Aeronautical Information Circulars

EFFECTIVE 0901Z 1 MARCH 2018 TO 0901Z 29 MARCH 2018 AIP CANADA (ICAO) Aeronautical Information Circulars

Published by NAV CANADA in accordance with ICAO Annexes 4 and 15 of the Convention on International Civil Aviation 2018 NAV CANADA All rights reserved Source of Charts and Maps: 2018 Her Majesty the Queen in Right of Canada Department of Natural Resources

NAV CANADA 01 MAR 18 AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1a/18 (Supersedes all previous summaries) The following Aeronautical Information Circulars are in effect: 27/06 Exemption from Subsection 602.34(2) of the Canadian Aviation Regulations 40/12 Notice of Mandate for Data Link Services in the North Atlantic Region (Supersedes AIC 24/12) 13/15 Inability of Air Traffic Controllers to Issue Clearances (Replaces AIC 26/13) 16/15 Instrument Landing System (ILS) Replacement Program (Replaces AIC 5/14) 23/15 Recommended Use of ARINC 424 Identifiers for Half-Degree Waypoints in the Gander Oceanic Control Area 25/15 Gander Flight Information Region (FIR)/Control Area (CTA) Airspace Design Changes for Reduced Lateral Separation Minimum Implementation 1/16 Pilot Procedures When Intending to Operate an Aircraft Above 250 Knots Indicated Airspeed Below 10,000 Feet Above Sea Level in Canadian Domestic Airspace 11/16 Depiction of Five-Nautical-Mile Buffers Around Special Use Airspace Contained Within Canadian Flight Information Regions (Supersedes AIC 19/15) 13/16 Area Navigation as Primary Approach on Automatic Terminal Information Service 14/16 Return of Mandatory North American Routes for Westbound Operations 1/17 Glide Path Fluctuations Caused by Movement of Ground Traffic 3/17 New Transponder Code for Gliders 4/17 Requirement to Maintain Listening Watch and Establish Communication When Using Datalink 12/17 Laser Attacks 18/17 Tofino/Long Beach Remote Aerodrome Advisory Service Provision Transfer of Service Port Hardy Flight Service Station (Replaces AIC 15/17) 19/17 Obstacle Clearance 22/17 NOTAM Time Periods Spanning Midnight 29/17 Aircraft Identification and Automatic Dependent Surveillance-Broadcast Flight Identification 31/17 Decommissioning of the Very High Frequency Direction Finder Kamloops, British Collumbia 32/17 Canadian Track Structures Canadian Arctic Control Area, Northern Control Area and Southern Control Area Tracks 33/17 Notice of Planned Expansion of the Trial Implementation of 25 Nautical Mile Lateral Separation Minimum in the International Civil Aviation Organization North Atlantic Region 34/17 Notice of Commencement of Phase 2B of Mandate for Data Link Services in the North Atlantic Region 2/18 Adjustment to the Canada Air Defense Identification Zone 3/18 Area Navigation Instrument Approach Procedure with Turns at the Final Approach Fix 4/18 Expansion of Restricted Airspace CYR301 Camp Dundurn, Saskatchewan (Replaces AIC 1/18) Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

01 MAR 18 5/18 Toronto International Lester B. Pearson Airport Automatic Terminal Information Service Message Changes 6/18 Decommissioning of the Sept-Îles (CYZV) Non-directional Beacon Sept-Îles, Quebec Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR SUMMARY 1a/18

NAV CANADA 01 MAR 18 AERONAUTICAL INFORMATION CIRCULAR 6/18 DECOMMISSIONING OF THE SEPT-ÎLES (ZV) NON-DIRECTIONAL BEACON SEPT-ÎLES, QUEBEC NAV CANADA, the country's provider of civil air navigation services, conducted an aeronautical study that reviewed the requirement for the non-directional beacon (NDB) at Sept-Îles, QC (ZV). The study concluded that there was no requirement for the NDB and recommended it be decommissioned. This change will take effect 29 March 2018 at 0901 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended. For further information, please contact: NAV CANADA Customer Service Centre 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 E-mail: service@navcanada.ca James Ferrier Director, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 01 MAR 18 AERONAUTICAL INFORMATION CIRCULAR 5/18 TORONTO INTERNATIONAL LESTER B. PEARSON AIRPORT AUTOMATIC TERMINAL INFORMATION SERVICE MESSAGE CHANGES The purpose of this aeronautical information circular (AIC) is to inform flight crews and air traffic control (ATC) of an upcoming change to the CYYZ automatic terminal information service (ATIS) message. On 1 April 2018, NAV CANADA will commence a 90-day trial of the CYYZ ATIS message containing the anticipated arrival/departure runways following quiet hour operations. This information will be available on the CYYZ ATIS message by 05:45 local time. The ATIS message will contain information only for flight crews regarding the anticipated CYYZ operation to be used following quiet hours; the ATIS message does not constitute a runway assignment. The current practice of runway assignment for aircraft arriving in CYYZ will remain on check-in on the arrival frequency. The Toronto area control centre enroute controllers will continue to inform the flight crews of the expected arrival runway between 60-80 distance measuring equipment (DME) from CYYZ. This does not preclude the possibility that a late runway change could occur for unforeseen circumstances; however, ATC will endeavour to avoid these situations. This information is being provided to assist flight crews with their arrival briefings and flight management system (FMS) programming prior to top of descent. Flight crews are requested to refrain from asking questions on the frequency regarding the anticipated runway operations. Any concerns by flight crews during the trial period should be addressed through the chief pilot of the specific operator. During the trial period, the ATIS message will contain one of the following information only statements after the current runway operation information: Example: Flight crews should anticipate runway 23, 24L, 24R for arrival and departure after 1030Z. Flight crews should anticipate runway 05, 06L, 06R for arrival and departure after 1030Z. Flight crews should anticipate runway 33L and 33R for arrival and departure after 1030Z. Flight crews should anticipate runway 15L and 15R for arrival and departure after 1030Z. CYYZ ATIS INFO V 0900Z 33011KT 15SM FEW018 FEW075 FEW240 M22/M27 A3000 THE APPROACH IS ILS RUNWAY 23. DEPARTURES RUNWAY 23. VA. FLIGHT CREWS SHOULD ANTICIPATE RUNWAY 23, 24L, 24R FOR ARRIVAL AND DEPARTURE AFTER 1030Z. AIRCRAFT ARRIVING TORONTO WITH PERMISSION TO LAND PRIOR TO 1030Z SHALL NOTIFY TORONTO ATC ON INITIAL CONTACT. GOOSE & SMALL BIRD ACTIVITY IN THE TORONTO INTERNATIONAL AREA. MONITOR FREQUENCY 133.1 FOR NOTAM INFORMATION NOT AVAILABLE BY DATA LINK. INFORM ATC THAT YOU HAVE INFORMATION VICTOR. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

01 MAR 18 In the event that the trial is ended early, a subsequent AIC will be issued. If you have any questions or concerns, please contact: NAV CANADA Attn: Neil Bennett, National Manager Air Traffic Services, Operational Procedures and Proficiency Operations E-mail: Neil.Bennett@navcanada.ca James Ferrier Director, Aeronautical Information Management Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 5/18

