advisory Reporting Form has been discontinued. 2. ATCI 2002-1 is deleted as it is out-of-date. 3. The changes to ATC MANOPS are: a. Definitions – TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM – is amended to match the FAA definition (no commercial development of TCAS-III exists); b. Subsection 127 – is renamed ACAS/TCAS and GPWS/TAWS; c. 127.1 – is edited for correctness since GPWS/TAWS provides warnings, not resolution advisories; d. 127.2 – is edited for correctness and an example of pilot phraseology is added; e. 127.3 and 127.4 – are edited for correctness; f. 127.4 Example – is corrected to match ICAO standard phraseology published in A.I.P. Canada (no standard phraseology exists for a manoeuvre in response to a GPWS/TAWS warning); and g. 127.5 – is deleted as use of the Resolution Advisory Reporting Form has been discontinued. C. SUPERSONIC TRANSPORT 1. The Concorde has retired from service and, since it has no planned successor, existing information and procedures about SST are unnecessary. 2. ATSI 2000-3 – Supersonic Transport Operations in Canadian Domestic Airspace is deleted. 3. The changes to ATC MANOPS are: a. Abbreviations – SST – is deleted; and b. Section 770 – Supersonic Transport Procedures is deleted and Section 780 (old) is renumbered 770. D. WORDS AND PHRASES 1. Use of a standard published phraseology assures reliable communication between parties involved in the provision and use of air traffic services. This has been the subject of previous bulletins, i.e., ATSI 2001-6, A Reminder-NAV CANADA Focus on Safety in ATS; ATSI-9602, Foreign Air Carrier-Operations; and Squawk 7700, No. 8802, Professional Communications. 2. The changes to ATC MANOPS are: a. Subsection 213 – is amended to closely match ICAO wording;

148 b. 303.1 Phraseology – is amended; c. 304.3 Phraseology – is amended; d. 404.1 C. Phraseology, 404.2 B. Phraseology and 404.2 B. 1. Phraseology – “CHECK” is changed to “ROGER” and amended; e. 404.2 B. 2. Phraseology – “BE ADVISED THAT” is deleted; f. 413.1 Phraseology, 436.1 Phraseology and 546.3 B. Phraseology – “NOT POSSIBLE” is changed to “UNABLE” in the English version only; g. 415.2 A. Example – the word “RECLEARED” is added; h. 431.1 Phraseology – is amended; i. 437.1 Phraseology and 503.1 Phraseology – “VERIFY” is changed to “REPORT”; j. 503.2 Phraseology – is amended; and k. 546.3 B. Phraseology – is edited for correctness in the English version only. E. INITIAL IDENTIFICATION BY AN ATC UNIT 1. The services provided by FSS and ATC to radar identified aircraft differ. FSS do not provide a radar control service and continuous radar flight following is not guaranteed. ATC cannot provide control services based on identification of an aircraft by FSS. ATC shall ensure aircraft are identified in accordance with ATC MANOPS 511 prior to any ATC MANOPS application. 2. The change to ATC MANOPS is: a. 511.6 – is reworded to include only Air Traffic Control Units. 2. The following urgent ATS Operational Publication changes are included: A. TRANSPORT CANADA VIP CALL SIGNS (JULY 15, 2004) 1. ATC MANOPS 132.3 is amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. B. NOTIFICATION TO THE PILOT (JULY 29, 2004) 1. ATC MANOPS 314.1 D., 314.2 C. and 314.3 D. are amended in accordance with the ATS Operational Publication Change. 2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this ATCD. 3. Editorial changes: A. Record of Amendment – a page is added; B. Index – is updated; C. 135.6 – the word “mercury” is changed to “digital”;

149 D. 165.5 A. – the words “and distance” are added; E. 377.2 A. – the word “and” is changed to “or”; F. 511.1 E. and 612.1 A. – the quotation marks are deleted; G. 532.6 – the numbering of the Reference, Diagram and Note are updated in the English version only; H. 602.1 C. Note – “20” is changed to “5”; and I. 721.1 Reference – NADS Operators Guide is deleted to eliminate confusion with the newer users manual. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-V to ATC-VIII ATC-V to ATC-X

DEF-11 to DEF-14 DEF-11 to DEF-14

ABB-3 to ABB-4 ABB-3 to ABB-4

IND-1 to IND-10 IND-1 to IND-10

1-1 to 1-2 1-1 to 1-2

1-17 to 1-20 1-17 to 1-20

1-23 to 1-24 1-23 to 1-24

1-29 to 1-30 1-29 to 1-30

1-43 to 1-44 1-43 to 1-44

2-9 to 2-16 2-9 to 2-16

3-9 to 3-10 3-9 to 3-10

3-13 to 3-16 3-13 to 3-16

3-67 to 3-68 3-67 to 3-68

4-5 to 4-6 4-5 to 4-6

4-9 to 4-12 4-9 to 4-12

4-19 to 4-20 4-19 to 4-20

4-27 to 4-28 4-27 to 4-28

5-5 to 5-6 5-5 to 5-6

5-11 to 5-12 5-11 to 5-12

150 5-23 to 5-24 5-23 to 5-24

5-33 to 5-34 5-33 to 5-34

6-3 to 6-6 6-3 to 6-6

7-1 to 7-2 7-1 to 7-2

7-9 to 7-10 7-9 to 7-10

7-35 to 7-38 7-35 to 7-36

10-19 to 10-20 10-19 to 10-20

Larry Boulet Director ATS Standards, Procedures and Operations

151 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: July 15, 2004

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations Director, IFR Operations

SUBJECT: TRANSPORT CANADA VIP CALL SIGNS

1. Transport Canada has introduced new VIP call signs for those times when their aircraft are carrying either the Prime Minister of Canada or Her Excellency the Governor General of Canada.

2. These call signs are TRANSPORT 01 and TRANSPORT 02 for the Prime Minister and Governor General respectively.

3. These flights will be entitled to the VIP flight priorities currently identified in our operational manuals.

4. The change to ATC MANOPS is:

A. 132.3 and associated notes – are amended to identify these aircraft identifications.

5. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.

6. Please insert this page between pages 1-24 and 1-25 of ATC MANOPS.

152 Doc. Ref.: AVNE 5400-102-8

Larry Boulet Director, ATS Standards, Procedures and Operations Direct Line: (613) 563-5657

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: July 29, 2004

TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS cc: Manager, Airspace and Procedures Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations Director, IFR Operations

SUBJECT: NOTIFICATION TO THE PILOT

1. Consultations with Transport Canada enforcement officials and NAV CANADA Legal have determined that there is no regulated requirement to inform the pilot when an Aviation Occurrence report is being filed, as per ATC MANOPS 314 and 1041. This new information, coupled with comments from operational units and certain airlines confirming the difficulties with this practice, has prompted Head Office to rescind the existing direction.

2. The changes to ATC MANOPS are:

A. 314.1 D., 314.2 C. and 314.3 D. – are amended;

B. 1041.2 N. Reference – is added in the English version only to align with the French; and

C. 1041.3 – is deleted.

3. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.

4. Please insert page 1 through 3 between pages 3-14 and 3-15 and page 4 between page 10-20 and 10-21 of ATC MANOPS.

153 ATCD: 2005-1 Effective: 2005-01-20 ATC Directive

1. MAJOR CHANGES: A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM); B. RADAR POSITION SYMBOL; C. ALTITUDE READOUTS; D. ELT FOLLOW-UP, BAILOUT SIGNALS; E. CROSSING AN ACTIVE RUNWAY; AND F. WRONG WAY ALTITUDE. 2. MINOR CHANGE: A. LONGITUDINAL SEPARATION; 3. EDITORIAL CHANGES.

