GEN 1–58 Publication Date: 25 APR 19 Annex 17, Security: Safeguarding International Civil Aviation Against Acts of Unlawful Interference
Nil
Annex 18, The Safe Transport of Dangerous Goods by Air Nil
*Recommended Practice
1.7.1 Procedures for Air Navigation Services—Aircraft Operations (PANS OPS)
Canada does not use ICAO’s Procedures for Air Navigation Services—Aircraft Operations (PANS OPS). Instead, Canada uses the Criteria for the Development of Instrument Procedures (TP 308), which is a document developed and produced by Transport Canada, Flight Standards.
Note: Effective 2022, there will be new PANS OPS titling convention changes: “RNAV (GNSS) RWY XX” to “RNP RWY XX” and “RNAV (RNP) RWY XX” to “RNP RWY XX (AR)”. Canada does not title PBN instrument approach procedures as described in PANS OPS, but instead maintains the chart titles “RNAV (GNSS) RWY XX” and “RNAV (RNP) RWY XX”.
1.7.2 Procedures for Air Navigation Services—Air Traffic Management (PANS-ATM) Doc 4444, Procedures for Air Navigation Services-Air Traffic Management (PANS-ATM) Chapter 5 Separation methods and minima
5.4.2.3.4.2 Longitudinal separation minimum for aircraft on reciprocal tracks is 5 NM.
5.4.2.6.2.2 CPDLC as the sole means of DCPC is not permitted in the application of these distance- based longitudinal separations.
5.4.2.6.3 Longitudinal distance-based separation minimum in an RNPC environment using direct voice communication is 30 NM.
Chapter 6 Separation in the Vicinity of Aerodromes
6.3.2.4 The phraseology CLIMB VIA SID is not used. Aircraft will be assigned a SID by having the procedure name included in their initial clearance followed by the word DEPARTURE. If the assigned altitude is different from the SID altitude, the aircraft will be notified using the phraseology CLIMB TO AMENDED ALTITUDE (altitude or flight level).
6.5.2.4.1 The phraseology DESCEND VIA STAR is not used. Aircraft are assigned a specified STAR as part of their route clearance and will be cleared to appropriate altitudes in the descent and approach phases of flight.
Chapter 8 ATS surveillance services
8.7.3.4 The wake turbulence radar separation minimum for a MEDIUM preceding aircraft and a LIGHT succeeding aircraft is 4 NM.
Chapter 12 Phraseologies
12.3.1.8 Altimeter settings are issued using the phraseology ALTIMETER (setting). Altimeter settings are issued in QNH (height above sea level).
12.3.1.13 GNSS service status phraseology is not used.
12.3.4.6 Altimeter settings are issued using the phraseology ALTIMETER (setting). Altimeter settings are issued in QNH (height above sea level).
Publication Date: 25 APR 19 GEN 1–59 Doc 4444, Procedures for Air Navigation Services-Air Traffic Management (PANS-ATM) 12.3.4.13 Altimeter settings are issued using the phraseology ALTIMETER (setting). Altimeter
settings are issued in QNH (height above sea level).
12.3.4.20 Standard runway vacating phraseology is not used. Plain language is used instead. 12.6.1.1 Altimeter settings are issued using the phraseology ALTIMETER (setting). Altimeter
settings are issued in QNH (height above sea level).
Chapter 15 Procedures related to emergencies, communication failure and contingencies 15.3.3 The aircraft having the communication failure is expected to maintain the route and altitude
assigned in the last ATC clearance that was received and acknowledged, unless operating below the published minimum IFR altitude. Two-way communications failure procedures are published in the Canada Flight Supplement.
1.7.3 Procedures for Air Navigation Services—Aeronautical Information Management
(PANS-AIM)
Doc 10066, Procedures for Air Navigation Services—Aeronautical Information Management (PANS-AIM) Chapter 4 Aeronautical Data Requirements
ENR 4.1, 1) Magnetic variation and station declination used for the technical line-up of the navigation aid is “0” in the Northern Domestic Airspace (NDA) of Canada; the term (True) will be referenced.