NAV CANADA 01 FEB 18 AERONAUTICAL INFORMATION CIRCULAR 4/18 EXPANSION OF RESTRICTED AIRSPACE CYR301 CAMP DUNDURN, SASKATCHEWAN (Replaces AIC 1/18) To facilitate military operations at Canadian Forces Base (CFB) Camp Dundurn, Saskatchewan, the Department of National Defence (DND) has requested a revision to the Class F restricted airspace CYR301 Camp Dundurn located 13 nautical miles (NM) south of the Saskatoon airport (see map sketch below for details on the revision). NAV CANADA conducted an aeronautical study that concluded the CYR expansion can be accommodated without impacting the safety and efficiency of aircraft operations. NOT FOR NAVIGATION Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

01 FEB 18 This change is planned to take effect 24 May 2018 at 09:01 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended. Note that on this publication date, this AIC will revert to an AIP Supplement for reference until the amended Regina visual flight rules (VFR) navigation chart (VNC) (AIR 5006) is published in July 2018. For further information please contact: NAV CANADA Customer Service 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 Fax: 877-663-6656 E-mail: service@navcanada.ca James Ferrier Director, Aeronautical Information Management Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 4/18

NAV CANADA 01 FEB 18 AERONAUTICAL INFORMATION CIRCULAR 3/18 AREA NAVIGATION INSTRUMENT APPROACH PROCEDURE WITH TURNS AT THE FINAL APPROACH FIX In the Spring 2012 edition of NAV CANADA s publication Direct Route, an article was published detailing the differences in flight management system databases. These details included the dependency of the databases on both the type of flight management system and its age or software version. Differences in database content, such as which area navigation (RNAV) approaches are available, types of approach transitions or leg types that are available, and which types of conventional procedures were coded, were discussed. A copy of the article can be obtained here: <http://www.navcanada.ca/en/media/publications/direct-route-spring- 2012-EN.pdf> Recent information from Transport Canada s National Aircraft Certification Branch has also discovered operational hazards that may be present depending on the method by which the flight management system was integrated into the aircraft flight director, autopilot, or both. The aircraft may not transition to approach mode, may not capture the final approach course, may commence an undesired early turn to capture the final approach course outside the final approach fix (FAF), or may overshoot the final approach track if: the aircraft flight management system was integrated into the aircraft using the instrument landing system (ILS) or microwave landing system (MLS) flight director/autopilot channels; and the flight director/autopilot channels are used to provide lateral and vertical coupling for RNAV approaches; and the RNAV approach contains a track change at the FAF or final approach waypoint (FAWP). This type of system behaviour results from avionics integration design choices that were made prior to the advent of approach procedures with turns at the FAF or FAWP. Aircraft that use flight management system (FMS) pitch and roll steering directly to the flight director/autopilot will not exhibit this behaviour. Track changes at the FAF are allowed for, by design, to be up to 15 for a localizer performance with vertical guidance (LPV) and lateral navigation (LNAV) vertical navigation (VNAV) approaches, and up to 30 for LNAV and localizer performance without vertical guidance (LP) approaches. Track changes at the FAF are utilized where terrain, obstacles, or restricted airspace preclude a straight line transition from the intermediate segment to the final approach segment. Aircraft that are properly equipped to fly the approach with a track change at the FAF receive the significant safety benefit of an approach with straight in landing minima, versus a circling only procedure that would have otherwise been required or no approach at all. By way of example, Terrace, British Columbia Runway 15 was only accessible via a circling procedure prior to the LNAV Runway 15 being published. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 3

01 FEB 18 Terrace RNAV (LNAV RWY 15) Obstacle Assessment Area Intermediate Area (Green), and; Final Area (Magenta) Aircraft equipped to provide guidance to the flight director/autopilot via pitch and roll steering will correctly execute a smart turn at PILNU. These aircraft will stay coupled to LNAV and advisory VNAV or vertical speed (VS) correctly in the transition from the intermediate segment. Aircraft utilizing the ILS/MLS channel into the flight director autopilot will either treat PILNU as a flyby waypoint and overshoot the final approach course (late intercept) or, at 2 nautical miles (NM) outside the FAF when the approach is activated, turn left to intercept the final approach inbound track of 148 (early intercept). Either scenario would place the aircraft away from the design approach track centreline and closer to the edge of the primary obstacle assessment area. RNAV (LPV) approaches may have the same characteristics with a turn of up to 15 at the FAF. Below is an example of the RNAV approach at Trois-Rivières Quebec (CYRQ) with LPV and LNAV minima, where the approach is limited by restricted airspace to the south. Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 3/18

01 FEB 18 NAV CANADA endeavors to build safe, useable procedures that maximize the benefits of performance-based navigation (PBN). However, NAV CANADA cannot build procedures that reflect the operating restrictions resident in each airframe and navigation system combination. It is incumbent upon air operators and pilots to fully understand these restrictions within their flight management systems and aircraft. As in the article on Database Contents, the age of the aircraft, flight management system, and supplemental type certificate integration choices all affect procedure usability under PBN. James Ferrier Director, Aeronautical Information Management AERONAUTICAL INFORMATION CIRCULAR 3/18 Page 3 of 3

NAV CANADA 01 FEB 18 AERONAUTICAL INFORMATION CIRCULAR 2/18 ADJUSTMENT TO THE CANADA AIR DEFENCE IDENTIFICATION ZONE The Department of National Defence (DND) is adjusting the boundary of the Canada Air Defence Identification Zone (ADIZ). The Canada ADIZ will be expanded to include most of the Arctic Archipelago. For the east and west coasts, the inner boundary will be moved offshore. Refer to the Designated Airspace Handbook (DAH) for the new ADIZ geographical coordinates. The following map depicts the revised boundary. NOT FOR NAVIGATION Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 3

01 FEB 18 Air Defence Identification Zone North and East The airspace within the area bounded by a line beginning at: N72 00'00.00" W066 40'00.00" to N75 00'00.00" W073 16'18.00" to N76 41'24.00" W075 00'00.00" to N77 30'00.00" W074 46'00.00" to N78 25'00.00" W073 46'00.00" to N78 48'30.00" W073 00'00.00" to N79 39'00.00" W069 20'00.00" to N80 00'00.00" W069 00'00.00" to N80 25'00.00" W068 20'00.00" to N80 45'00.00" W067 07'00.00" to N80 49'12.00" W066 29'00.00" to N80 49'48.00" W066 26'18.00" to N80 50'30.00" W066 16'00.00" to N81 18'12.00" W064 11'00.00" to N81 52'00.00" W062 10'00.00" to N82 13'00.00" W060 00'00.00" to N86 00'00.00" W060 00'00.00" thence westerly along latitude N86 00'00.00" to N86 00'00.00" W080 00'00.00" to N75 00'00.00" W130 00'00.00" thence westerly along latitude N75 00'00.00" to N75 00'00.00" W141 00'00.00" to N69 50'00.00" W141 00'00.00" thence easterly along latitude N69 50'00.00" to N69 50'00.00" W066 48'21.00" to N64 00'00.00" W067 00'00.00" to N59 34'00.00" W063 23'00.00" to N55 45'00.00" W059 41'00.00" to N54 37'00.00" W056 44'00.00" to N53 31'00.00" W055 22'00.00" to N50 40'00.00" W055 22'00.00" to N49 20'00.00" W053 07'00.00" to N47 40'00.00" W052 23'00.00" to N46 30'00.00" W052 53'00.00" to N46 00'00.00" W058 00'00.00" to N43 15'00.00" W065 55'00.00" to N39 30'00.00" W063 45'00.00" to N45 00'00.00" W048 00'00.00" to Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 2/18