1. Major changes: A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM) 1. NAV CANADA is implementing Reduced Vertical Separation Minimum (RVSM) at 09:01 UTC January 20, 2005 between FL290 and FL410 inclusive, in Southern Domestic Airspace (SDRVSM). Concurrently, all Canadian Domestic Airspace will be designated as RVSM Airspace. RVSM airspace is exclusionary, and aircraft and operators that have not received RVSM approval from their responsible State of authority, with limited exceptions, will not be permitted to operate in RVSM airspace; 2. The application of RVSM by NAV CANADA controllers was first introduced in the North Atlantic Region (NAT), as well as portions of the Montreal, Moncton and Gander FIRs/CTAs adjacent to NAT airspace in March, 1997. RVSM procedures were incorporated into ATC MANOPS Part 7 – Special Procedures. In February of 2000, the use of RVSM was expanded over the Pacific (PAC) Region and the Vancouver FIR/CTA. In April of 2002, the use of RVSM was expanded to Northern Canadian Domestic Airspace (NDA), and in October 2002, the remainder of the Moncton FIR/CTA. The airspace in the NAT/PAC Regions and NDA between FL290 and FL410 inclusive is RVSM exclusionary, where as the remaining

154 Canadian Domestic Airspace where RVSM was applied, prior to 09:01 UTC January 20, 2005, was RVSM Transition Airspace; 3. The SDRVSM implementation will be concurrent with RVSM implementations in the United States and Mexico; 4. To reflect the change in the application of RVSM, from a Special procedure used in designated areas to common operating procedure throughout Domestic airspace, the direction and information previously contained in Section 760, has been incorporated into the appropriate sections of MANOPS. Additional direction and information has been added, where required; and 5. The changes to ATC MANOPS are: a. Definitions – REDUCED VERTICAL SEPARATION MINIMUM – is changed; b. Definitions – NON-RVSM AIRCRAFT and RVSM AIRCRAFT – are added; c. Section 760, Reduced Vertical Separation Minimum (RVSM) Control Procedures – is renumbered 408; d. 408.1 (old 761.1) – is amended to reflect the elimination of RVSM Transition Airspace; e. 408.1 Note – is added to explain where dimensions of RVSM airspace are found; f. 408.2 (old 761.2) – is amended to reflect new definitions; g. 408.2 Note (old 761.2 Note) – is amended; h. 408.3 Note 1 (old 761.3 Note) – is amended to include the National Operations Centre (NOC) as the point of contact for obtaining approval for Non-RVSM aircraft for flights planned into more than one FIR, or a transborder flight. The lead time has been reduced from a minimum of 4 and a maximum of 12 hours in advance to not less than 2 hours in advance of the intended departure time; i. 408.3 Note 2 – is added to recognize the unique requirements of medevac flights for prior approval and coordination; j. 408.3 Reference (old 761.3 Reference) – is amended; k. 408.3 B. and 408.3 F. (old 761.3 B. and 761.3 F.) – are amended to reflect the definition of Non-RVSM aircraft; l. 408.3 G. and 408.3 G. Note (old 761.3 G. and 761.3 G. Note) – are amended to include monitoring/certification or developmental flights; m. 408.4 (old 763.3) – is amended to include formation flights; n. 408.5, 408.5 A., 408.5 B. and 408.5 C. (old 764.1, 764.1 A., 764.1 B. and 764.1 C.) – are amended to add direction in the event an RVSM aircraft loses RVSM certification while operating in RVSM airspace; o. 408.5 Note 1 – is added to explain that at the time of an in flight equipment failure, separation may not exist, and it is understood that the traffic situation may not permit the controller to immediately establish separation;

155 p. 408.5 Note 2 – is added to explain that the controller is to acknowledge notification of an RVSM aircraft operating with a single primary altimeter and continue to treat the aircraft as an RVSM aircraft; q. 408.5 Reference – is added; r. 408.5 F. – is added to reflect reporting requirement; s. 408.6 (old 761.4) – is amended; t. 408.6 Note 1 – is added to explain that Non-RVSM aircraft climbing/descending through RVSM airspace must be capable of climb/descent at the normal rate for the aircraft, and not need to level off at an intermediate altitude in RVSM airspace for operational considerations; u. 408.6 Note 2 – is added to permit controllers to level off Non-RVSM aircraft in RVSM airspace for traffic management, and to remind controllers that the vertical separation of the Non-RVSM aircraft from all other aircraft is 2,000 feet; v. 408.6 Reference – is added; w. 408.7 (old 763.4) – is amended to reflect definitions of RVSM aircraft; x. 408.8 (old 764.2) – is amended to include mountain wave activity and its applicability to RVSM non-radar airspace; y. 408.8 C. Note – is amended to reflect that RVSM may temporarily be suspended by the Shift Manager or delegate; z. 408.9 – is added to address aircraft reports of greater than moderate turbulence and/or mountain wave activity in RVSM radar airspace; aa.408.9 Reference – is added; ab.432.2 A. Reference – is updated; ac. 437.3 – is amended to reflect that “Report Reaching” phraseology for climb and descent clearances is only required in RVSM non-radar airspace; ad.437.3 Phraseology and 437.3 Reference – are added; ae.472.2 – is amended to reflect the vertical delimitation of RVSM airspace (FL290 – FL410, inclusive); af. 472.2 B. Note – is deleted; ag.492.9 – is added to state the requirement for coordination between vertically adjacent sectors where there is a vertical sector split in RVSM airspace, and a Non-RVSM aircraft is operating less than 2,000 ft from the vertical sector boundary; ah.504.1 C. – is added to display 2000 plus 200 feet if the vertical sector boundary is within RVSM airspace; ai. 504.1 C. Note – is added to indicate that although the first usable altitude in a vertically adjoining sector in RVSM airspace may be 1000 feet from the vertical sector limit, it is necessary to view 2,000 feet plus 200 feet to account for Non-RVSM aircraft operating in proximity to the vertical sector boundary;

156 aj. 512.3 B. – is amended to include an aircraft’s RVSM status if a Non-RVSM aircraft is operating in RVSM airspace when effecting a hand-off; ak. 512.3 B. Phraseology – is added; al. 512.7 B. 1. e. – is added to include an aircraft’s RVSM status if a Non-RVSM aircraft is operating in RVSM airspace in conjunction with omitting verbal hand-offs between IFR units; am.512.7 B. 1. e. Phraseology – is added; an.513.9 – is added to give direction to controllers to acknowledge receipt of information regarding an aircraft’s RVSM status; ao.514.3 C. – is added to include an aircraft’s RVSM status if it is a Non-RVSM aircraft operating in RVSM airspace; and ap.514.3 C. Phraseology – is added for completeness. B. RADAR POSITION SYMBOL 1. The term "present position symbol" (PPS) is replaced by "radar position symbol" (RPS) to clearly distinguish radar derived position information from flight plan derived position information (for example, NADS), or ADS derived position information and to standardise terminology with ICAO; and 2. The changes to ATC MANOPS are: a. Definitions – RADAR POSITION SYMBOL – is added; b. Definitions – TARGET/PPS and TARGET/PPS RESOLUTION – are amended to delete PPS; c. Abbreviations – PPS is replaced by RPS; d. 393.2 – "PPS" is changed to "radar targets"; e. 393.2 B., 502.2, 511.1 E., 511.1 F., 511.1 F. Note, 511.1 G., 511.1 G. Note, 511.1 H., 511.4 Note, 511.7, 512.4, 512.6 A. 1, 512.6 B., 513.1 A., 513.4 A., 513.4 B., 513.5 A., 521.3, 531.1, 531.3 B. Note, 532.1 Note 2, 532.1 A. 2. a., 532.1 D. 1. Note, 532.1 E. 4., 532.3 B., 532.8 and 571.1 B. 3. – are amended to replace "PPS" with "RPS"; f. 532.1 A. 2. a. Note – is deleted as redundant; and g. 532.9 – the words "airspace" and "PPS" are replaced with "area" and "RPS". C. ALTITUDE READOUTS 1. An Urgent ATS Operational Publication Change published on March 7, 2002, and subsequently incorporated into ATC MANOPS, noted a flaw in processing of Mode C altitude information which could result in an incorrect altitude readout display for an aircraft. To mitigate the risk, interim procedures were added to ATC MANOPS 503.11 until the radar data processing system (RDPS) was fixed. Since then, the RDPS has been fixed and all IFR units have implemented it, meaning the interim procedures may be safely deleted from ATC MANOPS; and

