NAV CANADA and DATA LINK IMPLEMENTATION
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MAP01-T-2 – Airspace Classifications
MAPT01-T-1 - Airspace Classification Systems This document contains information and suggestions that while not mandatory are never-the-less important advice for all MAAC members. To ensure that you have the latest version always check the MAAC Web Site. 1.0 Title. MAP01 - Tutorial 2 (MAP01-T-2) – Airspace Classification Systems 2.0 Purpose. To provide MAAC Clubs and members an expanded plain language guide on the North American Airspace Classification system. This information is essential for members who are not familiar with the aviation system as they navigate the new regulatory realities. 3.0 Definitions Glossary of Terms. The following new definitions were added to as they are related specifically to this topic. References, expansion and examples of meaning will be provided in the text of this document. NONE 4.0 Contents The following topics will inform a MAAC member on the relevant parts of the North American Airspace system needed to comply with the exemption: A. Overview of North American Air Space • NAV CANADA and its basic structure • FAA and its role with Canadian Airspace • Other “controlling agencies” B. Relevant parts of the Canadian Airspace system • Airspace types and classifications • Controlled Airports & Aerodromes & Airspace • Alert and Restricted Airspace C. General Aviation concepts MAAC members need to know: • ACC versus Tower • IFR versus VFR Page 1 of 11 Airspace Classification Tutorial, MAP01-T-2 ver 1 This is an uncontrolled copy when printed, June 29, 2020 MAPT01-T-1 - Airspace Classification Systems A. Overview of North American Air Space One big picture distinction a MAAC member should know is who owns what and who controls whom – how does the aviation system work? In layman’s terms the hierarchy is as follows: 1. -
B576/Y722 & Y711
Operations Notice Number: ON 002/2017 Title: INTERSECTION OF AIRWAYS A593 – B576/Y722 & Y711 (the so-called ‘AKARA Corridor’) Applicable to: Operations in the Southern part of INCHEON FIR Effective date: 06 November 2017 Expiry: Until Further Notice Authorized by: Senior Vice President Safety and Flight Operations (SFO) IATA Contact e-mail: [email protected] This Operational Notice informs and reminds airlines of a unique arrangement over international waters agreed under a 1983 Memorandum of Understanding between China, Japan, Republic of Korea and ICAO for the management of air traffic in the southern part of the current INCHEON Flight Information Region (see attached map). The airspace is commonly referred to as the AKARA Corridor. Instead of responsibility for the control of ALL aircraft operating at the crossing point of air routes A593 and B576/Y722 (position NIRAT) and Y711 (position PONIK) being vested in a single air traffic control unit, it is vested under both the INCHEON Area Control Center (ACC) and the FUKUOKA ACC. Aircraft operating East/West on A593 are controlled by FUKUOKA ACC1 (crossing Y711 at position PONIK and B576/Y722 at position NIRAT). Aircraft operating North/South on B576 and Y711 are under the control of INCHEON ACC. Therefore, crossing traffic is not on the same ATC frequency, nor controlled from the same area control center. Following the implementation of RVSM in the INCHEON FIR in 2005, the allocation of flight levels on B576/Y711 was increased from 6 to 8 flight levels. Coincident with implementation of RVSM in China, levels available on A593 were also increased to include Flight Levels 300 and 310, while FL410 was replaced by FL400. -
Aviation Acronyms