01 FEB 18 N48 00'00.00" W047 00'00.00" to N58 00'00.00" W055 00'00.00" to N61 00'00.00" W057 00'00.00" to N65 00'00.00" W057 45'00.00" to N72 00'00.00" W066 40'00.00" point of beginning Air Defence Identification Zone West The airspace within the area bounded by a line beginning at: N54 35'00.00" W133 00'00.00" to N54 00'00.00" W136 00'00.00" to N52 00'00.00" W135 00'00.00" to N48 20'00.00" W132 00'00.00" thence easterly along latitude N48 20'00.00" to N48 20'00.00" W128 00'00.00" to N48 30'00.00" W125 00'00.00" to N51 00'00.00" W129 45'00.00" to N52 42'00.00" W132 30'00.00" to N53 49'00.00" W133 00'00.00" to N54 35'00.00" W133 00'00.00" point of beginning This change is planned to take effect 24 May 2018 at 09:01 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended. Note that on this publication date, this aeronautical information circular (AIC) will revert to an AIP Supplement for reference until all the affected visual flight rules (VFR) navigation charts (VNCs) have been amended, which is currently planned to occur by 2022. For further information please contact: NAV CANADA Customer Service 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 Fax: 877-663-6656 E-mail: service@navcanada.ca James Ferrier Director, Aeronautical Information Management AERONAUTICAL INFORMATION CIRCULAR 2/18 Page 3 of 3

NAV CANADA 07 DEC 17 AERONAUTICAL INFORMATION CIRCULAR 34/17 NOTICE OF COMMENCEMENT OF PHASE 2B OF MANDATE FOR DATA LINK SERVICES IN THE NORTH ATLANTIC REGION Introduction The mandate for data link services in the North Atlantic (NAT) region commenced 07 February 2013, initiating a phased approach that would see the area of applicability expand incrementally until completion in 2020. In accordance with the vertical and horizontal boundaries described below, all aircraft are required to be fitted with, and using, controller-pilot data link communications (CPDLC) and automated dependent surveillance contract (ADS-C) equipment (see North Atlantic Operations Bulletin 2012-031). Purpose of Circular This aeronautical information circular (AIC) confirms plans to implement Phase 2B of the NAT Data Link Mandate (DLM) on 07 December 2017, which encompasses flight level (FL) 350 to FL 390 (inclusive) throughout the International Civil Aviation Organization (ICAO) NAT region. The information provided is intended for publication in the Spring 2018 Transport Canada Aeronautical Information Manual (TC AIM TP 14371E). Background As agreed at the 49th meeting of the North Atlantic Systems Planning Group (NAT SPG), the objectives of the NAT DLM are to enhance communication, surveillance and air traffic control (ATC) intervention capabilities in the NAT region. This is done to reduce collision risk and enable the NAT target level of safety to be met, particularly in the vertical plane. ADS-C provides capabilities for conformance monitoring of aircraft adherence to cleared route and FL, thereby significantly enhancing safety in the NAT region. ADS-C also facilitates search and rescue operations and the capability to locate the site of an accident in oceanic airspace. CPDLC significantly enhances air/ground communication capability and therefore controller intervention capability. The NAT SPG goals for the expansion of the NAT DLM to increase the level of aircraft data link system equipage, are in concert with the International Civil Aviation Organization (ICAO) Global Air Navigation Plan (GANP) (Doc 9750) Aviation System Block Upgrade (ASBU) Block 0, Module B0-40 (2013-2018). This module calls for safety and efficiency improvements for enroute operations supported by data link. The NAT SPG objectives are that by 2018, 90% of aircraft operating in the NAT region airspace at FL 290 and above will be equipped with Future Air Navigation Systems 1/A (FANS 1/A) (or equivalent) ADS-C and CPDLC systems and that by 2020, 95% of aircraft operating in that airspace, will be so equipped. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 4

07 DEC 17 Planned Vertical and Horizontal Boundaries for NAT Region DLM Airspace Phase 2A, commenced 05 February 2015 Phase 2B, commencing 07 December 2017 Phase 2C, commencing 30 January 2020 FL 350 to FL 390 (inclusive) all tracks within the NAT OTS. This phase applies to all aircraft operating on or at any point along the tracks. FL 350 to FL 390 (inclusive) throughout the ICAO NAT region. FL 290 and above throughout the ICAO NAT region. Airspace Not Included in NAT Region DLM Airspace Airspace north of 80 North (N). (Airspace north of 80 N lies outside the reliable service area of geostationary satellites); New York Oceanic flight information region (FIR); and Airspace where an air traffic service (ATS) surveillance service is provided by means of radar, multilateration, and/or automatic dependent surveillance broadcast (ADS-B) coupled with very high frequency (VHF) voice communications, as depicted in State Aeronautical Information Publications (AIP), provided the aircraft is suitably equipped (transponder/ads-b extended squitter transmitter). Estimated Extent of ATS Surveillance Airspace in the NAT Region For overall awareness purposes, Figure 1 depicts the estimated extent of ATS surveillance airspace where non-data link equipped aircraft might be allowed to operate within the NAT DLM airspace: Figure 1 Page 2 of 4 AERONAUTICAL INFORMATION CIRCULAR 34/17

07 DEC 17 Guidance for Trans-Atlantic Flight Planning by Non-Data Link Aircraft Figure 2 depicts the ATS surveillance airspace where suitably equipped aircraft (transponder/ads-b extended squitter transmitter) will be allowed to operate without restrictions. Figure 2 Commencing 07 December 2017, aircraft not equipped with FANS 1/A (or equivalent) systems will be allowed to operate within the area depicted above at DLM-designated flight levels, provided the aircraft is suitably equipped (transponder/ads-b extended squitter transmitter). For planning purposes, this area is bounded by the following: Northern boundary: 64N000W 68N010W 69N020W 68N030W 67N040W 69N050W 69N060W BOPUT. Southern boundary: GUNPA (61N000W) 61N007W 6040N010W RATSU (61N010W) 61N020W 63N030W 62N040W 61N050W SAVRY Flights Allowed to Flight Plan into NAT Region DLM Airspace The following flights will be permitted to flight plan to enter the NAT DLM airspace: 1. Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C data link systems. (NAT Regional Supplementary Procedures (ICAO Doc 7030) paragraphs 3.3.2 and 5.4.2 apply for CPDLC and ADS-C respectively); and 2. Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR, or STATE in Item 18 of the flight plan. (Depending on the tactical situation at the time of flight, however, such flights may not receive an ATC clearance that fully corresponds to the requested flight profile). AERONAUTICAL INFORMATION CIRCULAR 34/17 Page 3 of 4