157 2. The change to ATC MANOPS is: a. 503.11 – is amended to match current RDPS behaviour. D. ELT FOLLOW-UP, BAILOUT SIGNALS 1. Currently, there is no requirement in ATC MANOPS for controllers to coordinate with other ATS units when attempting to locate the source of an Emergency Locator Transmitter (ELT) signal. Enlisting the aid of other agencies in the area enables more aircraft to be reached and enhances the possibility of earlier identification of the source of the ELT; 2. ATC MANOPS is modified to require controllers to coordinate with nearby ATS units before notifying the Rescue Coordination Centre (RCC) through the ACC; 3. The Department of National Defence (DND) has provided information on automatic pilot ejection (bailout) signals and has requested NAV CANADA to notify the appropriate RCC if a bailout signal is detected; 4. Modern military aircraft bailout signals are transmitted on UHF Guard (243.0 mHz). A bailout signal differs from an ELT signal and has a distinct repeating "ping" which descends in tone. Military aircraft squawk 7700 and emit a bailout signal after the aircrew has ejected; 5. Direction and amplifying information is provided to controllers in 625.3; and 6. The changes to ATC MANOPS are: a. 625 – is changed to "ELT and Automatic Pilot Ejection (Bailout) Signals"; b. 625.1 A. – is added; c. 625.1 A. (old) – is renumbered 625.1 C.; and d. 625.3 – is added. E. CROSSING AN ACTIVE RUNWAY 1. The practice of crossing an active runway after a landing clearance is issued was addressed at the Air Traffic Services Advisory Group (ATAG) in September 2002 and again as a result of two Operational Safety Investigations where the practice was identified and considered to be contrary to ATC MANOPS; 2. There is no specific MANOPS direction for approving or denying runway crossings after a landing clearance is issued but rather, emphasis is placed on ensuring the runway is free of obstacles before the landing aircraft crosses the threshold. Given the operational importance of the runway threshold as a cut-off point, controllers are relying on MANOPS 101.4 and 361.7 to safely move airport ground traffic across active runways; 3. A Hazard Identification and Risk Analysis (HIRA) was conducted on how to respond to a request to cross a runway after a landing clearance is issued. As a result of this analysis, direction is added in ATC MANOPS that will provide controllers with necessary guidance; and 4. Changes to ATC MANOPS are: a. 308.2 – a reference to ASDE is added; b. 344.4 – a new 344.4 is added;

158 c. 344.4 to 344.12 – are renumbered accordingly; and d. 354.8 – is modified. F. WRONG WAY ALTITUDE 1. The SDRVSM Safety Plan contains a deficiency which relates to the interface of Oceanic and Domestic airspace. The RVSM Table of Cruising levels and the Flight Level Allocation Scheme employed in the NAT do not match. In addition, traffic in the PAC routinely operate at cruising levels contrary to the RVSM Table of Cruising levels. ATC MANOPS is amended to facilitate an orderly flight level transition to/from oceanic airspace; 2. The change to ATC MANOPS is: a. 432.1 C. is added to provide authority for air traffic controllers to approve a WWA for aircraft that are transitioning to/from oceanic airspace and a provison that the transition must take place within 200 nautical miles of the boundary of oceanic airspace is included. 2. Minor change: A. LONGITUDINAL SEPARATION 1. To better define and illustrate the principle of time-based longitudinal separation, the existing MANOPS 474.2 – text and illustration are replaced; 2. The new MANOPS 474.2 Note explains the application and the revised Diagram illustrates the application when the aircraft are same speed and when the succeeding aircraft is faster; and 3. The changes to the ATC MANOPS are: a. 474.1 – Existing text edited for clarity; b. 474.2 – Existing text replaced; c. 474.2 Note – New note is added to explain the application; and d. 474.2 Diagram – Existing diagram is replaced. 3. Editorial changes: A. Definitions – DAYLIGHT, EVENING CIVIL TWILIGHT and MORNING CIVIL TWILIGHT are added for completeness; B. Definitions – NIGHT – is amended; C. 102.5 – amended to delete mention of regions; D. 103.1 Note – amended to replace Director, Air Traffic Services with Director, ATS Standards, Procedures and Operations; E. 112.1 Note – amended to replace Regional Office with Unit Managers; F. 124.2 – edited to delete "Regional administrative office"; G. 303.1 Phraseology – amended to replace "TAXI TO POSITION (runway)" with "TAXI TO POSITION RUNWAY (number)";

159 H. 353.4 B. – amended to replace "Regional Manager, Safety and Service Design" with "unit manager" for correctness; I. 353.7 – amended to delete "under the authority of the Regional Manager, Safety and Service Design" as unnecessary; J. 377.2 – amended to correspond with the TP 312 definition; K. 413.1 B. Note – amended to replace "The Director Air Traffic Services determines a requirement" with " a requirement has been determined" for correctness and simplicity; L. 532.1 C. – amended to replace "Regional Director, NAV CANADA" with "Director, ATS Standards, Procedures and Operations"; M. 551.4 – amended to replace "Regional Director, NAV CANADA" with "Director, ATS Standards, Procedures and Operations"; N. 634.1 – edited to delete B&C as unnecessary as well as add requirement to contact Shift Manager. Applicable references renumbered; O. 912.15 B. Note 1 – amended to delete the word "landing"; and P. 1003.4 and 1003.5 – old 1003.4 and 1003.5 merged into new 1003.4 for correctness. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-VII to ATC-VIII ATC-VII to ATC-VIII

DEF-5 to DEF-14 DEF-5 to DEF-16

ABB-1 to ABB-4 ABB-1 to ABB-4

1-5 to 1-8 1-5 to 1-8

1-15 to 1-16 1-15 to 1-16

3-9 to 3-12 3-9 to 3-12

3-37 to 3-42 3-37 to 3-42

3-57 to 3-60 3-57 to 3-60

3-67 to 3-68 3-67 to 3-68

3-79 to 3-80 3-79 to 3-80

4-1 to 4-102 4-1 to 4-104

5-5 to 5-26 5-5 to 5-26

5-37 to 5-38 5-37 to 5-38

5-57 to 5-58 5-57 to 5-58

160 6-13 to 6-16 6-13 to 6-16

7-1 to 7-2 7-1 to 7-2

7-31 to 7-36 7-31 to 7-32

9-31 to 9-32 9-31 to 9-32

10-3 to 10-4 10-3 to 10-4

Larry Boulet Director ATS Standards, Procedures and Operations

INTEN TIONALLY LEFT BLANK

161 ATCD: 2005-2 Effective: 2005-04-14 ATC Directive

1. MAJOR CHANGE: A. TCU. 2. MINOR CHANGE: A. RCAP. 3. EDITORIAL CHANGES.

1. Major change: A. TCU 1. With the relocation of the Ottawa TCU to the Montreal ACC, it is necessary to amend ATC MANOPS to remove some of the inappropriate references to Terminal Control Units. 2. The changes to ATC MANOPS are: a. Definitions – AIR TRAFFIC CONTROL UNIT – is changed by deleting part B. dealing with the TCU and renumbering the following sub-paragraphs accordingly; b. Definitions – AIR TRAFFIC SERVICES – is changed by deleting the reference to a TCU in part A. 2.; c. Definitions – TERMINAL CONTROL SERVICE – is changed by deleting the reference to a TCU, and renumbering the following sub-paragraphs accordingly; d. Abbreviations – TCU – is deleted; e. 134.5 B. Note – is changed by deleting the reference to collocated TCUs; f. 806.2 F. and 831.2 Note 2 – is changed by removing the reference to a TCU; g. 1023.3 A. and 1023.4 A. – are deleted to remove the reference to a TCU; and h. 1023.3 B. 1. and 1023.3 B. 2. – are renumbered and modified. 2. Minor change: A. RCAP 1. With the introduction of restricted instrument approaches and the RCAP publication, a change was required to ATC MANOPS to be more inclusive.

