Aeronautical Information Circulars - AIP CANADA (ICAO) - nav canada
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EFFECTIVE 0901Z 3 DECEMBER 2020 TO 0901Z 31 DECEMBER 2020 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
© 2020 NAV CANADA All rights reserved
Source of Charts and Maps:
© 2020 Her Majesty the Queen in Right of Canada
Department of Natural Resources
NAV CANADA 03 DEC 20
AERONAUTICAL INFORMATION CIRCULAR
SUMMARY 6a/20
(Supersedes all previous summaries)
The following Aeronautical Information Circulars are in effect:
19/17 Obstacle Clearance
28/18 Toronto/Lester B. Pearson International (CYYZ) New Night-Time Approach Procedures
7/19 Notice of Expansion of ATS Surveillance Services in the Edmonton Flight Information
Region (FIR)
22/19 Notice of Planned Expansion of Satellite Voice Communications Services in Edmonton
and Gander Flight Information Regions (Replaces AIC 22/18)
24/19 Notice to Industry
30/19 Establish New Visual Flight Rules (VFR) Check Point—Vancouver and Victoria,
British Columbia
38/19 BOBTU Waypoint Flight Planning Restrictions
43/19 Trial to Remove Flight Planning Requirement of Eastbound North American Routes (NAR)
46/19 Publication of Hot Spots
47/19 Canada Flight Supplement (CFS) Presentation Update for Private Meteorological Reports
and Services Information
49/19 Engine Fan Blade Ice Shedding Procedures Toronto/Lester B. Pearson International
Airport (CYYZ) (Replaces AIC 40/18)
1/20 Operations Without an Assigned Fixed Speed (OWAFS) in the North Atlantic
8/20 Notice of Trial for Proposed Amended Preferential Runway System at Toronto/Lester B.
Pearson International Airport
10/20 Introduction of the Negative ‘C’ Symbol on Canadian Instrument Approach Charts
11/20 Visual Approach Expectations (Replaces AIC 29/19)
12/20 Controller-Pilot Data Link Communications Uplink Message Latency Monitor Function in
Gander Oceanic Control Area (Replaces AIC 6/20)
13/20 Notice of Amendment to Runway Selection Criteria at Toronto/Lester B. Pearson
International Airport (Replaces AIC 12/19)
14/20 Revoke Instrument Approach Procedures Prior to NAVAID Decommission: National
18/20 Contingency Procedures for Oceanic Traffic in the Event of an Evacuation of Gander ACC
26/20 Notice of Mandate to Apply Airport Collaborative Decision Making (A-CDM) Procedures at
Toronto/Lester B. Pearson International Airport (Replaces AIC 27/19)
27/20 Airport Reservation Office Process at Toronto/Lester B. Pearson International Airport
28/20 Notice of Amendment to Wake Turbulence Separation Standards on Final Approach at
Toronto/Lester B. Pearson International Airport (CYYZ) (Replaces AIC 16/19)
30/20 New Procedures for the Use of a Ground Advisory Frequency at Mirabel (CYMX) and Red
Deer (CYQF) Aerodromes (Supersedes AIC 26/18)
31/20 NAVAID Modernization Plan—La Grande Riviere, Quebec
32/20 Canadian Runway Friction Index Reporting by Runway Thirds: National
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 2
03 DEC 20
The following Aeronautical Information Circulars have been cancelled:
41/19 Runway Determination at Flight Service Stations
50/19 Notice of Commencement of Phase 2C of Mandate for Data Link Services in the North
Atlantic Region (Supersedes AIC 34/17)
7/20 Change to Air Traffic Control (ATC) Phraseology When a Runway is Temporarily
Shortened Due to Construction
21/20 Victoriaville (Quebec) Aerodrome—Migratory Bird Activity—September 15 –
November 30, 2020
Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR SUMMARY 6a/20NAV CANADA 05 NOV 20
AERONAUTICAL INFORMATION CIRCULAR 32/20
CANADIAN RUNWAY FRICTION INDEX
REPORTING BY RUNWAY THIRDS: NATIONAL
Section 302.416 of the Canadian Aviation Regulations (CARs), “Airport Winter Maintenance,” and the
associated “Airport Winter Maintenance Standard 322.416” became effective on 15 May 2020. These
provisions introduced the requirement to report Canadian Runway Friction Index (CRFI) information by
runway thirds in certain circumstances. As a result, the reporting format was updated to accommodate this
new requirement.