07 DEC 17 Operational Policies Applicable to NAT Region DLM Airspace Any aircraft not equipped with FANS 1/A (or equivalent) systems may request to climb or descend through the NAT DLM airspace. Such requests, as outlined below, will be considered on a tactical basis. This provision will not be applicable after commencement of Phase 2C. Altitude reservation (ALTRV) requests will be considered on a case-by-case basis (as is done today regarding NAT minimum navigation performance specifications [MNPS] airspace), irrespective of the equipage status of the participating aircraft. If a flight experiences an equipment failure AFTER DEPARTURE that renders the aircraft unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to operate in the NAT DLM airspace will be considered on a tactical basis. Such flights must notify ATC of their status PRIOR TO ENTERING the airspace. If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN NAT DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared so as to avoid the airspace, but consideration will be given to allowing the flight to remain in the airspace, based on tactical considerations. If a flight experiences an equipment failure PRIOR to departure that renders the aircraft non- DLM compliant, the flight should re-submit a flight plan so as to remain clear of the NAT regional DLM airspace. European and North Atlantic (EUR/NAT) Interface Flight Planning Where the NAT interfaces with the European (EUR) data link implementation rule airspace, procedures will be established by the air navigation service providers (ANSP) concerned to facilitate the vertical transition of traffic to and from the NAT region DLM and the EUR data link implementation rule areas. The transition will be conducted as soon as is practicable by the initial EUR domestic area along the common FIR/upper flight information region (UIR) boundary bordering the NAT region DLM. The operator and the ANSP must ensure that the vertical transition is complete prior to crossing any subsequent FIR/UIR boundary. Further Information For further information, please contact: NAV CANADA Gander Area Control Centre P.O. Box 328 Gander, NL A1V 1W7 Attn: Jeffrey Edison, Manager ACC Operations Direct line: 709-651-5223 E-mail: edisonj@navcanada.ca James Ferrier Director, Aeronautical Information Management Page 4 of 4 AERONAUTICAL INFORMATION CIRCULAR 34/17

NAV CANADA 07 DEC 17 AERONAUTICAL INFORMATION CIRCULAR 33/17 Introduction NOTICE OF PLANNED EXPANSION OF THE TRIAL IMPLEMENTATION OF 25 NAUTICAL MILE LATERAL SEPARATION MINIMUM IN THE INTERNATIONAL CIVIL AVIATION ORGANIZATION NORTH ATLANTIC REGION The first phase of the reduced lateral separation minimum (RLatSM) of 25 nautical miles (NM) in the North Atlantic (NAT) region commenced 15 December 2015. As of that date, all flights operating between flight level (FL) 350 and FL 390, inclusive, on the three published RLatSM tracks within the Gander and Shanwick oceanic control areas (OCA) and have participated in the trial. RLatSM Phase 2 will expand the introduction of tracks that are spaced by one-half degree beyond the core tracks of the North Atlantic organized track system (NAT OTS) between FL 350 and FL 390 inclusive. RLatSM Phase 2 is expected to begin no earlier than 1130Z on 04 January 2018. A progressive approach to Phase 2 track design will be adopted to support operators, air traffic control (ATC), and adjacent air navigation service providers (ANSPs) to adjust to the changes in demand that the transition to RLatSM Phase 2 is expected to bring. The information provided is intended for publication in the Fall 2018 Transport Canada Aeronautical Information Manual (TC AIM TP 14371E). Background Advancements in aircraft avionics and air traffic management flight data processing systems have driven an initiative to analyze whether the lateral separation standard in the current NAT minimum navigation performance specification (MNPS) airspace (one degree of latitude, which equates nominally to 60 NM) can be reduced to increase the number of route options available and therefore increase capacity at optimum flight levels. Operator Eligibility and Participation Aircraft operating on or at any point along the published RLatSM tracks (see Figure 1) within the NAT OTS, between FL 350 and FL 390 inclusive during the organized track system (OTS) validity period are required to be fitted with, and using, controller-pilot data link communications (CPDLC) and automated dependent surveillance contract (ADS-C) equipment (see North Atlantic Operations Bulletin 2012-031). The trial implementation of RLatSM will occur in NAT high level airspace (HLA). Therefore, MNPS approval remains a requirement. Only those operators/aircraft eligible for RLatSM operations will be allowed to operate on designated RLatSM tracks between FL 350 to FL 390 (inclusive). All RLatSM tracks and FLs will be uniquely identified in Note 3 of the OTS track message. Flights operating on or at any point along published RLatSM tracks will be permitted to request a climb or descent outside the FL 350 to FL 390 level band. Clearances will be subject to tactical traffic situations. However, 60 NM lateral separation will then be applied. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 5

07 DEC 17 Figure 1 Operators will be eligible to flight plan RLatSM tracks provided the flights are: a) required navigation performance 4 (RNP 4) approved; b) automated dependent surveillance contract (ADS-C) equipped; and c) controller-pilot data link communications (CPDLC) equipped. The required Communications/Navigation/Surveillance (CNS) systems must be operational and flight crews must report any failure or malfunction of global positioning system (GPS), ADS-C, or CPDLC equipment to ATC as soon as it becomes apparent. Page 2 of 5 AERONAUTICAL INFORMATION CIRCULAR 33/17

07 DEC 17 Contingency and Strategic Lateral Offset Procedures Contingency procedures applicable in the NAT Region are contained in the following documents: Chapter 15 (15.2 Special Procedures for In-Flight Contingencies in Oceanic Airspace) of the Procedures for Air Navigation Services Air Traffic Management (Doc 4444); Chapter 9 (Special Procedures) of the NAT Regional Supplementary Procedures (SUPPS) (Doc 7030); and Chapter 13 (Special Procedures for In-Flight Contingencies) of the North Atlantic Operations and Airspace Manual (NAT Doc 007). Analysis conducted as part of the RLatSM safety assessment has confirmed these procedures remain appropriate for the application of the 25 NM lateral separation minimum. Therefore, no additions or changes to the existing procedures are required. The strategic lateral offset procedure (SLOP), which distributes aircraft along a route or track centreline with offsets of one or two miles to the right thereof, has been implemented as a standard operating procedure in the NAT Region since 2004. Detailed guidance on SLOP application in the NAT Region is contained in the North Atlantic Operations and Airspace Manual (NAT Doc 007), specifically, Chapter 8.5 Special In-Flight Procedures Strategic Lateral Offset Procedures (SLOP). Calculations used in the RLatSM safety assessment demonstrate sufficiency to allow provisions for the application of SLOP up to 2 NM right of track or route centerline where the 25 NM lateral separation minimum is being applied. Flight Planning Air traffic services (ATS) systems use Field 10 (Equipment) and Field 18 (Other Information) of the standard International Civil Aviation Organization (ICAO) flight plan to identify an aircraft s data link and navigation capabilities. The operator should insert the following items into the ICAO flight plan for RNP 4 authorized and Future Air Navigation System 1/A (FANS 1/A) or equivalent aircraft: a) Field 10a (Radio communication, navigation and approach aid equipment and capabilities): insert J5 to indicate CPDLC FANS 1/A SATCOM (Inmarsat) and/or J7 to indicate CPDLC FANS 1/A SATCOM (Iridium) data link equipment. b) Field 10b (Surveillance equipment and capabilities): insert D1 to indicate ADS with FANS 1/A capabilities. c) Field 18 (Other Information): insert the characters PBN/ followed by L1 for RNP 4. Correct use of the CNS equipment that is indicated in the flight plan Before entering the NAT, the flight crew should ensure that: a) the aircraft is logged on for data link capability (J5, J7, D1), filed in the flight plan list (FPL); and b) RNP 4 is inserted into the flight management computer (FMC), when RNP 4 capability (L1) has been filed in the FPL. This is necessary to enable aircraft navigation system monitoring and alerting against the required RNP 4 navigation specification. AERONAUTICAL INFORMATION CIRCULAR 33/17 Page 3 of 5