Aviation Acronyms 5010 AIRPORT MASTER RECORD (FAA FORM 5010-1) 7460-1 NOTICE OF PROPOSED CONSTRUCTION OR ALTERATION 7480-1 NOTICE OF LANDING AREA PROPOSAL 99'S NINETY-NINES (WOMEN PILOTS' ASSOCIATION) A/C AIRCRAFT A/DACG ARRIVAL/DEPARTURE AIRFIELD CONTROL GROUP A/FD AIRPORT/FACILITY DIRECTORY A/G AIR - TO - GROUND A/G AIR/GROUND AAA AUTOMATED AIRLIFT ANALYSIS AAAE AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES AAC MIKE MONRONEY AERONAUTICAL CENTER AAI ARRIVAL AIRCRAFT INTERVAL AAIA AIRPORT AND AIRWAY IMPROVEMENT ACT AALPS AUTOMATED AIR LOAD PLANNING SYSTEM AANI AIR AMBULANCE NETWORK AAPA ASSOCIATION OF ASIA-PACIFIC AIRLINES AAR AIRPORT ACCEPTANCE RATE AAS ADVANCED AUTOMATION SYSTEM AASHTO AMERICAN ASSOCIATION OF STATE HIGHWAY & TRANSPORTATION OFFICIALS AC AIRCRAFT COMMANDER AC AIRFRAME CHANGE AC AIRCRAFT AC AIR CONTROLLER AC ADVISORY CIRCULAR AC ASPHALT CONCRETE ACAA AIR CARRIER ACCESS ACT ACAA AIR CARRIER ASSOCIATION OF AMERICA ACAIS AIR CARRIER ACTIVITY INFORMATION SYSTEM ACC AREA CONTROL CENTER ACC AIRPORT CONSULTANTS COUNCIL ACC AIRCRAFT COMMANDER ACC AIR CENTER COMMANDER ACCC AREA CONTROL COMPUTER COMPLEX ACDA APPROACH CONTROL DESCENT AREA ACDO AIR CARRIER DISTRICT OFFICE ACE AVIATION CAREER EDUCATION ACE CENTRAL REGION OF FAA ACF AREA CONTROL FACILITY ACFT AIRCRAFT ACI-NA AIRPORTS COUNCIL INTERNATIONAL - NORTH AMERICA ACID AIRCRAFT IDENTIFICATION ACIP AIRPORT CAPITAL IMPROVEMENT PLANNING ACLS AUTOMATIC CARRIER LANDING SYSTEM ACLT ACTUAL CALCULATED LANDING TIME Page 2 ACMI AIRCRAFT, CREW, MAINTENANCE AND INSURANCE (cargo) ACOE U.S. ARMY -
600 Aviation Avenue &
600 Aviation Avenue & 100 Agnew Drive Brandon Manitoba ~ 5 Acres Land For Sale SUBJECT PROPERTIES Dan Fontaine Business Development Specialist 204.729.2133 or 1.866.729.2132 [email protected] EconomicDevelopmentBrandon.com 600 Aviation Ave & 100 Agnew Drive Page 1 of 5 Property Overview PROPERTY SUMMARY Roll Numbers: 540492 & 540476 Addresses: 600 Aviation Avenue & 100 Agnew Avenue Legal Description: Lots 1&2, Block 1, Plan 38795 Zoning: Industrial General (MG) Zoning By-law 7124.pdf Lot size: 600 Aviation Ave: 1.5 Acres approx. 100 Agnew Drive: 3.5 Acres approx. Assessed value: 600 Aviation Ave: $39,300 (land only) 100 Agnew Drive: $90,900 (Land only) Property Taxes: 600 Aviation Ave: $1,039 (2018 Net) 100 Agnew Drive: $2,403 (2018 Net) Property Search Asking Price: Negotiable HIGHLIGHTS • Located on the City of Brandon Municipal Airport (McGill Field). • Easy access to the Trans-Canada Hwy, via Highway #10/1st Street. • All utilities are available in the area. • Two parcels of land same ownership can be purchased individually or as one parcel. • The Airport provides daily West Jet air service to Calgary AB. • The Airport is home to: o New Terminal Building (arrival & departure lounges and extensive parking). o Nav Canada Flight Service Station. o Enterprise Rent-A-Car Services. o The Brandon Flight Centre. o The Manitoba Emergency Services College Training facility. o Maple leaf aviation, Clarks Poultry, The Commonwealth Air Training Plan Museum. 600 Aviation Ave & 100 Agnew Drive Page 2 of 5 Economic Overview of Brandon Manitoba At the very heart of North America lies Brandon Manitoba, a city that has built its reputation on providing an environment in which business can succeed. -
Annual Report 2017-EN.Pdf
We Are NAV CANADA ANNUAL REPORT 2017 We Are NAV CANADA ANNU A L REPO R T 2017 "I perform corrective and preventive maintenance or field modifications on electronic navigational aids used by NAV CANADA, helping to ensure the safety of the air navigation system." Marc Alivio Electronics Technologist St. John’s Control Tower For definitions of the abbreviations and acronyms that appear in this report, please refer to our glossary on page 48. Corporate Profile NAV CANADA is a private, not-for-profit company, established in 1996, providing air traffic control, airport advisory and aeronautical information services, and weather briefings for more than 18 million square kilometres of Canadian domestic and international airspace. The Company is internationally recognized for its safety record, and innovative technology used by ANSPs worldwide. OUR VISION, MISSION AND OBJECTIVES Our Vision Our Overarching NAV CANADA’s Vision is to be the world’s most Objectives respected ANSP: The Company will achieve its Mission by: • in the eyes of the public for our safety record; 1 Maintaining a safety record in the top decile • in the eyes of our customers for our fee levels, of major ANSPs worldwide; customer service, efficiency and modern technology; and 2 Maintaining ANS customer service charges, on average, in the bottom quartile (lowest charges) • in the eyes of our employees for establishing of major ANSPs worldwide by ensuring that the a motivating and satisfying workplace with growth in costs of providing air navigation services competitive compensation -