The most significant changes related to CRFI information reported by runway thirds, either by NOTAMJ or air
traffic services (ATS), are as follows:
• CRFI information appears in a remarks field in NOTAMJ when reported by runway thirds.
Otherwise, when reported by full runway length, the CRFI information appears in a dedicated
section (as per the previous practice);
• Runway surface conditions are always reported by full runway length (average), even when
CRFI is reported by runway thirds; and
• ATS will relay CRFI information by runway thirds in the direction of flight for the runway of
interest (i.e., touchdown, midpoint, rollout), pausing between each value.
Example:
Reporting by runway “FRICTION INDEX RUNWAY ZERO-NINE, TEMPERATURE
thirds: MINUS ONE-EIGHT, WAS DECIMAL TWO-EIGHT,
DECIMAL TWO-SEVEN, DECIMAL TWO-SIX, AT ONE-
FOUR-THREE-ZERO.”
Reporting by runway “FRICTION INDEX RUNWAY ZERO-NINE, TEMPERATURE
thirds where one of the MINUS ONE-EIGHT, WAS DECIMAL TWO-EIGHT, NOT
thirds is not reported: REPORTED, DECIMAL TWO-SIX, AT ONE-FOUR-THREE-
ZERO.”
Reporting by full “FRICTION INDEX RUNWAY ONE-SIX-THREE-FOUR,
runway length: TEMPERATURE MINUS SIX, WAS DECIMAL THREE-FIVE
AT ONE-FOUR-ONE-FIVE”.
• Automatic terminal information service (ATIS) will only state the CRFI information in the
direction of the active runway(s) when reported by thirds (i.e., the CRFI information for the
reciprocal runway will not be stated); and
• It is possible for the CRFI for one runway at an aerodrome to be reported by runway thirds
and for another runway at the same aerodrome to be reported by full runway length
(average).
Stakeholders should expect to see these changes at the onset of winter season 2020–2021 operations.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 205 NOV 20
Further details regarding the format of this information in NOTAMJ can be found in the Canadian NOTAM
Operating Procedures (CNOP) Manual, effective 5 Nov 2020 in section 8.4.13.2, “CRFI Reporting by Thirds.”
Examples of NOTAMJ reporting CRFI by runway thirds can be found in CNOP section 8.4.19, “Examples.” At
time of writing, this is the future issue of the manual and can be found at:
Further details on the requirements for reporting CRFI by runway thirds can be found in:
• CARs 302.416, “Airport Winter Maintenance” at
and
• Standard 322.416, “Friction Measurement” of the Airport Winter Maintenance Standard at
.
Additional information can be found in “Civil Aviation Safety Alert 2020-11,” which is available at:
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
Jeff Dawson
Director, Air Traffic Services (ATS) Standards
Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 32/20NAV CANADA 05 NOV 20
AERONAUTICAL INFORMATION CIRCULAR 31/20
NAVAID MODERNIZATION PLAN
LA GRANDE RIVIERE, QUEBEC
NAV CANADA, the country's provider of civil air navigation services, conducted an aeronautical study that
reviewed the requirements for non-directional beacons (NDBs) and very-high frequency (VHF)
omnidirectional rangefinders (VORs).
The study concluded that given the comprehensive radar surveillance coverage, and the capabilities of area
navigation (RNAV) with global navigation satellite system (GNSS) equipped aircraft, many navigation aids
(NAVAIDS) are no longer required and should be decommissioned.
Where a current NAVAID identified in the study serves as an instrument approach aid or anchors an airway
segment, NAV CANADA will ensure that an RNAV (GNSS) instrument approach procedure (IAP) or RNAV
airway segment is published, where required, before the identified NAVAID is removed.