07 DEC 17 Verification of Waypoint Degrees and Minutes Track spacing for RLatSM may involve the use of waypoints comprised of half-degree coordinates. Existing cockpit map display limitations result in truncation of waypoints consisting of latitude/longitude to a maximum of seven characters. Minutes of latitude are not displayed. In Figure 2, the representation would be the same if the flight was operating along whole or half-degree waypoints (e.g., the N50W020 label in the figure below could represent a whole degree (5,000 North) or a half-degree (5,030 North) of latitude). Figure 2 As shown in Figure 3, full 13-character representations of latitude/longitude waypoints can be viewed via the FMC display. To mitigate the possibility for gross navigation errors resulting from incorrect waypoint insertion, it is imperative that established cockpit procedures are followed, whereby each pilot independently displays and verifies the degrees and minutes loaded into the FMC for each oceanic waypoint defining the cleared route of flight. Figure 3 Page 4 of 5 AERONAUTICAL INFORMATION CIRCULAR 33/17

07 DEC 17 Flight crews are further advised that, should they be notified that ATC systems indicate the aircraft is not flying the cleared route, they should immediately display of the full degrees and minutes loaded into the FMC for the NEXT and NEXT + 1 waypoints, and verify against the cleared route before responding. As a precaution against possible waypoint insertion errors, rerouting of flights onto RLatSM-identified tracks containing half-degree coordinates will only be permitted via CPDLC using uplink message UM79, UM80, or UM83. Aircraft will therefore not be rerouted onto half-degree OTS tracks if Aeronautical Radio Incorporated (ARINC) 623 data link or voice is used for the issuance of the oceanic clearance. Current Version The current and updated versions of the draft NAT RLatSM plan and associated documents are provided on the ICAO European and North Atlantic Office website: <www.paris.icao.int> EUR & NAT Documents NAT Documents Planning documents supporting separation reductions and other initiatives Further Information For further information, please contact: NAV CANADA Gander Area Control Centre P.O. Box 328 Gander, NL A1V 1W7 Attn: Jeffrey Edison, Manager ACC Operations Direct line: 709-651-5223 E-mail: edisonj@navcanada.ca James Ferrier Director, Aeronautical Information Management AERONAUTICAL INFORMATION CIRCULAR 33/17 Page 5 of 5

NAV CANADA 07 DEC 17 AERONAUTICAL INFORMATION CIRCULAR 32/17 CANADIAN TRACK STRUCTURES CANADIAN ARCTIC CONTROL AREA, NORTHERN CONTROL AREA, AND SOUTHERN CONTROL AREA TRACKS Purpose of Circular This aeronautical information circular (AIC) advises operators of upcoming changes to Canadian Arctic Control Area (ACA), Northern Control Area (NCA), and Southern Control Area (SCA) track structures. Background Within Canadian domestic airspace, various route and track structures have existed over the years to provide effective management of airspace and traffic. The ACA, NCA, and SCA track structures were originally designed to facilitate efficient use of optimum flight levels and air traffic control (ATC) separation minima. The use of these tracks is no longer mandatory. With the advent of new technologies, many aircraft operators prefer to request or flight plan more efficient routes. Today s communication and surveillance tools allow air traffic control to approve these random routes, without the need for underlying fixed track structures. The published ACA, NCA, and SCA track structures will be removed accordingly. Publication of the Changes The ACA, NCA, and SCA tracks will be removed from the publications in phases. The first phase is effective 19 July 2018 and will remove ACA and SCA tracks, along with some NCA track segments and related reporting points. Remaining reporting points published in latitude/longitude format will be reassigned appropriate five-letter name codes. Subsequent track removals will be announced by a separate AIC. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

07 DEC 17 Flight Planning Transport Canada s Aeronautical Information Manual (TC AIM) RAC section 11.4 provides guidance on flight planning procedures and position reports when using random routes in the NCA andthe ACA, and when on polar routes. The TC AIM can be found here: <https://www.tc.gc.ca/eng/civilaviation/publications/tp14371- menu-3092.htm> The changes proposed in this AIC are not meant to affect any flight planning requirements for the North Atlantic Organized Track System (NAT OTS) or the North American Route (NAR) program. For further information please contact: NAV CANADA Customer Service 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 Fax: 877-663-6656 E-mail: service@navcanada.ca James Ferrier Director, Aeronautical Information Management Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 32/17

NAV CANADA 07 DEC 17 AERONAUTICAL INFORMATION CIRCULAR 31/17 DECOMMISSIONING OF THE VERY HIGH FREQUENCY DIRECTION FINDER KAMLOOPS, BRITISH COLUMBIA NAV CANADA, the country's provider of civil air navigation services, conducted an assessment of the very high frequency (VHF) direction finder (VDF) service for the Kamloops, British Columbia Aerodrome (CYKA). It was determined that this service is not required and the VDF will be decommissioned. This change will take effect 29 March 2018 at 0901 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended. For further information please contact: NAV CANADA Customer Service 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 Fax: 877-663-6656 E-mail: service@navcanada.ca James Ferrier Director, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 09 NOV 17 AERONAUTICAL INFORMATION CIRCULAR 29/17 AIRCRAFT IDENTIFICATION AND AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST FLIGHT IDENTIFICATION Purpose of Circular This aeronautical information circular highlights the requirement for Aircraft Identification (ACID) and Automatic Dependent Surveillance-Broadcast (ADS-B) Flight Identification (Flight ID) to match. Background ADS-B is a surveillance system that uses an aircraft s Mode S transponder to relay a range of aircraft parameters such as identification, position, and altitude to air traffic services. ADS-B uses two means of identifying transmitting aircraft. The first is the aircraft s Mode S address, also known as the International Civil Aviation Organization (ICAO) 24-bit aircraft address. The second is the Flight ID which is the aircraft s call sign. Every aircraft has a unique 24-bit aircraft address assigned by the State of aircraft registry. In Canada, the aircraft address is printed at the bottom of the aircraft s certificate of registration in three formats: binary (24 ones and zeros), octal (eight numerical digits), and hexadecimal (six alpha-numeric digits). The aircraft address is entered into the transponder during installation, and it remains associated with that specific aircraft registration. Flight ID is the ACID entered on the ICAO flight plan in item 7. The Flight ID enables the air traffic service s surveillance displays to correctly correlate with the flight plan information. To ensure uninterrupted surveillance separation services, the Flight ID must exactly match the ACID entered in item 7 of the ICAO flight plan. Use of Flight ID without an Assigned Radiotelephony Designator or Flight Number For general aviation transponder installations, Flight ID will be equal to the aircraft registration. In these cases, ADS-B installers should program Flight ID during the initial configuration. After this, the Flight ID will not be an editable field during normal operation. Aircraft operators should obtain confirmation from installers that the Flight ID entered into the transponder matches the aircraft registration, without any leading zeros, hyphens, dashes or added spaces. Aircraft operators are also reminded that trading transponders between aircraft or using a loaner transponder will necessitate reprogramming the correct aircraft address and flight ID into the configuration settings. Use of Flight ID with an Assigned Radiotelephony Designator followed by a Flight Number Air operators that use assigned three-letter radiotelephony designators followed by a flight number may require a different Flight ID for each flight segment. In these operations, prior to taxi for each departure, the flight crew enters the Flight ID through either a transponder control panel or through the flight management system (FMS). Pilots must always ensure that the Flight ID entered is exactly the same as the ACID that was filed in item 7 of the ICAO flight plan. Flight ID should never contain hyphens, dashes, or added spaces, and zeros should only appear if they form part of the ACID. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