162 2. The changes to ATC MANOPS are: a. Abbreviations – RCAP – is added; and b. 465.1 – the words “or RCAP” are added. 3. Editorial changes: A. Definitions – AIR TRAFFIC, AIRFILE, AREA NAVIGATION, BACKTRACK, CEILING, DISTANCE MEASURING EQUIPMENT, DOWNWIND LEG and EMERGENCY COORDINATOR CENTER – are updated for consistency with the Glossary for Pilots and Air Traffic Services Personnel; B. Definitions – COMPANY ROUTE – is deleted, as it is no longer published for IFR flights in controlled airspace; C. Definitions – CONTROLLER JURISDICTION SYMBOL (CJS) – is amended for correctness; CAATS CJS could be three characters instead of one or two; D. Defintion of DISCRETE EMERGENCY FREQUENCY, abbreviation of AFF, 315.3 Note, 361.3, 363.1 Note, 621.1 A. 2., 622.2, 653.1 A., 653.1 D. Note, 661.1 Note 1 and 661.1 Note 2 – “AFF” is changed to “ARFF” to remain consistent with the CARs; E. Abbreviations – NAR, OAC and PED – are deleted; F. 113.7 – is deleted, this is direction to managers, not controllers; and managers will provide relief according to existing ATSAMM 203.5; G. 113.8 – is deleted; this is direction to managers, not controllers; and managers will provide a description of duties for each operating position according to existing ATSAMM 203.6; H. 113.9 – is moved to new ATSAMM 203.7; I. 132.1 A. 2. – the word “apperas” is changed to “appears” in the English version only; J. 212.5 Example – the word “feet” is added in the English version only; K. 244.1 – is amended to add “shift manager”; L. 244.1 Reference – is added; M. 244.2 – is deleted; this is direction to managers, not controllers, and managers will forward CIRVIS reports according to new ATSAMM 203.5; N. 308.2 Reference – is updated in the English version only; O. 335.1 E. – is amended to replace "Regional Director" with "Director, ATS Standards and Procedures"; P. 363.4 Phraseology – is amended to replace “CHANGE” with “CONTACT” for correctness; Q. 363.5 – is amended to permit the release of IFR aircraft from tower frequency without assigning another frequency provided an assigned SID contains communication transfer instructions; R. 363.5 Phraseology – is renumbered 363.5 A. Phraseology; S. 408.6 – is amended;

163 T. 408.6 Note 2 – is deleted to move direction from the note into the appropriate paragraph; U. 422.2 Phraseology – is amended to include North American Route designator; V. 422.3 C. 1. – the word “clearance” is changed to “flight plan”; W. 422.6 – is deleted as direction about company routes is no longer relevant; remaining direction about approach procedures is moved to subsection 465 and 422.7 to 422.10 are renumbered 422.6 to 422.9; X. 465.2 – is added to include existing direction about restricted instrument procedures and 465.2 to 465.9 are renumbered 465.3 to 465.10; Y. 532.1 Note 2 – is amended to delete mention of the Position Entry Device (PED); there are no longer any PED sysmbols in use on any NAV CANADA situations display, including NARDS and all variations of the SiT; Z. 652.1 – is amended to add direction to inform the ACC Shift Manager when it is known that an aircraft bomb threat or hijacking exists; AA.652.1 Reference – is added for completeness; AB.652.2 and 652.3 – are deleted; the direction is for managers, not controllers; direction is combined and added to ATSAMM 231.4 (new); and AC.Section 730 – is deleted. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-VII to ATC-VIII ATC-VII to ATC-VIII

DEF-1 to DEF-16 DEF-1 to DEF-16

ABB-1 to ABB-4 ABB-1 to ABB-4

1-9 to 1-10 1-9 to 1-10

1-23 to 1-24 1-23 to 1-24

1-27 to 1-28 1-27 to 1-28

2-7 to 2-8 2-7 to 2-8

2-23 to 2-24 2-23 to 2-24

3-11 to 3-12 3-11 to 3-12

3-15 to 3-16 3-15 to 3-16

3-27 to 3-28 3-27 to 3-28

3-61 to 3-64 3-61 to 3-64

4-9 to 4-10 4-9 to 4-10

164 4-15 to 4-18 4-15 to 4-18

4-43 to 4-46 4-43 to 4-46

5-19 to 5-20 5-19 to 5-20

6-9 to 6-10 6-9 to 6-10

6-23 to 6-28 6-23 to 6-28

7-1 to 7-2 7-1 to 7-2

7-11 to 7-32 7-11 to 7-32

8-7 to 8-8 8-7 to 8-8

8-17 to 8-18 8-17 to 8-18

10-13 to 10-14 10-13 to 10-14

Larry Boulet Director ATS Standards and Procedures

165 ATCD: 2005-3 Effective: 2005-07-07 ATC Directive

1. NO MAJOR SUBJECT IN THIS DIRECTIVE. 2. EDITORIAL CHANGES.

1. This directive contains no major subject requiring changes to ATC MANOPS. 2. Editorial changes: A. Foreword – the Director’s title is amended; B. Abbreviations – TSR – is changed for correctness; C. 103.1 Note and 532.1 C. – “ATS Standards, Procedures and Operations” is changed to “ATS Standards and Procedures”; D. 115.1 Note – is edited to eliminate redundancy in the English version only; E. 118.4 Note 1 – the words “and RVSM Transition airspace” are deleted; F. 137.1 – is edited to eliminate redundancy in the English version only; G. 363.5 A. – is amended for clarity; H. 422.3 C. 1. – “flight plan” is changed to “clearance” as the term “clearance” was deleted in error in the last amendment. In a non-radar environment, the clearance issued to the aircraft must specify the route to the first compulsory reporting point, if the expression “via flight planned route” is to be used; I. 503.6 – is amended to replace “sector or unit” with “controller” for consistency and add “and the controller relieving you” to the direction; J. 503.7 – is amended to delete condition D.; K. 551.4 – “According to the Director, ATS Standards, Procedures and Operations” is changed to “Where approved by the Director, ATS Standards and Procedures” in the English version only; L. 903.2 C.– is amended to match the capabilities of various automated systems, including CAATS, more than one letter from the equipment list can be entered following the aircraft type designator on their flight progress strip; additional letters can still be found in box 16. 903.2 C. Note 1 is modified and renumbered 903.2 C. Note and 903.2 C. Note 2 is deleted; and M. 921.2 – landing area other than a published runway – the word “landing” is deleted.

166 3. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-I to ATC-II ATC-I to ATC-II

ATC-VII to ATC-VIII ATC-VII to ATC-VIII

ABB-3 to ABB-4 ABB-3 to ABB-4

IND-1 to IND-10 IND-1 to IND-10

1-5 to 1-6 1-5 to 1-6

1-11 to 1-14 1-11 to 1-14

1-31 to 1-32 1-31 to 1-32

3-63 to 3-64 3-63 to 3-64

4-15 to 4-16 4-15 to 4-16

5-5 to 5-8 5-5 to 5-8

5-21 to 5-22 5-21 to 5-22

5-37 to 5-38 5-37 to 5-38

9-7 to 9-8 9-7 to 9-8

9-35 to 9-36 9-35 to 9-36

Larry Boulet Director ATS Standards and Procedures

167 ATCD: 2005-4 Effective: 2005-09-29 ATC Directive

1. MAJOR CHANGE: A. POSITION RESPONSIBILITY. 2. EDITORIAL CHANGES.

1. Major change: A. POSITION RESPONSIBILITY 1. The latest software version of Voice Switch (VSCS/NVCS) included the new Relief Brief function. This function permits the easy recording of position responsibility transfer between a relieving controller or flight service specialist and the controller or flight service specialist being relieved. 2. The following changes to ATC MANOPS require the mandatory use of the transfer of position checklist in all units and the electronic recording of such transfer briefings where equipment permits. 3. The changes to the ATC MANOPS are: a. 113.3 A. – is modified to require the use of the position transfer list; b. 113.3 A. Reference – is added; c. 113.3 B. – is added; new requirement regarding the recording of position responsibility transfer; and d. 113.3 C., 113.3 C. Note and 113.3 D. – are renumbered. 2. Editorial changes: A. Definitions – TARGET/RESOLUTION – “/” is deleted in the English version only; correct spelling is “TARGET RESOLUTION”; B. Abbreviations (DSE), 393.2 F., Table of Contents - Part 6 and 680 – “DSE” is deleted as this RAMP-era equipment is obsolete, and has been replaced by SiT-family displays in the area control centres, or NARDS in the airport control towers; C. 126.1 B. and 126.2 F. – are edited to delete version of the manuals; users must use the most current version; D. 216.5 C. 1. Note – is edited to delete technology-specific equipment names; all automated systems will limit the aircraft identification field to 7 characters since that is the ICAO standard;