Implementation is ongoing and will progress for the next several years. Subsequent aeronautical information
circulars (AICs) will be published for each upcoming phase.
The La Grande Riviere (GL) NDB will be decommissioned.
This change will take effect 31 December 2020 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
Stephanie Castonguay
Director, Aeronautical Information Management and Flight Operations
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 1NAV CANADA 05 NOV 20
AERONAUTICAL INFORMATION CIRCULAR 30/20
PROCEDURES FOR THE USE OF A GROUND
ADVISORY FREQUENCY AT MIRABEL (CYMX) AERODROME
(Supersedes AIC 26/18)
The purpose of this aeronautical information circular (AIC) is to inform pilots and air traffic services (ATS) of
procedures associated with the introduction of a ground advisory (GND ADV) frequency for use at Montréal
International / Mirabel Aerodrome (CYMX).
Procedures
• When the GND ADV frequency is operational, pilots operating on the apron and taxiways
up to the hold line for runways in use at Mirabel Aerodrome will be exempt from maintaining a
continuous listening watch and making reports on the mandatory frequency (MF) (Canadian
Aviation Regulations [CARs] subsections 602.97 [2], 602.98 [1], and section 602.99). While
operating on the ground, ATS will instruct pilots to make all frequency changes.
• New operating restrictions regarding communications on the MF and the GND ADV
frequency will be specified by the Minister in the Canada Flight Supplement (CFS).
• New procedures for use of the GND ADV frequency at Mirabel Aerodrome will be published
in appropriate aeronautical publications, as noted below.
Pursuant to CARs subsection 602.98 (1), the Minister has authorized NAV CANADA ATS to specify operating
restrictions regarding communications intended for the MF, and assign a GND ADV frequency for use at
Mirabel Aerodrome, for aircraft operating on the apron and taxiways up to the hold line before the runway in
use. This action has been taken to reduce the frequency congestion on the MF and reduce safety hazards
associated with such congestion.
Coincident with this action, during periods when the GND ADV frequency is operational, pilots will be exempt
from the requirements of CARs sections 602.97, 602.98, and 602.99. Pilots must still adhere to CARs
sections 602.100 to 602.103, inclusive.
Referenced CARs are reproduced in Appendix A on page 3 of this AIC. The exemption number and title are
as follows: NCR-023-2018, “Exemption from Subsections 602.97 (2), 602.98 (1), and Section 602.99 of the
Canadian Aviation Regulations.”
Commencing immediately, NAV CANADA will provide ground traffic information, pre-taxi clearances (where
available), and other advisory information on the GND ADV frequency.
During this change, the automatic terminal information service (ATIS) message will contain information to
pilots regarding use of the GND ADV frequency.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 305 NOV 20
The following aeronautical publications have been amended to reflect this additional frequency:
• Canada Flight Supplement (CFS).
• Canada Air Pilot (CAP) Instrument Procedures, General (GEN) Pages.
• CAP Instrument Procedures, Volume 5: Quebec.
• CAP Instrument Procedures, Volume 6: Québec.
Refer to the CFS General section, CAP Volume 6 and the CAP GEN for a definition of Ground Advisory.
Refer to the CFS Aerodrome Facility Directory, CAP Volume 5, and CAP Volume 6 for more detailed
information specific to this aerodrome, such as frequency and procedures.
Phraseology examples that pilots can expect from flight service specialists include:
• Instruction to change to the appropriate frequency (after receipt of advisory information):
Pilot: GOLF ALFA BRAVO CHARLIE ON BRAVO FOR RUNWAY TWO
THREE AT ALFA
GND ADV ROGER, CONTACT RADIO ON (frequency)
• Recommended taxi routing during complex ground traffic situations:
SUGGEST TAXI VIA BRAVO, ECHO, JULIET, ALFA. HOLD SHORT RUNWAY ONE ONE
or
RECOMMEND TAXI VIA TANGO, BRAVO, RUNWAY TWO FOUR
• When transferring aircraft to either frequency (if the FSS positions are combined):
CHANGE TO MY FREQUENCY (frequency)
This AIC supersedes AIC 26/18 and will not expire unless superseded by a change in the level of service, or
by amendment of, exemption from, or interpretation of the Canadian Aviation Regulations.