09 NOV 17 Example Generic Airlines Flight 045, using ICAO assigned airline code GEN. If entered in item 7 on the ICAO Flight Plan as GEN045, then the Flight ID input by pilot in the FMS must be entered as GEN045 (and not GEN45, GEN_045, or as the aircraft registration CFABC). Air operators are strongly encouraged to include proper Flight ID entering procedures on checklists for FMS initialization, particularly for departures where the avionics have not been reset through a power-down cycle. Further Information For further information please contact: NAV CANADA Customer Service 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 Fax: 877-663-6656 E-mail: service@navcanada.ca James Ferrier, Director Aeronautical Information Management Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 29/17

NAV CANADA 12 OCT 17 AERONAUTICAL INFORMATION CIRCULAR 22/17 NOTAM TIME PERIODS SPANNING MIDNIGHT In 2011, changes to the format of NOTAM time periods were introduced to further comply with International Civil Aviation Organization (ICAO) standards and to harmonize the format with those of other ICAO member states. Discontinuing the use of the ten-digit date-time group to describe a time schedule allowed more foreign systems to extract NOTAMs automatically for pre-flight briefings, while at the same time reducing the workload of dispatchers. Since 2011, minor changes have been introduced to clarify time periods; however, periods spanning midnight are still generally misinterpreted. It is crucial for users and NOTAM Originators to read or compose these schedules correctly, since a misinterpretation could result in an aeronautical incident or accident. To reduce the risk of misinterpreting time periods in a NOTAM, refer to the examples and illustrations provided below to visualize and understand time periods spanning midnight Universal Time Coordinated (UTC). General In a NOTAM, all times, dates, and days of the week are expressed in UTC. For example, for the city of Ottawa (UTC -5(4)): Wednesday 8 February at 22:00 (10:00 p.m.) local time (EST) translates to Thursday 9 February at 0300Z UTC NOTAM Schedule in Relation to the NOTAM Validity A schedule is inserted only when the information contained in a NOTAM occurs during more than one period within the overall "in force" period. The start of the first time period corresponds to the Start date-time group and the end of the last period corresponds to End date-time group, unless days of the week are used and the NOTAM is in force for more than a week. Publication of NOTAM. Start of validity Start ten-digit date-time group (Start of activity, NOTAM comes into force) End ten-digit datetime group (End of activity, end of validity) schedule First period Second period Third period Time NOTAM active NOTAM active NOTAM active NOTAM in Force NOTAM Valid Figure 1: NOTAM schedule in relation to the NOTAM validity Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 4

12 OCT 17 Daily Activity When the activity is a succession of identical periods of less than 24 hours on consecutive days, the term DLY (daily) is used and the NOTAM period is presented as follows: 1600-0800 DLY 1704051600 TIL 1704100800 1600-0800 APR 05 APR 10 05/04/2017 06/04/2017 07/04/2017 08/04/2017 09/04/2017 04/04/2017 UTC Day 00:00 to 23:59:59 10/04/2017 Periods Expressed with Dates When using this format, note that the dates correspond to the start of the periods and the last date in the NOTAM schedule (28 April) does not correspond to the date of the second ten-digit date-time group (29 April). APR 24-26 2000-0300 APR 27 28 2200-0600 1704242000 TIL 1704290600 2000-0300 2000-0300 2000-0300 2200-0600 2200-0600 APR 23 APR 24 APR 25 APR 26 APR 27 APR 28 APR 29 24/04/2017 25/04/2017 26/04/2017 27/04/2017 28/04/2017 29/04/2017 23/04/2017 UTC Day 00:00 to 23:59:59 30/04/2017 As with all schedules, the first date and time of the schedule (APR 24 at 2000Z) corresponds to the first tendigit date-time group (1704242000) and the last time (0600Z) of the schedule corresponds to the second tendigit date-time group (1704290600). Page 2 of 4 AERONAUTICAL INFORMATION CIRCULAR 22/17

12 OCT 17 Periods Expressed with Days of the Week Occasionally, periods can be expressed using days of the week. The days of the week syntax would be used when the activity spans multiple weeks and when the periods are the same for a given day. Note that because the NOTAM is valid for multiple weeks, the start and end ten-digit date-time groups can correspond to any day in the schedule, as long as the times match. In the example below, the activity starts on a Tuesday (04 April) and ends on a Saturday (29 April). The ten-digit date-time groups must be referenced to determine the exact start and end of the NOTAM validity. Note that only a portion of the NOTAM schedule is shown in the illustration below. MON-FRI 2200-0500 SAT-SUN 2300-0200 1704042200 TIL 1704290500 2300-0200 2200-0500 2200-0500 2200-0500 2200-0500 2200-0500 2300-0200 2300-0200 SUN MON TUE WED THU FRI SAT SUN MON 22/04/2017 23/04/2017 24/04/2017 25/04/2017 26/04/2017 27/04/2017 28/04/2017 29/04/2017 UTC 21/04/2017 Day 00:00 to 23:59:59 30/04/2017 Differences with Periods Not Spanning Midnight When time periods do not span midnight UTC, the formats are essentially the same: Daily Activity 0800-1600 DLY 1704240800 TIL 1704291600 Periods Expressed with Dates APR 14-19 0730-1300 APR 20-22 1130-2330 APR 23-29 0900-2000 1704140730 TIL 1704292000 Periods Expressed Using Days of the Week MON WED FRI 0500-2200 SAT 0200-2300 1704030500 TIL 1704212200 AERONAUTICAL INFORMATION CIRCULAR 22/17 Page 3 of 4

12 OCT 17 Further Information For further information please contact: NAV CANADA 77 Metcalfe Street Ottawa ON K1P 5L6 Attn: Caroline Doucet, Manager Aeronautical Information Management (AIM), Standards and Procedures Tel.: 613-563-5774 E-mail: caroline.doucet@navcanada.ca James Ferrier Director, Aeronautical Information Management Page 4 of 4 AERONAUTICAL INFORMATION CIRCULAR 22/17