168 E. 532.1 A. 1. Note – is deleted to eliminate confusion between maximum ranges found on various traffic situation displays; check the current users manual for the equipment in use to verify the maximum range available; F. 532.1 C. 3. Reference – is updated in the English version only; G. 545.2 Phraseology – a period is added after “LEFT/RIGHT” in the English version only; H. 562.2 B. – is edited to replace “primary” with “preferred” for correctness and to eliminate confusion since terminal survaillance radar consists of co-located primary and secondary surveillance radar; the issue here is that the TSR is the preferred source for RDPS, not the supplementary source; and I. 562.2 B. 1. Note – is edited to delete technology-specific equipment names; RAMP is the name of a project, not the name of the equipment; and the “Technical Duty Manager” is deleted for correctness. 3. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-VII to ATC-VIII ATC-VII to ATC-VIII

DEF-13 to DEF-14 DEF-13 to DEF-14

ABB-1 to ABB-4 ABB-1 to ABB-4

1-9 to 1-10 1-9 to 1-10

1-17 to 1-18 1-17 to 1-18

2-13 to 2-14 2-13 to 2-14

3-79 to 3-80 3-79 to 3-80

5-19 to 5-22 5-19 to 5-22

5-33 to 5-34 5-33 to 5-34

5-47 to 5-48 5-47 to 5-48

6-1 to 6-2 6-1 to 6-2

6-33 to 6-34 6-33 to 6-34

Larry Boulet Director ATS Standards and Procedures

169 ATCD: 2006-1 Effective: 2006-01-19 ATC Directive

1. NO MAJOR CHANGE IN THIS DIRECTIVE. 2. MINOR CHANGES: A. INTERRUPTIBLE POWER SUPPLY; AND B. WILDLIFE REPORTS. 3. EDITORIAL CHANGES.

1. No major change. 2. Minor changes: A. INTERRUPTIBLE POWER SUPPLY 1. The term "interruptible power supply" and the abbreviation "IPS" are not found anywhere in ATC MANOPS, they are not standard terms, and they are not a condition of any procedure, so they are deleted. 2. The changes to ATC MANOPS are: a. Definitions – INTERRUPTIBLE POWER SUPPLY – is deleted; and b. Abbreviations – IPS – is deleted. B. WILDLIFE REPORTS 1. ICAO documentation states that birds and wildlife may constitute an obstruction with regard to runway operations. Therefore, ATC MANOPS is amended to expand the meaning of obstruction to include animals and birds on or near the manoeuvring area. 2. The changes to ATC MANOPS are: a. 322.1 D. – is amended; and b. 322.1 D. Note – is added. 3. Editorial changes: A. Abbreviations – A.I.P. – is deleted; B. Abbreviations – TC AIM – is added; C. Index – the terms “FMS” and “FMS arrival” are deleted;

170 D. Index – “RDPS/DSE failure” is changed to “RDPS failure” in the English version only; E. 113.1 A. 1. Note 2 – is added to clarify that managers may make operational suggestions without assuming control of the operating position; F. 117.1, 126.1, 127.1, 133.4 C., 134.4, 135.4, 162.1 E., 182.3, 301.3 B., 302.5, 323.1, 336.9, 336.12, 342.3, 344.4 A., 345.1, 351.7, 352.6 D., 354.12, 384.1, 391.7, 408.3, 408.5, 408.6, 408.9, 424.3, 424.4, 426.1, 431.1 C. Note, 431.3, 432.2 B., 433.1, 436.1 A., 437.1, 437.2, 437.3, 441.1 B., 444.2 A., 461.5, 465.4, 465.9, 465.10, 466.2, 473.1, 481.1 Note 2, 485.2, 486.1 D. 1., 505.1, 523.1, 541.1, 541.3, 561.3, 566.1 C. 2., 569.1, 611.1, 625.1 C., 642.1, 741.1, 741.2 C., 747.1, 815.1 E., 903.2 C. and 903.4 B. – the reference to “A.I.P. Canada” is changed to “TC AIM”; G. 126.1 A. – is updated; H. 231.2 – “OSS” is changed to “ATOS”; I. 432.5 A. 1. Note – is amended by removing the reference to “TALEX”, as it is not an appropriate example; J. 432.5 B. Note – is amended by removing the reference to “TALEX”, as it is not an appropriate example, and the reference to paragraph 432.7 is removed to ensure that the phraseology “Wrong Way” is not used in communications with aircraft; K. 532.2 – is changed to replace “TCU” with “terminal control” to match previous ATCD 2005-2 which deleted mention of terminal control unit; L. 541.2 and 541.2 A. Note – are amended by removing the reference to NSiT and GSiT as vectors are not permissible using these displays. M. 554.1 B. – is amended; N. Page 8-3 through 8-6 – are reprinted for editorial reasons; O. 823.1 Reference – is updated in the English version only; P. Appendix 1 – “aeronautical information publication (A.I.P.)” is deleted and “Transport Canada Aeronautical Information Manual (TC AIM)” is added. 4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-VII to ATC-X ATC-VII to ATC-X

DEF-1 to DEF-16 DEF-1 to DEF-18

ABB-1 to ABB-4 ABB-1 to ABB-4

IND-3 to IND-4 IND-3 to IND-4

IND-7 à IND-8 IND-7 à IND-8

1-9 to 1-10 1-9 to 1-10

1-13 to 1-14 1-13 to 1-14

171 1-17 to 1-18 1-17 to 1-18

1-25 to 1-30 1-25 to 1-30

1-39 to 1-40 1-39 to 1-40

1-51 to 1-52 1-51 to 1-52

2-19 to 2-20 2-19 to 2-20

3-3 to 3-4 3-3 to 3-4

3-21 to 3-22 3-21 to 3-22

3-31 to 3-32 3-31 to 3-32

3-35 to 3-40 3-35 to 3-40

3-43 to 3-44 3-43 to 3-44

3-51 to 3-52 3-51 to 3-52

3-59 to 3-60 3-59 to 3-60

3-75 to 3-78 3-75 to 3-78

4-7 to 4-10 4-7 to 4-10

4-17 to 4-26 4-17 to 4-26

4-29 to 4-30 4-29 to 4-30

4-33 to 4-36 4-33 to 4-36

4-41 to 4-42 4-41 to 4-42

4-45 to 4-48 4-45 to 4-48

4-53 to 4-54 4-53 to 4-54

4-87 to 4-90 4-87 to 4-90

4-93 to 4-94 4-93 to 4-94

5-9 to 5-10 5-9 to 5-10

5-17 to 5-18 5-17 to 5-18

5-21 to 5-22 5-21 to 5-22

5-29 to 5-30 5-29 to 5-30

5-43 to 5-44 5-43 to 5-44

172 5-47 to 5-48 5-47 to 5-48

5-51 to 5-54 5-51 to 5-54

6-5 to 6-6 6-5 to 6-6

6-13 to 6-14 6-13 to 6-14

6-19 to 6-20 6-19 to 6-20

7-15 to 7-16 7-15 to 7-16

7-27 to 7-28 7-27 to 7-28

8-3 to 8-6 8-3 to 8-6

8-11 to 8-14 8-11 to 8-14

9-7 to 9-8 9-7 to 9-8

APP1-1 to APP1-2 APP1-1 to APP1-2

APP1-23 to APP1-24 APP1-23 to APP1-24

R.R. Speiran Manager ATS Standards and Procedures

173 ATCD: 2006-2 Effective: 2006-04-13 ATC Directive

1. NO MAJOR CHANGE IN THIS DIRECTIVE. 2. MINOR CHANGES: A. NAT READBACKS; B. FRENCH USE OF WRONG WAY (NON APPROPRIÉ); AND C. RADAR. 3. EDITORIAL CHANGES.

1. No major change. 2. Minor changes: A. NAT READBACKS

1. This directive replaces our memo dated September 8th, 2005, issued by the Director, ATS Standards and Procedures on the subject of readbacks of North Atlantic (NAT) oceanic clearances. 2. The changes to ATC MANOPS are: a. 133.6 Note – is amended to explain that controllers are required as a result of local operating instructions and Agreements to read back verbatim all NAT clearances and instructions received verbally from a foreign controller, and request readbacks of same; and b. 491.1 Note 2 – is amended to explain that the requirement to obtain a readback (and give a readback) of flight data may apply when exchanging data with communications agencies or foreign controllers. B. FRENCH USE OF WRONG WAY (NON APPROPRIÉ) 1. Existing direction in ATC MANOPS 432.7 prohibits the use of the term "Wrong Way" in English radio communications with aircraft. There is no French operational equivalent for this term, and the most grammatically correct expression is not permitted. Since the use of the French term "approprié" is permitted in the French version of ATC MANOPS, Head Office has found no logical reason for the exclusion of "non-approprié" in the French version of 432.7.