If you have any questions or concerns, please contact:
NAV CANADA
Attn: Vanessa Robertson, National Manager
ATS Standards and Procedures
E-mail: Vanessa.Robertson@navcanada.ca
Jeff Dawson
Director, Air Traffic Services (ATS) Standards
Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 30/2005 NOV 20
APPENDIX A
Division V — Operations at or in the Vicinity of an Aerodrome
General
602.96 (1) This section applies to persons operating VFR or IFR aircraft at or in the vicinity of an uncontrolled
or controlled aerodrome.
(2) Before taking off from, landing at or otherwise operating an aircraft at an aerodrome, the pilot-in-command
of the aircraft shall be satisfied that
(a) there is no likelihood of collision with another aircraft or a vehicle; and
(b) the aerodrome is suitable for the intended operation.
(3) The pilot-in-command of an aircraft operating at or in the vicinity of an aerodrome shall
(a) observe aerodrome traffic for the purpose of avoiding a collision;
(b) conform to or avoid the pattern of traffic formed by other aircraft in operation;
(d) where the aerodrome is an airport, comply with any airport operating restrictions specified by the
Minister in the Canada Flight Supplement;
VFR and IFR Aircraft Operations at Uncontrolled Aerodromes within an MF Area
602.97 (1) Subject to subsection (3), no pilot-in-command shall operate a VFR or IFR aircraft within an MF
area unless the aircraft is equipped with radio communication equipment pursuant to Subpart 5.
(2) The pilot-in-command of a VFR or IFR aircraft operating within an MF area shall maintain a listening watch
on the mandatory frequency specified for use in the MF area.
General MF Reporting Requirements
602.98 (1) Every report made pursuant to this Division shall be made on the mandatory frequency that has
been specified for use in the applicable MF area.
(2) Every report referred to in subsection (1) shall be
(a) directed to the ground station associated with the MF area, if a ground station exists and is in
operation; or
(b) broadcast, if a ground station does not exist or is not in operation.
MF Reporting Procedures before Entering Manoeuvring Area
602.99 The pilot-in-command of a VFR or IFR aircraft that is operated at an uncontrolled aerodrome that lies
within an MF area shall report the pilot-in-command’s intentions before entering the manoeuvring area of the
aerodrome.
AERONAUTICAL INFORMATION CIRCULAR 30/20 Page 3 of 3NAV CANADA 13 AUG 20
AERONAUTICAL INFORMATION CIRCULAR 28/20
NOTICE OF AMENDMENT TO WAKE TURBULENCE SEPARATION
STANDARDS ON FINAL APPROACH AT TORONTO/LESTER B.
PEARSON INTERNATIONAL AIRPORT (CYYZ)
(Replaces AIC 16/19)
Purpose of the Circular
This circular is to advise pilots of amended wake turbulence separation standards for aircraft operating on
final approach to all runways at Toronto/Lester B. Pearson International Airport (CYYZ).
It is expected that these amended wake turbulence separation standards will be implemented at other
capacity-constrained airports in Canada for both the arrival and departure phases of flight. Additional changes
will be notified by NOTAM or aeronautical information circulars.
Background
The demand for airport capacity increases every year, yet the main constraint to increasing airport capacity is
the runway, which only accommodates a limited number of flights per unit of time. In less than visual
meteorological conditions, this capacity is directly linked with the minimum surveillance and/or wake
turbulence separation required between aircraft.