NAV CANADA and Airspace Change
NAV CANADA and Airspace Change Jonathan Bagg Senior Manager, Stakeholder and Industry Relations Blake Cushnie National Manager, Performance Based Operations Overview • NAV CANADA and Airspace Change • Non-acoustic factors that impact our work • Noise mitigation through PBN About NAV CANADA • Canada’s Air Navigation Services Provider • Private, not-for-profit organization • One of the largest in the world in terms of aircraft movements • ~5,000 employees at more 100 corporate and operational sites Airspace Change Context • Well in to a significant airspace modernization program. • Driven by our State Mandate, informed by ICAO Aviation System Block Upgrades (ASBU). • NavAid modernization program – shift from ground-based to satellite-based infrastructure. • 16 airports in the last three years, where we have deployed PBN improvements including RNP-AR Airspace Change Process Airspace Change Communication and Consultation Protocol – Established in 2015 – How and when consultation should occur • Altitude of change • Changes in frequency • Impact driven • Outreach mechanisms • Noise Modelling • Reporting Requirements – Promotes industry participation and highlights ANS-Airport Authority relationship Airspace Change Process Integration of our teams and stakeholders • Deployment Team and Stakeholder Relations work closely together from the beginning. • Airport and airline involvement participation. • Community Consultation on airspace proposals. PBN Opportunities • Increase use of quieter continuous descent operations. • Better avoidance of residentially populated areas in some cases. Non Acoustical Challenges • Range of individual concern can vary in relation to expected/actual level of exposure. • An information/understanding vacuum can be easily be filled with apprehension or misinformation. • It can take time for real improvements to the noise environment to result in improved community perception. -
Arctic Surveillance Civilian Commercial Aerial Surveillance Options for the Arctic
Arctic Surveillance Civilian Commercial Aerial Surveillance Options for the Arctic Dan Brookes DRDC Ottawa Derek F. Scott VP Airborne Maritime Surveillance Division Provincial Aerospace Ltd (PAL) Pip Rudkin UAV Operations Manager PAL Airborne Maritime Surveillance Division Provincial Aerospace Ltd Defence R&D Canada – Ottawa Technical Report DRDC Ottawa TR 2013-142 November 2013 Arctic Surveillance Civilian Commercial Aerial Surveillance Options for the Arctic Dan Brookes DRDC Ottawa Derek F. Scott VP Airborne Maritime Surveillance Division Provincial Aerospace Ltd (PAL) Pip Rudkin UAV Operations Manager PAL Airborne Maritime Surveillance Division Provincial Aerospace Ltd Defence R&D Canada – Ottawa Technical Report DRDC Ottawa TR 2013-142 November 2013 Principal Author Original signed by Dan Brookes Dan Brookes Defence Scienist Approved by Original signed by Caroline Wilcox Caroline Wilcox Head, Space and ISR Applications Section Approved for release by Original signed by Chris McMillan Chris McMillan Chair, Document Review Panel This work was originally sponsored by ARP project 11HI01-Options for Northern Surveillance, and completed under the Northern Watch TDP project 15EJ01 © Her Majesty the Queen in Right of Canada, as represented by the Minister of National Defence, 2013 © Sa Majesté la Reine (en droit du Canada), telle que représentée par le ministre de la Défense nationale, 2013 Preface This report grew out of a study that was originally commissioned by DRDC with Provincial Aerospace Ltd (PAL) in early 2007. With the assistance of PAL’s experience and expertise, the aim was to explore the feasibility, logistics and costs of providing surveillance and reconnaissance (SR) capabilities in the Arctic using private commercial sources. -
YPAM QUESTIONNAIRE Translation in English, Prepared by SPOA and Inviting Constructive Comments at [email protected] January 2018