174 2. The French version of ATC MANOPS 432.7 is changed to prohibit the use of the English term "Wrong Way" in communications with aircraft thereby remaining consistent with the English version. 3. The change to ATC MANOPS is: a. 432.7 – is modified to prohibit the use of the term "Wrong Way" in communications with aircraft in the French version only. C. RADAR 1. Recently, we discovered that, in some cases, if a transponder equipped aircraft for which a primary return was available loses its transponder, RDPS will only retain a previously correlated flight plan if the Mode C indicated altitude is more than a unit-adapted value; this is different than what is described currently in ATC MANOPS. 2. The change to ATC MANOPS is: a. 531.3 B. Note – is amended to delete incorrect automated system behaviour description and to replace non-standard equipment terms with plain language ICAO-compliant equivalent terminology. 3. Editorial changes: A. Foreword – is updated; B. Definitions – APPROACH AREA – is amended; C. Abbreviations – ATOS – is added; D. Abbreviations (NOPAR), 921.1 and Appendix 1 – “do not pass to air defence radar” is changed to “do not pass to aerospace defence radar”; E. 103.1 Note, 335.1 E., 532.1 C. and 551.4 – “Director” is changed to “Manager”; F. 322.1 D. Note – is amended to remove “wildlife and birds” as this has caused confusion; G. 322.1 F. Note – is added to include mention of “wildlife and birds”; and H. 805.5 – “Manager, Airspace and Procedures” is changed to “Manager, ATS Standards and Procedures.

4. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-I to ATC-II ATC-I to ATC-II

ATC-VII to ATC-X ATC-VII to ATC-X

DEF-3 to DEF-4 DEF-3 to DEF-4

ABB-1 to ABB-4 ABB-1 to ABB-4

1-5 to 1-6 1-5 to 1-6

1-25 to 1-26 1-25 to 1-26

175 3-21 to 3-22 3-21 to 3-22

3-27 to 3-28 3-27 to 3-28

4-97 to 4-98 4-97 to 4-98

5-19 to 5-22 5-19 to 5-22

5-37 to 5-38 5-37 to 5-38

8-7 to 8-8 8-7 to 8-8

9-33 to 9-34 9-33 to 9-34

APP1-7 to APP1-8 APP1-7 to APP1-8

R.R. Speiran Manager ATS Standards and Procedures

INTEN TIONALLY LEFT BLANK

176 1

ATCD: 2006-3 Effective: 2006-07-20 ATC Directive

1. MAJOR CHANGES: A. REMOVAL OF PRIOR COORDINATION REQUIREMENT FOR EXEMPT NON- RVSM AIRCRAFT; B. AD HOC DATA ASSISTANCE; C. HIJACK SIGNAL RESPONSES; AND D. FUEL DUMPING. 2. MINOR CHANGES: A. DANGEROUS GOODS; AND B. PHRASEOLOGY. 3. THIS DIRECTIVE INCORPORATES TWO URGENT ATS OPERATIONAL PUBLICATION CHANGES: A. WRONG WAY ALTITUDES – TEST FLIGHTS; AND B. CHANGE IN DESIGNATION OF GPS APPROACHES. 4. EDITORIAL CHANGES.