NAV CANADA 17 AUG 17 AERONAUTICAL INFORMATION CIRCULAR 19/17 OBSTACLE CLEARANCE When a direct route is given, air traffic control (ATC) is responsible for obstacle clearance. Provided that the altitude is at or above the minimum instrument flight rules (IFR) altitude for the controlled airspace where the pilot intends to operate, ATC may use direct in a route clearance. ATC may clear aircraft that are traversing airways or air routes below the minimum en route altitude (MEA), but not below the applicable minimum IFR altitude. Within air traffic service (ATS) surveillance coverage, it is common for controllers to issue the minimum vectoring altitude (MVA) when issuing direct routes. An MVA can be lower than a published minimum IFR altitude (minimum sector altitude [MSA], minimum obstacle clearance altitude [MOCA], MEA, or area minimum altitude [AMA]). Conclusion All ATC assigned altitudes provide obstacle clearance. For further information, please contact: NAV CANADA 77 Metcalfe Street Ottawa ON K1P 5L6 Attn: Claude Fortier, Manager Air Traffic Services, Standards and Procedures Tel.: 613-563-5738 E-mail: claude.fortier@navcanada.ca James Ferrier Manager, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 20 JUL 17 AERONAUTICAL INFORMATION CIRCULAR 18/17 TOFINO/LONG BEACH REMOTE AERODROME ADVISORY SERVICE PROVISION TRANSFER OF SERVICE PORT HARDY FLIGHT SERVICE STATION (Replaces AIC 15/17) Effective 1 June 2017 Tofino/Long Beach remote aerodrome advisory service (RAAS) will be provided by Port Hardy flight service station (FSS) (Hardy Radio). The following publications will be updated to reflect these changes: Canada Flight Supplement (CFS), Canada Air Pilot (CAP) Volume 2, and General Pilot Handbook (GPH) 200 Volume 2. The following publications will be updated to reflect these changes at the next publication date: visual flight rules (VFR) navigation chart (VNC) (AIR 5004), En route Low Altitude (LO) Chart 01/LO Chart 02, En route High Altitude (HI) Chart 03/HI Chart 04, and Canada Water Aerodrome Supplement (CWAS). For further information please contact: NAV CANADA Customer Service Centre 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel.: 800-876-4693 E-mail: service@navcanada.ca James Ferrier Manager, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 27 APR 17 AERONAUTICAL INFORMATION CIRCULAR 12/17 Introduction LASER ATTACKS NAV CANADA recently sent out a memorandum to all air traffic services (ATS) personnel that provided more direction regarding laser attacks. The new direction will be integrated into the next full release of Manual of Air Traffic Services (MATS). Purpose of this circular Laser attacks constitute an ever-increasing problem across Canada. The purpose of this aeronautical information circular (AIC) is to standardize the reporting process for laser attacks and the information gathered by ATS personnel. Although some regions seem to encounter few incidents compared to other regions, it is important that this problem be addressed uniformly and be taken seriously. Laser Attacks are the second most reported item when it comes to aviation occurrences, most of which are reported in the Montreal, Toronto, and Vancouver flight information regions (FIRs). ATS Direction in MATS ATS personnel are directed to obtain the following information when informed that an aircraft has been illuminated by a laser or other directed bright light: Date, time, and location of occurrence Aircraft identification, type, altitude, heading, and flight conditions If known, light source location, direction, beam colour, and length of exposure Effect of illumination on crew members Actions taken by the crew Pilot opinion about whether illumination was accidental or intentional It is important that pilots continue to make these reports and pass on as much information as possible. ATS personnel will also warn other aircraft operating in the same area, advise local law enforcement, pass the information on to the area control centre (ACC) shift manager, and file an aviation occurrence report (AOR). Pilots will be asked to contact the shift manager once the aircraft is on the ground. James Ferrier Manager, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 02 FEB 17 AERONAUTICAL INFORMATION CIRCULAR 4/17 REQUIREMENT TO MAINTAIN LISTENING WATCH AND ESTABLISH COMMUNICATION WHEN USING DATALINK NAV CANADA has implemented controller-pilot data link communications (CPDLC) throughout most of the Canadian Domestic Airspace (CDA) and within the Gander oceanic control area (OCA). Automatic dependent surveillance contract (ADS-C) is used in lieu of voice position reporting in the Gander OCA and in some parts of the CDA. Details on the CPDLC and ADS-C services supported by NAV CANADA are provided in the Transport Canada Aeronautical Information Manual (TC AIM) and in other aeronautical information circulars (AIC). Data link communications provide many benefits over voice communications. However, CPDLC and ADS-C do not negate certain requirements associated with voice communications. Regardless of whether CPDLC or ADS-C is being used, pilots shall ensure that a listening watch is maintained and communication is established with the air traffic control unit, on the appropriate frequency. This AIC will remain in effect until 30 April 2018. Further Information For further Information, please contact: NAV CANADA 77 Metcalfe Street Ottawa ON K1P 5L6 Attn: Claude Fortier, Manager Air Traffic Services, Standards and Procedures Tel.: 613-563-5738 E-mail: claude.fortier@navcanada.ca James Ferrier Manager, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 02 FEB 17 AERONAUTICAL INFORMATION CIRCULAR 3/17 Introduction NEW TRANSPONDER CODE FOR GLIDERS Glider operators in Canada are being granted a unique transponder code of 1202, that they should use at all times, whenever they are operating, unless otherwise assigned by air traffic services (ATS). Purpose of Circular This aeronautical information circular (AIC) is to inform glider owners and pilots of this new procedure, which is effective immediately, and will be incorporated in the March edition of Transport Canada s Aeronautical Information Manual (TC AIM). Background Gliders operate with unique flight and maneuvering limitations. They may go from essentially stationary ATS surveillance contacts while thermaling to moving targets very quickly. They can also be expected to make sudden changes in flight direction to find lift and cannot hold altitude in a response to an ATS request. In addition, due to their small size and streamlined shape, gliders tend to be very difficult to see in flight and have been involved in near-miss incidents and mid-air collisions with powered aircraft. For these reasons, it is important for air traffic controllers to differentiate between gliders and powered aircraft in order to facilitate safe separation. Providing this unique code is in response to individual requests from glider operators and pilots and is fully supported by the Soaring Association of Canada (SAC) and the Canadian Owners and Pilots Association (COPA). It also matches the guidance promulgated by the Federal Aviation Administration (FAA), which has been in effect since 2012. Although not currently mandated, glider owners and pilots are encouraged to operate with a transponder on board so that they may fully benefit from the safety advantages that having a discreet transponder code will offer. Validity Effective 2 February 2017. For further Information, please contact: NAV CANADA 77 Metcalfe Street Ottawa ON K1P 5L6 Attn: Claude Fortier, Manager Air Traffic Services, Standards and Procedures Tel.: 613-563-5738 E-mail: claude.fortier@navcanada.ca James Ferrier Manager, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 05 JAN 17 AERONAUTICAL INFORMATION CIRCULAR 1/17 GLIDE PATH FLUCTUATIONS CAUSED BY MOVEMENT OF GROUND TRAFFIC This aeronautical information circular (AIC) will advise operators of the conditions under which glide path signals will be protected, and will detail pilot responsibilities to notify air traffic controllers (ATC) when conducting auto-land or similar approaches. Background In recent years, there has been an increase in reports from both pilots and air traffic controllers of instances of glide path fluctuations while an aircraft is navigating on the instrument landing system (ILS). This may occur when aircraft or vehicles are moving through the glide path critical area, causing interference with the signal. In several cases, the aircraft automation/autopilot followed momentary ILS fluctuations, causing the aircraft to pitch and roll. It has become evident that further clarity is required regarding when ILS signals are protected while an aircraft is established on an ILS approach. ILS signals will only be protected under the conditions described below. Glide Path Signal Protection Procedures A controller will protect the glide path signal when: 1. The ceiling is less than 1,000 feet or visibility is less than 3 miles, or both; and 2. The arriving aircraft is inside the final approach fix (FAF) on an ILS approach. Note: At uncontrolled airports, aircraft maneuvering on the ground may enter ILS critical areas during taxi, takeoff, or landing. The ILS critical areas are not protected when aircraft are outside the FAF. Furthermore, with the exception of CAT II/III operations, localizer signal protection is not applied when a preceding aircraft will pass over or through the critical area while taking off, landing, or executing a missed approach on the same or another runway. Pilots must be aware of the ILS signal interference threats as well as flight display indications and autopilot functionality during manual or fully coupled ILS approaches. Auto-Land or Practice Low Visibility Approaches In situations where protection of the ILS signal is not required and pilots wish to conduct auto-land or practice low visibility approach procedures, advise the controller of your intentions early enough so that they can either protect the ILS critical area or advise you that, due to traffic, ILS critical area protection is not possible. If ILS critical area protection is not possible, the controller will use the phrase ILS CRITICAL AREA NOT PROTECTED. It then becomes the pilot s responsibility to continue or discontinue in the particular approach mode. Advisory Notice An ILS performance report is available for all Canadian runways on the NAV CANADA website. Note: COM Sections 3.12.1 to 3.12.3 of the TC AIM should be reviewed to ensure an understanding of ILS operating characteristics. Appendix A, items 1, 2, and 3 of TP 1490, MANUAL of ALL WEATHER OPERATIONS should also be reviewed for an understanding of ILS CRITICAL SENSITIVE AREAS. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