During recent years, knowledge about wake vortex behaviour in the operational environment has increased
thanks to measured data and improved understanding of physical characteristics. In addition, the fleet mix
has changed significantly since the last update to weight categories and associated wake turbulence
separation minima. For these two reasons, International Civil Aviation Organization (ICAO) requested that the
Federal Aviation Administration (FAA) and European Organization for the Safety of Air Navigation
(EUROCONTROL) jointly undertake an effort to recategorize the existing fleet of aircraft and modify the
associated wake turbulence separation minima. A goal of safely increasing capacity at the constrained
airports around the world was also given to this joint undertaking, through the optimization of the proposed
categories based on today’s fleet mix. It is based on existing safety cases, trials and deployments.
Amended Wake Turbulence Separation Standards
The wake turbulence re-categorization will be referred to as Enhanced Wake Separation, while the wake
turbulence separation currently in use will be referred to as Standard Wake Separation. Enhanced Wake
Separation uses the criteria “as safe as,” or “safer than today” in the safety assessment of the proposed
change; specifically, Enhanced Wake Separation assures that for all but the heaviest of the heavy aircraft, the
potential wake turbulence strength (circulation) encountered from any leading aircraft type is no greater than
that possible under today’s ICAO separations. In addition, Enhanced Wake Separation increases separation
for the smallest, most vulnerable aircraft and as a result reduces the potential wake turbulence circulation that
those aircraft might encounter. (While not a specific goal of Enhanced Wake Separation, the risk of the
system was also put in better balance because of the increased separation for the most vulnerable aircraft
and the reduced separation for the least vulnerable aircraft.)
The seven-group Enhanced Wake Separation is an alternative means of separating aircraft for wake
turbulence purposes. The A380 aircraft is assigned to Group A. ICAO Heavy aircraft were assigned to one of
two groups, Groups B and C, which are essentially an upper-heavy and lower-heavy group. ICAO Mediums
were assigned Groups D, E, and F, which are essentially upper-, middle- and lower-medium groups. A few of
the ICAO Mediums at the lowest end of the weight limit were assigned to Group G, along with all the ICAO
Light aircraft.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 313 AUG 20
Enhanced Wake Separation
On or soon after 0500Z Coordinated Universal Time (UTC) on 6 May 2019, Enhanced Wake Separation will
be used between aircraft on final approach to all runways at Toronto/Lester B. Pearson International Airport.
Confirmation of the specific date and time will be notified by NOTAM. All other phases of operation besides
approach will be subject to Standard Wake Separation.
The seven Enhanced Wake Separation groups are based on the wake characteristics of the lead aircraft and
the resistance to wake of the following aircraft. These depend primarily on maximum certificated take-off
weight, wing characteristics, and speeds. Each aircraft group is described below.
• Group A Aircraft – aircraft types of 136,000 kg or more, and a wing span less than or equal to
80 m but greater than 74.68 m
• Group B Aircraft – aircraft types of 136,000 kg or more, and a wing span less than or equal to
74.68 m but great than 53.34 m
• Group C Aircraft – aircraft types of 136,000 kg or more, and a wing span less than or equal to
53.34 m but greater than 38.1 m
• Group D Aircraft – aircraft types of less than 136,000 kg, but more than 18 600 kg, and a
wing span greater than 32 m
• Group E Aircraft – aircraft types less of than 136,000 kg, but more than 18 600 kg, and a
wing span of 32 m or less but greater than 27.43 m
• Group F Aircraft – aircraft types less of than 136,000 kg, but more than 18 600 kg, and a wing
span of 27.43 m or less
• Group G Aircraft – aircraft types of 18,600 kg or less (no wing span criterion)
Note: Minimum runway occupancy times (ROT) and speed compliance on final
approach are required by all aircraft due to reduced spacing between aircraft
pairs.
FOLLOWER
Enhanced A B C D E F G
Group
Aircraft Type A380 A124/A330/ MD11/B767 B757/A320/ E190/ E170/ CL30/Light
Examples B777 B737NG DH8D CRJ1
A A380 4 miles 5 miles 5 miles 6 miles 6 miles 8 miles
LEADER
B A124/A330/ 3 miles 4 miles 4 miles 5 miles 5 miles 7 miles
B777
C MD11/B767 3 miles 3.5 miles 3.5 miles 6 miles
D B757/A320/ 4 miles
B737NG
E E190/ DH8D 4 miles
F E170/ CRJ1
G CL30/Light
Note: Blank spaces only require the minimum surveillance separation.
Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 28/2013 AUG 20
Standard Wake Separation
The current wake turbulence separation standards are based on three, plus one, categories; light, medium,
heavy, and super (ICAO TEC/OPS/SEP – 08-0294.SLG) and will continue to be used on departure at
Toronto/Lester B Pearson Airport and throughout Canada. Any changes from Standard Wake Separation to
Enhanced Wake Separation will be notified by NOTAM or aeronautical information circulars.
FOLLOWER
Super Heavy Medium Light
Super 4 miles 6 miles 7 miles 8 miles
LEADER
Heavy 4 miles 4 miles 5 miles 6 miles
Medium 4 miles
Light
Note: Blank spaces only require the minimum surveillance separation.
For further information, please contact:
NAV CANADA
77 Metcalfe Street
Ottawa ON K1P 5L6
Attn: Vanessa Robertson, Manager
Air Traffic Services, Standards and Procedures
Tel.: 613-563-3359
E-mail: Vanessa.Robertson@navcanada.ca
(i) list roman 2
Jeff Dawson
Director, Air Traffic Services (ATS) Standards
AERONAUTICAL INFORMATION CIRCULAR 28/20 Page 3 of 3NAV CANADA 13 AUG 20
AERONAUTICAL INFORMATION CIRCULAR 27/20
AIRPORT RESERVATION OFFICE PROCESS AT
TORONTO/LESTER B. PEARSON INTERNATIONAL AIRPORT
1.0 Date of Applicability
To support the implementation of airport collaborative decision making (A-CDM) and the most efficient use of
Toronto/Lester B. Pearson International (CYYZ) runway capacity, the Airport Reservation Office (ARO) has
been re-instated as of 18 February 2019.
General Aviation (GA) and Business Aviation (BA) aircraft will be subject to the following departure and arrival
reservation process during the normal operating hours of 06:30-00:29 local time CYYZ as well as during night
flight restricted hours (00:30-06:29 local time), with additional requirements as published in the Canada Air
Pilot (CAP) or Canada Flight Supplement (CFS).
2.0 Purpose of the Circular
This aeronautical information circular (AIC) outlines the ARO process to be followed by GA and BA operators
at CYYZ.
3.0 Airport Reservation Office Process
The ARO processes reservation requests for GA/BA operations at CYYZ and allocates reservations on a first-
come, first-served basis. The ARO will utilize the Online Coordination System (OCS) to make all reservations.
Requests for reservations will be accepted beginning 72 hours prior to the proposed time of the
operation. YYZ-based GA/BA Tenant Carriers may book up to 30 days prior to departure or arrival.
Reservations can be obtained by going to: . When requesting a reservation, the
following information is required:
1. Date and hour in Coordinated Universal Time (UTC) of proposed operation.
2. Aircraft identifier and flight number or aircraft tail number used for air traffic control (ATC)
communication.
3. Aircraft type designator (International Civil Aviation Organization [ICAO] approved).
4. Origin/destination airport.
If the requested reservation time is not available, OCS will offer the closest time before and after the
requested time. If your requested reservation time becomes available, the system will send an email to the
user email address on file. If you still require the original reservation time accept or reject as required. Once a
reservation is completed, OCS will produce a reservation number.
The ARO must be advised whenever reservation information changes. Changes and cancellations must be
made via the OCS online tool. If there is a requirement or change to your existing reservation as per the
above parameters, log into the system and review your reservation and amend accordingly. If you require a
date / time change, cancel the existing reservation and obtain a new reservation and number.
If weather and capacity conditions are not favourable, the ARO may coordinate with the appropriate Operator
to amend or cancel their reservation due to unforeseen conditions. This will be done via the email address or
phone number provided by the Operator on the application form. The ARO reserves the right to approve or
deny a request considering the circumstances and the impact.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 213 AUG 20
Additional information can be found at: .