1. Major changes: A. REMOVAL OF PRIOR COORDINATION REQUIREMENT FOR EXEMPT NON-RVSM AIRCRAFT 1. NAV CANADA implemented reduced vertical separation minimum between flight levels 290 and 410 inclusive in Canadian Southern Domestic Airspace on January 20, 2005. Since then, with few exceptions (state aircraft, for example) non-RVSM aircraft were not permitted to operate within RVSM airspace. Aircraft that did qualify for an exemption were required to get prior approval from ATC unit management 2 hours in advance of their proposed departure time. 2. A review of feedback from operational units and consultations with customers determined that this requirement for prior approval for qualified non-RVSM aircraft to operate in RVSM airspace could be safely eliminated. To mitigate any increased risk, controllers must now inform the receiving controller of the RVSM status of a non-RVSM aircraft operating in RVSM airspace when passing an estimate. 2 3. Canadian pilots will file “STS/NONRVSM” (or another remark such as “STS/STATE”) to indicate reason for special handling by ATS. When filed, and equipment permitting, these remarks will be indicated on the flight progress strip. If a controller is unsure about an aircraft’s RVSM status, check the equipment suffix and ask the pilot to verify. 4. The changes to ATC MANOPS are: a. Definitions – STATE AIRCRAFT – is deleted; b. 118.5 Phraseology – is added for verifying RVSM approval status of an aircraft; c. 408.1 – is amended to include direction prohibiting application of RVSM to non-RVSM aircraft; d. 408.1 Phraseology – is added for denying clearance into RVSM airspace; e. 408.1 Note 2 – is added explaining that aircraft in formation are non-RVSM aircraft; f. 408.2 – is added to provide RVSM aircraft priority over non-RVSM aircraft in RVSM airspace; g. 408.2 (old) and 408.3 – are combined for simplicity; h. 408.2 Note (old) – is deleted as 408.5 (old) provides sufficient direction; i. 408.3 Note 1 and 408.3 Note 2 – are deleted; j. 408.3 Reference – is amended to delete reference to ATSAMM subsection 325; k. 408.3 A. Note – is amended to describe state aircraft; l. 408.3 A. Reference – is deleted as unnecessary; m. 408.3 E. Note and 408.3 F. Note – are edited to correct terms and reduce excess words; non- RVSM aircraft are not approved for operation in RVSM airspace, but may receive authorization from the controller to operate there; n. 408.3 G. Note – the word “thirty” is changed to “30”; o. 408.4 — is deleted and subsequent paragraphs are renumbered; p. 408.4 (old 408.5) — is edited for clarity; controllers may permit an aircraft which has reported an equipment malfunction to remain in RVSM airspace, traffic permitting, but must either apply 2,000 ft vertical separation or another form of separation, or they must clear it out of RVSM airspace and apply appropriate separation; q. 408.4 D. Phraseology — is added for passing supplementary information when coordinating; r. 408.6 (old 408.7) – the word “limit(s)” is changed to “limit” in the English version only; s. 408.7 and 408.8 (old 408.8 and 408.9) — are edited to standardize terms; t. 408.8 C. Phraseology — is added for confirming an aircraft is able to resume RVSM operation; u. 408.9 and 408.9 Phraseology — are added to direct controllers to identify non-RVSM aircraft in RVSM airspace with adjacent sectors/units when coordinating; 3 v. 437.2 A. Note — is amended to explain that pilots are not required to report reaching or leaving an assigned altitude unless instructed to do so; w. 492.3 F. Reference — is added; and x. 903.2 C. 1. — is amended; “W” indicates RVSM certified and approved. B. AD HOC DATA ASSISTANCE 1. A recent safety assessment determined that an otherwise qualified controller who had not yet completely familiarized themselves with an operating position, or did not intend to accept responsibility for an operating position, might still assist the responsible controller provided two conditions were met. These two conditions were: the responsible controller must specify what assistance is required; and the assisting controller must agree to provide only this assistance. 2. The changes to ATC MANOPS are: a. 112.2 – is amended to clarify the controller’s activities when assuming responsibility for an operating position; b. 113.1 A. 1. Note – is amended to explain that the assisting controller does not assume full responsibility for the position; and c. 113.7 – is added to permit controllers to provide assistance to a responsible controller without assuming responsibility for the position themselves, under certain conditions. C. HIJACK SIGNAL RESPONSES 1. A recent occurrence has prompted a review of hijack signals, and some of these have been found to be non-standard. The phrase TRIP and the act of leaving flaps down after landing are not known by international civil aviation, and the knowledge of domestic pilots is uncertain, so the corresponding signal responses are deleted from ATC MANOPS. Pilots may continue to indicate unlawful interference by squawking specific discrete codes, or plain language on air- ground radiotelephony or non-routine communications (ACARS, SATCOM, or cell phone). 2. This change was communicated to pilots via an Aeronautical Information Circular (AIC) and to industry groups and security agencies via a letter from Transport Canada. This change will result in Canada being compliant with national, regional and international standards. 3. The changes to ATC MANOPS are: a. 651.1 Note 1 — is amended to delete item B.; b. 651.1 Note 2 — is amended to delete mention of phrase TRIP and actions involving aircraft flaps after landing in rows 3, 6 and 7 from the table; and the meaning of squawking 7700 is amended to read “aircraft threatened by grave and imminent danger and requires immediate assistance”; c. 651.1 A. — is amended to delete item 2; d. 651.1 A. Phraseology (old 651.1 A. 1. Phraseology) – the word “SQUAWKING” is changed to “SQUAWK”; 4 e. 651.1 A. Note — is added to explain that if a pilot does not reply to a request, this is confirmation that the use of Code 7500 is not an inadvertent false code selection; f. 651.1 A. 2. Example — is deleted; and g. 651.3 Note — is amended to change meaning of signal A. to “aircraft threatened by grave and immediate danger and requires immediate assistance,” and delete signals B. and C. D. FUEL DUMPING 1. A recent review has determined that Canadian fuel dump procedures are unnecessarily restrictive towards traffic operating below the aircraft dumping fuel. Currently ATC MANOPS does not permit controlled flights to operate below an aircraft dumping fuel. ICAO recommends maintaining 3,000 feet vertical separation below. ATC MANOPS will require 6,000 feet vertical separation below an aircraft dumping fuel for controlled flights, instead of prohibiting activity all the way to the ground. This change will increase efficiency of operations, while maintaining safety. 2. A longitudinal distance of 15 minutes is considered sufficiently safe for aircraft behind an aircraft dumping fuel, but ATC MANOPS currently specifies 15 minutes from when the fuel dump starts, which is equivalent to 45 minutes if the aircraft dumps fuel for 30 minutes. This direction is changed to clarify the requirement for 15-minute longitudinal separation to be maintained behind the aircraft dumping fuel. 3. Fuel dump broadcasts are only required for uncontrolled aircraft, but currently ATC MANOPS requires that a broadcast be arranged in airspace where controlled traffic is being safely separated from the aircraft dumping fuel. Our direction is being changed so broadcasts must be arranged only in airspace where uncontrolled traffic may exist. This change will reduce controller workload, while maintaining safety. 4. Fuel dump broadcasts are no longer required every 3 minutes; instead, controllers must arrange for one to be issued prior to the start of the fuel dump, and another after the fuel dump has ended notifying affected aircraft. During the fuel dump, controllers may use directed transmissions instead of broadcast transmissions to inform affected aircraft. 5. Current direction permits broadcasts to be arranged only on ATC or air carrier frequencies, but often aircraft that need these broadcasts are monitoring frequencies that a Flight Information Centre or Flight Service Station are responsible for. ATC MANOPS is being changed to specify that broadcasts must be arranged on all appropriate frequencies. 6. The changes to ATC MANOPS are: a. 701.5 – is amended to add condition “until 15 minutes after a fuel dump has ended” from 701.5 C. (old); b. 701.5 Diagram – is renumbered 701.5 A. Diagram; c. 701.5 A. – is amended to add “from the track of the aircraft dumping fuel” from 701.5 (old); d. 701.5 B. – is added to include 15-minute longitudinal separation behind the aircraft dumping fuel; e. 701.5 B. Diagram and 701.5 C. Diagram – are added; 5 f. 701.5 C. (old 701.5 B.) – is amended; vertical separation amended from “the ground up to and including 3,000 feet above the altitude of the aircraft dumping fuel,” to “6,000 feet below and 3,000 feet above the altitude of the aircraft dumping fuel”; g. 701.5 C. (old) – deleted; h. 701.6 – is amended to arrange a warning to be broadcast of the fuel dump for uncontrolled traffic only, as controlled traffic will be safely separated from the aircraft dumping fuel; and for the warning to be broadcast on all appropriate frequencies; i. 701.6 Phraseology – is amended; and j. 701.6 A. and 701.6 B. – are deleted. 2. Minor changes: A. DANGEROUS GOODS 1. The term “dangerous cargo” is replaced by “dangerous goods” to be consistent with the other MANOPS, and relevant national (Transport Canada) and international (ICAO) standards. 2. The changes to ATC MANOPS are: a. Index – “dangerous cargo” is amended to “dangerous goods”; b. Abbreviations – “dangerous cargo” is deleted as non-standard; “DG” becomes the coding for “dangerous goods” when strip-marking; c. 361.3 – is amended for clarity; “advise” is replaced by “inform” for correctness; and “DC” is replaced by “dangerous goods” for correctness; d. 361.3 Reference – is amended for correctness; e. Subsection 702 – is amended to replace “dangerous cargo” with “dangerous goods” and “DC” with “DG”; f. 903.17 H. 3. – is amended to replace “dangerous cargo” with dangerous goods”; g. 903.17 H. 3. Reference – is amended; h. 912.14 D. Note – is amended to replace “dangerous cargo” with “dangerous goods” in the English version only; and i. Appendix 1 – “dangerous cargo” is amended to “dangerous goods” and the translation amended. B. PHRASEOLOGY 1. A problem was found with the current meaning of IMMEDIATELY in ATC MANOPS. Controllers have been directed to use the word IMMEDIATELY only to indicate that expeditious compliance is required, but the existing word EXPEDITE, indicating prompt action is needed, already exists for that purpose. The word IMMEDIATELY actually has a more urgent meaning, indicating that immediate action is required for safety reasons. To reduce the risk of misunderstanding among controllers and pilots, the correct meaning is added to ATC MANOPS. 6 2. A recent review of phraseology direction has revealed that it is found in widely different parts of ATC MANOPS, and a consolidation would make it easier for readers to find it. Therefore, existing direction in subsection 103 is amended and moved to Part 2. 3. The changes to ATC MANOPS are: a. 103 PHRASEOLOGY – is deleted; b. 103.2 – is renumbered 215.2; and subsequent paragraphs are renumbered; c. 103.4 – is deleted as unnecessary; readers can consult the French MANOPS to determine what phraseology is appropriate; d. 201.10 (old 103.1 A.) – is added to direct controllers to use terminology from Appendix 1 if translating from one language to another in communications between units; e. paragraph 103.1 – is renumbered 211.4; f. 211.4 (old 103.1 B.) – amended to delete mention of Appendix 1; g. 211.4 Reference (old 103.1) – is amended to include the Glossary for Pilots and Air Traffic Services Personnel; this document is helpful because it includes meanings of words and phrases used by foreign pilots and agencies; h. 211.5 (old 103.3) – is amended to match ICAO standard meaning and FS MANOPS; and i. 215.2 Reference (old 103.2 Reference) – is amended. 3. The following urgent ATS Operational Publication changes are included: A. WRONG WAY ALTITUDES – TEST FLIGHTS 1. ATC MANOPS 432.2 and 432.6 are amended in accordance with the ATS Operational Publication change. 2. Remove the ATS Operational Publication change and retain it with the explanatory pages for this ATCD. B. CHANGE IN DESIGNATION OF GPS APPROACHES 1. ATC MANOPS 465.7 and 465.8 are amended in accordance with the ATS Operational Publication change. 2. Remove the ATS Operational Publication change and retain it with the explanatory pages for this ATCD. 4. Editorial changes: A. Index – is updated; B. 201.7 Reference – is updated; C. 218.1 A. 1., 903.7 B. Note, 903.7 B. 1., 903.7 D. 1., 905.2 A. 1., 905.2 B. 1., 912.15 Note 2, 1002.5, 1002.6, 1021.3 D. 1., 1021.3 D. 2., 1021.3 D. 2. b., 1021.3 D. 2. c. and 1012.3 D. 2. d. – are amended and “location identifier” is deleted from Appendix 1 to refer to location indicator rather than location designator or location identifier; 7 D. 335.1 E., 335.2 D., 532.2 E., 551.4 and 751.3 – are amended to refer to Agreement or Arrangement in accordance with ATSAMM Definitions and ATSAMM 102.3; E. 408.1 Note and 532.2 E. – are amended; and F. 512.6 A. Phraseology – the word “iden-tification” is changed to “identification” in the English version only. 5. Attached are the ATC MANOPS page replacements: Remove Insert