05 JAN 17 Publication The Transport Canada Aeronautical Information Manual (TC AIM TP14371E) will be amended in the April 2017 release. Validity Effective 5 January 2017. For further information, please contact: NAV CANADA 77 Metcalfe Street Ottawa, ON K1P 5L6 Attn: Claude Fortier, Manager Air Traffic Services, Standards and Procedures Tel.: 613-563-5738 E-mail: claude.fortier@navcanada.ca James Ferrier Manager, Aeronautical Information Management Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 1/17

NAV CANADA 18 AUG 16 AERONAUTICAL INFORMATION CIRCULAR 14/16 RETURN OF MANDATORY NORTH AMERICAN ROUTES FOR WESTBOUND OPERATIONS Prior to reduced lateral separation minimum (RLatSM) Phase 2, NAV CANADA will require that operators file the North American Route (NAR) associated with the Westbound track when published, effective 1 September 2016. This will enable full RLatSM operations throughout the northern portion of the Gander oceanic transition area (GOTA). For the airspace involving CUDDY and north, NARs have been designed to move traffic from the Ocean Exit Point (OEP) to a landfall fix further inland. This will enable control staff to safely and efficiently transition flights from a procedural non-radar environment to the radar environment; which has multiple crossing routes and complexities. These short-leg NARs are available in the Canada Flight Supplement and they will change daily depending on which OEP is used for the RLatSM track. These NARS transition aircraft to inland fixes such as UDMAR, ALSOP, DUVBI, etc. Operators are advised that filing of the NARs published with the organized track system (OTS) message is mandatory. NARs will be published as needed. For more information, please contact: NAV CANADA Gander Area Control Centre P.O. Box 328 Gander, NL, A1V 1W7 Attn: Jeff Edison Manager ACC Operations Direct Line: 709-651-5223 E-mail: edisonj@navcanada.ca James Ferrier Manager, Aeronautical Information Management Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 1

NAV CANADA 18 AUG 16 AERONAUTICAL INFORMATION CIRCULAR 13/16 Introduction AREA NAVIGATION AS PRIMARY APPROACH ON AUTOMATIC TERMINAL INFORMATION SERVICE With the continued successful expansion of performance-based navigation (PBN), area navigation (RNAV) approach procedures are becoming the predominant and preferred approach type at many airports across Canada. As such, NAV CANADA has begun advertising an RNAV approach on automatic terminal information service (ATIS), as the primary approach at several airports across the country. Purpose and Benefits An ATIS broadcast is used by air traffic control (ATC) to reduce frequency congestion and provide essential, accurate and current information, such as local weather, active runways, approaches in use, and more. It is expected that pilots will also use the information to plan their arrival and approach. Having RNAV as the primary approach can provide the following benefits: Avoids instrument landing system (ILS) glide path (GP) interruption and/or flight profile guidance interference from ground traffic. Provides for seamless transition from area navigation standard terminal arrival (RNAV STAR) to RNAV approach. Takes advantage of global navigation satellite system (GNSS) space-based systems and advancing aircraft avionics capabilities. Reduces the length and complexities of ATC clearances. Notifying Air Traffic Control As per Aeronautical Information Management (AIM) guidance, pilots should plan their arrival based on the information on ATIS. Therefore if RNAV is advertised as the primary approach, ATC will expect the aircraft to be set up for the RNAV approach. If planning to fly any procedure OTHER THAN that advertised on ATIS, pilots are reminded of the requirement to advise ATC regardless of the reason (training, weather, equipment, preference, etc.). Sample Phraseology Planning RNAV approach on ATIS: AC123 FL 200 for 16,000 information D Planning approach NOT on ATIS: JZ789 FL 200 for 16,000 information D, request ILS RW 32 At airports where terminal control service is provided and the pilot plans an approach that is not on ATIS, the request should be made on initial contact with the arrival/terminal controller. At other airports, the request should be made as soon as practical after the pilot receives the ATIS. RNAV will only be advertised as the primary approach to an airport if conditions permit (weather, approach availability, GNSS integrity, etc.) Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 2

18 AUG 16 Further Information For further information, contact: NAV CANADA Attn: Claude Fortier, Manager Air Traffic Services, Standards and Procedures Tel.: 613-563-5738 E-mail: fortiec@navcanada.ca James Ferrier Manager, Aeronautical Information Management Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 13/16

NAV CANADA 26 MAY 16 AERONAUTICAL INFORMATION CIRCULAR 11/16 Introduction DEPICTION OF FIVE-NAUTICAL-MILE BUFFERS AROUND SPECIAL USE AIRSPACE CONTAINED WITHIN CANADIAN FLIGHT INFORMATION REGIONS (Supersedes AIC 19/15) To assist in efficiently planning routes that avoid restricted areas in Canadian flight information regions (FIRs), NAV CANADA is providing customers with depictions of currently published special use airspace that also show a surrounding five-nautical-mile buffer zone through which flight will not be permitted. The depictions are intended to provide a visual representation for operators to consider when preparing flight plans involving operations at and above flight level (FL) 290. This aeronautical information circular (AIC) supplements the information contained in AIC 19/15 with three additional restricted areas (CYR664, CYR665, and CYR666) and associated five-nautical-mile buffer zones from the Montreal FIR. The information provided is intended for publication in the Fall 2016 AIP Canada (ICAO). Background As described in the TC AIM TP 14371E, special use airspace may be classified as Class F advisory or as Class F restricted within Canadian Domestic Airspace (CDA). In accordance with International Civil Aviation Organization (ICAO) requirements, special use airspace may also be classified as a danger area when established over international waters, but controlled by Canadian air traffic control (ATC). Class F airspace is described in the Designated Airspace Handbook (DAH, TP 1820E) and depicted on HI or LO charts, as applicable. Canadian controllers apply a five-nautical-mile separation minimum to en route aircraft being provided with air traffic service (ATS) surveillance service from the boundary of special use airspace. NAV CANADA customers have indicated that it would be beneficial to have visual indication of this buffer zone. Flight Planning Considerations The depicted buffers around the boundaries of special use airspace that is at or above flight level (FL) 290 have been constructed using parallel lines measuring five nautical miles from the straight segments and using five-nautical-mile arcs from the curved portions. Operators are advised that the arc points represented as coordinates of latitude and longitude are not to be used as routing waypoints. Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 25

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26 MAY 16 Gander FIR Further Information For further Information, please contact: NAV CANADA Attn: Jeff Dawson Director, Operational Support Direct line: 613-563-7341 E-mail: jeff.dawson@navcanada.ca James Ferrier Manager, Aeronautical Information Management AERONAUTICAL INFORMATION CIRCULAR 11/16 Page 25 of 25