YPAM QUESTIONNAIRE translation in English, prepared by SPOA and inviting constructive comments at [email protected] January 2018 ~NAVIGATION~ A1.All pilots know that the earth’s magnetic field pulls the needle of a compass and always turns it to the North. They also know this Northerly direction shown by the compass is called… a) The so called magnetic North . b) A point on the earth, a thousand miles south to the North Pole . c) Bathurst Island in the Arctic Ocean . d) All the above. A2.In navigation “Variation” is called… a) The difference(in degrees) between true north and magnetic north. b) The difference(in degrees) between compass heading and magnetic north. c) The difference(in degrees) between true heading and compass heading. d) None of the above. A3.In all aircraft, it is observed the so called Compass Deviation. During maintance there is an effort to reduce this by adjusting magnetic materials. All pilots know that Compass Deviation is: a) The difference(in degrees) between true north and magnetic north. b) The difference(in degrees) between compass heading and magnetic north. c) The difference(in degrees) between true heading and compass heading. d) None of the above. A4. The Magnetic Compass in an YPAM as well as on every other aircraft is… a) The most important air navigation instrument . b) The most primitive air navigation instrument . c) The most sensitive air navigation instrument . d) All of the above are true. A5.The indication of the magnetic compass is affected by the acceleration and deceleration of the aircraft .If an YPAM flying in Greece Eastbound, decelerates , then the compass will indicate : a) Apparent turn to the South. -
Annual Reportopen a New Window
2019 › BEYOND THE SKIES NAV CANADA FIRST TO LAUNCH SPACE-BASED DOMESTIC AIRCRAFT SURVEILLANCE SAFER MORE EFFICIENT LOWER EMISSION AIR TRAVEL No matter how you look at it, space-based ADS-B (SB ADS-B) air traffic surveillance is a true game-changer. As an investor in Aireon, the joint venture deploying SB ADS-B, NAV CANADA continues to play a leading role in bringing this remarkable innovation to the world. For decades, air traffic surveillance and monitoring has relied mostly on ground-based radar—a system that has some shortcomings. Because it needs a line-of-sight to its target, ground-based radar can’t always track aircraft in hilly or mountainous terrain, and it can’t be deployed at all in the oceans. These kinds of limitations mean that the systems we have relied on to monitor global air traffic actually covered just 30 percent of global airspace. Looking down from a network of 66 satellites in orbit around Earth, Aireon SB ADS-B has no such limitations. It provides complete coverage—100 percent of global airspace—and it does it in real time, relaying the position, speed, heading and other data from transponder-equipped aircraft twice every second. The implementation of SB ADS-B offers tremendous benefits, especially where safety is concerned. With total coverage in real time, air traffic systems will be able to identify and address potential loss of separation between aircraft before it occurs. Should an aircraft go missing, its precise location will be known in a matter of seconds—at a time when seconds matter. -
North Atlantic (NAT) Resources for U.S. Operators
Version 13.3 NAT Resources for U.S. Operators Reviewed Monthly This resource document consolidates U.S. and International guidance for U.S. operators. Please direct questions regarding NAT operations to your Regional (AXX-220) NextGen Special Emphasis Items Areas of Operation (SAO) Specialist. Contact us via email with Initiatives your questions and comments pertaining to this PDF document. NAT Airspace References Caption describing picture or Com / Nav / Surveillance (CNS) graphic. Inspector Guidance Contact US Video: Track Wise Send Comments New York 50/30/30 Notice NEW! Frequently Asked Questions SAFO 13004 NAT OPS Bulletin 2013-001, Information & Acronyms Guidance for Data Link Oceanic Clearance Delivery in Santa Maria FIR NAT Emphasis Items ● NAT Home ● Emphasis Items ● SLOP ● Contingency References ● Flight Planning NAT EMPHASIS ITEMS Implementation of 50 NM Longitudinal, 30 NM Longitudinal and 30 NM Lateral Separation Minima in the New York Oceanic