ATC-VII to ATC-X ATC-VII to ATC-X

DEF-13 to DEF-18 DEF-13 to DEF-18

ABB-1 to ABB-2 ABB-1 to ABB-2

IND-1 to IND-10 IND-1 to IND-10

1-1 to 1-2 1-1 to 1-2

1-5 to 1-10 1-5 to 1-10

1-13 to 1-14 1-13 to 1-14

2-3 to 2-4 2-3 to 2-4

2-7 to 2-24 2-7 to 2-26

3-27 to 3-28 3-27 to 3-28

3-61 to 3-62 3-61 to 3-62

4-7 to 4-10 4-7 to 4-10

4-23 to 4-26 4-23 to 4-26

4-29 to 4-30 4-29 to 4-30

4-45 to 4-46 4-45 to 4-46

4-97 to 4-98 4-97 to 4-98

5-13 to 5-14 5-13 to 5-14

5-21 to 5-22 5-21 to 5-22

5-37 to 5-38 5-37 to 5-38

6-23 to 6-24 6-23 to 6-24

7-1 to 7-6 7-1 to 7-6 8 7-31 to 7-32 7-31 to 7-32

9-7 to 9-10 9-7 to 9-10

9-17 to 9-18 9-17 to 9-18

9-23 to 9-24 9-23 to 9-24

9-31 to 9-32 9-31 to 9-32

10-3 to 10-4 10-3 to 10-4

10-7 to 10-8 10-7 to 10-8

APP1-7 to APP1-8 APP1-7 to APP1-8

APP1-13 to APP1-14 APP1-13 to APP1-14

R.R. Speiran Manager ATS Standards and Procedures

INTENTIONALLY LEFT BLANK - 1 -

Doc. Ref.: AVNE 5400-102-8

R.R. Speiran Manager, ATS Standards and Procedures Direct Line: (613) 563-5659

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: May 18, 2006

TO: GMIFRs, GMAOs plus all holders of ATC MANOPS cc: Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Technical Training Director, Airport Operations Director, IFR Operations

SUBJECT: WRONG WAY ALTITUDES – TEST FLIGHTS

1. Aircraft manufacturers and other customers have a requirement to test equipment prior to implementation. The nature of the associated testing often dictates specific altitude requirements, some of which are inappropriate to direction of flight and some of which involve block altitudes. These requirements are not specifically provided for in ATC MANOPS. To provide controllers with the means to accommodate test flights, ATC MANOPS is amended to allow assignment of an altitude inappropriate to the direction of flight or assignment of a block altitude if an aircraft is engaged in a test flight.

2. The changes to ATC MANOPS are:

A. 432.2 C. 2. Note — is deleted and its contents moved to the 432.6 Note. This unites all suggested wrong way strip marking under one Note;

B. 432.2 C. 4. and 432.5 A. 3. — are amended to include a provision for aircraft conducting a test flight; and

C. 432.6 Note — is amended to include suggested strip marking for wrong way altitudes due to test flight.

3. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.

4. Please insert this page between pages 4-22 and 4-23 and page 3 between pages 4-24 and 4-25 of ATC MANOPS. - 2 -

432.2 You may assign an altitude inappropriate to the direction of flight if: A. no alternate separation minima can be applied 432.2 A. Reference: provided: (R) Reduced Vertical Separation Minimum (RVSM) Control Procedures; 408. 1. the altitude has been approved by affected sectors/units; and 2. the aircraft will be cleared to an appropriate altitude as soon as possible; B. an aircraft requests it because of icing, 432.2 B. Note: turbulence, or fuel considerations provided: “Fuel considerations” means that an aircraft will make a (N)(R) request only to avoid a fuel situation that might cause an otherwise unnecessary technical stop short of flight planned destination. 432.2 B. Reference: Airframe Icing; MET 2.4, TC AIM. Turbulence Reporting Criteria Table; MET 3.7, TC AIM. Altitudes and Direction of Flight; RAC 8.7.2, TC AIM. 1. the aircraft informs you of the time or 432.2 B. 1. Phraseology: location at which it can be cleared to an AT WHAT TIME OR PLACE CAN YOU ACCEPT AN appropriate altitude; and (P)(N) ALTITUDE APPROPRIATE TO DIRECTION OF FLIGHT? 432.2 B. 1. Note: If the information provided is not precise, obtain sufficient information to determine with which sectors/units approval must be coordinated. 2. the altitude has been approved by affected sectors/units; or C. an aircraft is: 1. holding, arriving, or departing; 2. conducting a flight check of a NAVAID; 3. operating within an altitude reservation; or *4.engaged in an aerial survey, mapping flight 432.2 C. 4. Reference: or test flight. (R) Cruising Altitudes and Cruising Flight Levels; 602.34, CARs.

R.R. Speiran Manager ATS Standards and Procedures - 3 -

This page forms part of the Urgent ATS Operational Publication Change dated May 18, 2006 located between pages 4-22 and 4-23

Insert this page between pages 4-24 and 4-25

432.5 You may approve a block altitude provided: A. 1 the aircraft requests it as per 432.2 B.; or 432.5 A. 1. Note: (N) The provisions in 432.2 B. are not required for approving special military activity operating within block altitudes. 2. the aircraft making the request is an IFR training flight, MEDEVAC flight or is flight-checking NAVAID; or *3.the aircraft is an aerial survey, mapping flight or test flight. B. the procedures contained in paragraphs 432.3 432.5 B. Note: and 432.6 through 432.8 are adhered to. (N) Except for sub-paragraph 432.6 B., paragraphs 432.3, 432.6 and 432.8 may be waived for the purpose of approving an aerial survey or mapping flight or special military activity.

432.6 * 432.6 Note: If a cruising altitude inappropriate to the direction For strip marking purposes, the following abbreviations of flight is assigned: (N) may be used: A. For separation — “WW (altitude) SEP”. B. At pilot's request due to: 1. icing — “WW (altitude) ICNG”; 2. turbulence — “WW (altitude) TURB”; 3. fuel considerations — “WW (altitude) FC”; *4.flight check of a NAVAID — “WW (altitude) FLTCK”; and *5.test flight — “WW (altitude) FLTST”. A. instruct aircraft to make position reports; B. identify an altitude as “Wrong Way” when: (E) 432.6 B. Example: ACA185, WRONG WAY, FLIGHT LEVEL 370. 1. passing and receiving a control estimate; 2. giving and receiving a radar hand-off; or 432.6 B. 2. Reference: (R) Hand-off Transferring Controller; 512. 3. coordinating with an adjacent sector/unit; and C. post warning indicators by: 1. circling the altitude in red on the appropriate flight progress strip; and 2. using the wrong-way altitude alerting 432.6 C. 2. Note: function, if practicable. (N) Either manual or automated indication of wrong-way altitude is acceptable. - 1 -

Doc. Ref.: AVNE 5400-102-8

R.R. Speiran Manager, ATS Standards and Procedures Direct Line: (613) 563-5659

URGENT

ATS OPERATIONAL PUBLICATION CHANGE

EFFECTIVE DATE: June 1, 2006

TO: GMIFRs, GMAOs plus all holders of ATC MANOPS cc: Manager, Airport and Terminal Procedures Manager, En Route and Oceanic Procedures Manager, DND - Air Traffic Management Coordination Office 2 Manager, ATS Evaluations Director, Operational System Requirements Director, Operational Training Director, Airport Operations Director, IFR Operations

SUBJECT: CHANGE IN DESIGNATION OF GPS APPROACHES

1. As advised in ATSI: 2005-4, titled WAAS IMPLEMENTATION IN CANADA, all RNAV(GPS) approaches and GPS overlay approaches are being renamed in the CAP to RNAV(GNSS) approaches and GNSS overlay approaches. The following ATC MANOPS change is specific to instances where phraseology is provided. The remaining changes will follow in a subsequent ATC Directive.

2. The change to ATC MANOPS is:

A. 465.7, 465.7 B., 465.7 B. Phraseology, 465.7 B. Note 2, 465.7 B. Example and 465.8 – “GPS” is changed to “GNSS”.

3. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.

4. Please insert this page between pages 4-46 and 4-47 of ATC MANOPS. - 2 -

* 465.8 You should request which GNSS overlay approach the pilot is planning if more than one is published for the approach runway.

R.R. Speiran Manager ATS Standards and Procedures