Remark: Radio navigation aids, enroute magnetic variation, and station declination are provided, except in the NDA of Canada, where reference to magnetic north is impractical due to erratic magnetic compass indications. True tracks are used in the NDA based on NAVAIDs referencing True North.
4.1.5 Geoid undulation is not published.
Chapter 5 Aeronautical Information Products and Services
5.2.1.2.5 Canada’s AIP does not conform to the format specified in Appendix 2.
5.2.1.4.4 A list of valid AIP Supplements is available on the web and updated every 28 days. The latest AIP Supplement issued is included in the monthly NOTAM checklist.
5.2.2.2 Snow plans are not published. Chapter 6 Aeronautical Information Updates
6.1.4.3 It may not always be possible to give seven days of advance notice of the intended activity. 6.1.4.5 Within three months from issuing a permanent NOTAM, it may not be possible for the
information contained in the NOTAM to be included in the aeronautical product that is affected.
6.1.4.6 Within three months from issuing a temporary NOTAM of long duration, it may not be possible for the information contained in the NOTAM to be included in the AIP Supplement. 6.1.4.7 When a NOTAM with the estimated end of validity unexpectedly exceeds the three-month
period, and is replaced for a period of more than three months, it may not be possible for the information contained in the NOTAM to be included in the AIP Supplement.
Appendix 2 Contents of the Aeronautical Information Publication
ENR 3.3, 3) Area Navigation Routes detailed description includes geodesic distance to the nearest nautical mile between defined end points and distance between each successive designated significant point.
GEN 1–60 Publication Date: 25 APR 19 Doc 10066, Procedures for Air Navigation Services—Aeronautical Information Management (PANS-AIM) ENR 4.1, 1) Magnetic variation and station declination used for the technical line-up of the navigation
aid is “0” in the Northern Domestic Airspace (NDA) of Canada; the term (True) will be referenced.
Remark: Radio navigation aids, enroute magnetic variation, and station declination are provided, except in the NDA of Canada, where reference to magnetic north is impractical due to erratic magnetic compass indications. True tracks are used in the NDA based on NAVAIDs referencing True North.
AD 2.2, 5) Canada does not publish the annual rate of change of magnetic variation in the Canada Flight Supplement (CFS), which is an element of the AIP.
AD 2.12, 2) Magnetic bearings for runways are provided, except in the Northern Domestic Airspace of Canada, where true bearings are provided.
AD 2.16, 4) Magnetic bearings for final approach and take-off (FATO) areas are provided, except in the Northern Domestic Airspace of Canada, where true bearings are provided.
AD 2.19, 6) For SBAS, the ellipsoid height of the landing threshold point (LTP) or the fictitious threshold point (FTP) is published as part of the Final Approach Segment (FAS) data block
information in the AIRAC Canada document.
AD 3.2, 5) Canada does not publish the annual rate of change of magnetic variation in the Canada Flight Supplement (CFS), which is an element of the AIP.
AD 3.12, 3) Magnetic bearings for final approach and take-off (FATO) areas are provided, except in the Northern Domestic Airspace of Canada, where true bearings are provided.
AD 3.18, 1) Magnetic variation and station declination used for the technical line-up of the navigation aid is “0” in the Northern Domestic Airspace (NDA) of Canada; the term (True) will be referenced.
Remark: Radio navigation aids, enroute magnetic variation, and station declination are provided,
except in the NDA of Canada, where reference to magnetic north is impractical due to erratic magnetic compass indications. True tracks are used in the NDA based on NAVAIDs referencing true north.
Appendix 3 NOTAM Format
5. Item B) In the case of NOTAMR, item B) is the date-time group at which the NOTAM is in force, which may be in the future.