Control Area (CTA) Flight Information Regional (FIR) (Select current edition and then go to Part 3, Section 2, International Oceanic Airspace Notices) NEW! NAT OPS Bulletin 2012-031: NAT Region Data Link Mandate Failure to comply with ATC clearances in Oceanic Airspace - International NOTAMS (Select current edition and then go to Part 3, Section 2, International Oceanic Airspace Notices) International NOTAMS (Select current edition and then go to Part 3, Section 2, International Oceanic Airspace Notices) SAFO 13004 Errors Associated with Oceanic Clearances NAT Doc 007 North Atlantic Operations and Airspace Manual - Chapter 5: Oceanic ATC Clearances Chapter 8: MNPS Flight Operation and Navigation Procedures Chapter 14: Checklist for Pilots Operating in NAT MNPS Airspace Chapter 15: Guarding Against Complacency Gross Navigation Errors (GNE), Large Height Deviations (LHD) and Erosion of Longitudinal Spacing 1. -
Aviation Acronysm
A 5010 AIRPORT MASTER RECORD (FAA FORM 5010-1) 7460-1 NOTICE OF PROPOSED CONSTRUCTION OR ALTERATION 7480-1 NOTICE OF LANDING AREA PROPOSAL 99'S NINETY-NINES (WOMEN PILOTS' ASSOCIATION) A/DACG ARRIVAL/DEPARTURE AIRFIELD CONTROL GROUP A/FD AIRPORT/FACILITY DIRECTORY A/G AIR - TO - GROUND A/G AIR/GROUND AAA AUTOMATED AIRLIFT ANALYSIS AAAE AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES AAC MIKE MONRONEY AERONAUTICAL CENTER AAI ARRIVAL AIRCRAFT INTERVAL AAIA AIRPORT AND AIRWAY IMPROVEMENT ACT AALPS AUTOMATED AIR LOAD PLANNING SYSTEM AANI AIR AMBULANCE NETWORK AAPA ASSOCIATION OF ASIA-PACIFIC AIRLINES AAR AIRPORT ACCEPTANCE RATE AAS ADVANCED AUTOMATION SYSTEM AASHTO AMERICAN ASSOCIATION OF STATE HIGHWAY & TRANSP OFFICIALS AC A/C ACFT AIRCRAFT - AIRCRAFT COMMANDER - AIRFRAME CHANGE – AIRCRAFT - AIR CONTROLLER - ADVISORY CIRCULAR - ASPHALT CONCRETE ACAA AIR CARRIER ACCESS ACT ACAA AIR CARRIER ASSOCIATION OF AMERICA ACAIS AIR CARRIER ACTIVITY INFORMATION SYSTEM ACC AREA CONTROL CENTER - AIRPORT CONSULTANTS COUNCIL - AIRCRAFT COMMANDER - AIR CENTER COMMANDER ACCC AREA CONTROL COMPUTER COMPLEX ACDA APPROACH CONTROL DESCENT AREA ACDO AIR CARRIER DISTRICT OFFICE ACE AVIATION CAREER EDUCATION ACE CENTRAL REGION OF FAA ACF AREA CONTROL FACILITY ACI-NA AIRPORTS COUNCIL INTERNATIONAL - NORTH AMERICA ACID AIRCRAFT IDENTIFICATION ACIP AIRPORT CAPITAL IMPROVEMENT PLANNING ACLS AUTOMATIC CARRIER LANDING SYSTEM ACLT ACTUAL CALCULATED LANDING TIME ACMI AIRCRAFT, CREW, MAINTENANCE AND INSURANCE (cargo) ACOE U.S. ARMY CORPS OF ENGINEERS AD AIRWORTHINESS DIRECTIVE -
Tc Aim Rac 1.1.2.2
TP 14371E Transport Canada Aeronautical Information Manual (TC AIM) RAC—RULES OF THE AIR AND AIR TRAFFIC SERVICES MARCH 26, 2020 TC AIM March 26, 2020 TRANSPORT CANADA AERONAUTICAL INFORMATION MANUAL (TC AIM) EXPLANATION OF CHANGES EFFECTIVE—MARCH 26, 2020 NOTES: 1. Editorial and format changes were made throughout the TC AIM where necessary and those that were deemed insignificant in nature were not included in the “Explanation of Changes”. 2. Effective March 31, 2016, licence differences with ICAO Annex 1 standards and recommended practices, previously located in LRA 1.8 of the TC AIM, have been removed and can now be found in AIP Canada (ICAO) GEN 1.7. RAC (1) RAC 1.1.2.1 Flight Information Centres (FICs) In (b) FISE, fireball reporting procedures were removed. The reporting of fireball occurrences is no longer required by the government or military. (2) RAC 1.1.2.2 Flight Service Stations (FSSs) (a) AAS As NAV CANADA moves ahead with runway determination at FSSs with direct wind reading instruments, the phraseology will be changing from “preferred runway” to “runway”. (3) RAC 9.2.1 Minimum Sector Altitude (MSA) A note was added regarding the flight validation of MSA. (4) RAC 9.6.2 Visual Approach Additional text was added to clarify information about ATC visual approach clearance and missed approach procedures for aircraft on an IFR flight plan. (5) RAC 9.17.1 Corrections for Temperature Information was added to clarify some temperature correction procedures. (6) RAC 9.17.2 Remote Altimeter Setting The information was updated to specify the instrument approach procedure segments to which the RASS adjustments are applied.