4.0 ARO Exemptions
ARO procedures are mandatory for all flights operated as general aviation operations at CYYZ. Helicopters
and flights identified by any one of the following designators in Item 18 of their flight plan, or by any other
agreed means that may be applicable, are exempt from adhering to the A-CDM procedures:
STS/FFR Fire fighting
STS/HEAD Flight with Head of State status
STS/HOSP Flight on an actual medical mission
STS/MEDEVAC Flight operated for life critical medical emergency evacuation
STS/SAR Flight engaged in a search and rescue mission
STS/STATE Flight engaged in military, customs or police services
STS/FLTCK Aircraft performing NAVAID flight check
Exemptions are granted based on the type of mission an aircraft is engaged in and not the identity of the
operator.
Flights operating from 00:30-06:29 local time will be required to follow the night flight program published in the
CAP. MEDEVAC operations of any priority are permitted during the restricted hours. Contact the Integrated
Operations Control Centre (IOCC) at 416-776-7568.
There are no changes to the night flight restriction program as published in the CAP or CFS.
5.0 Contact Information
You can contact the ARO at 416-776-7568 (all callers) or 1-800-267-7568 (Canada, USA only), if you have an
issue making a reservation using the automated interfaces or have a general question concerning
procedures. The inability to obtain a reservation because all of the reservations have been allocated is not a
basis for telephoning the ARO.
James Ferrier
Director, Aeronautical Information Management and Flight Operations
Page 2 of 2 AERONAUTICAL INFORMATION CIRCULAR 27/20NAV CANADA 13 AUG 20
AERONAUTICAL INFORMATION CIRCULAR 26/20
NOTICE OF MANDATE TO APPLY AIRPORT COLLABORATIVE
DECISION MAKING (A-CDM) PROCEDURES AT
TORONTO/LESTER B. PEARSON INTERNATIONAL AIRPORT
(Replaces AIC 27/19)
1.0 Date of Applicability
The airport collaborative decision making (A-CDM) procedures described in this aeronautical information
circular (AIC) are applicable as follows:
• A-CDM trials from 1000Z Coordinated Universal Time (UTC) on 16 September 2019
• A-CDM live operations will be advised via an updated AIC.
2.0 Purpose of the Circular
This AIC outlines the A-CDM procedures to be followed by operators at Toronto/Lester B. Pearson
International Airport (CYYZ).
Additional information on the details of the A-CDM Project at CYYZ can be found at
.
For anything not covered in this circular, detailed explanation can be found in the Transport Canada
Aeronautical Information Manual (TC AIM), Aerodromes chapter, section 10 .
The A-CDM web portal for operational purposes can be found at .
3.0 A-CDM Single Point of Contact
The 24/7 dedicated single point of contact for A-CDM is the Manager Operations – Airport Flow (MO-AF):
Tel.: 416-776-ACDM (2236)
E-mail: manageroperationsairportflow@gtaa.com
4.0 Exemptions From A-CDM Procedures
Helicopters and flights identified by any one of the following designators in Item 18 of their flight plan, or by
any other agreed means that may be applicable, are exempt from adhering to the A-CDM procedures:
STS/FFR Fire fighting
STS/HEAD Flight with Head of State status
STS/HOSP Flight on an actual medical mission
STS/MEDEVAC Flight operated for life critical medical emergency evacuation
STS/SAR Flight engaged in a search and rescue mission
STS/STATE Flight engaged in military, customs or police services
STS/FLTCK Aircraft performing NAVAID flight check
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5.0 Flight Crew Procedures
5.1 Adherence to TOBT/TSAT
To prevent unnecessary, and potentially significant delays, flight crews are reminded of the importance of
keeping their Target Off Blocks Time (TOBT) accurate. Failure to comply with the actions associated with
TOBT/Target Start-up Approval Time (TSAT) will result in new times being allocated.
5.2 TOBT/TSAT Visibility
• Where Advanced Visual Docking Guidance System (AVDGS) is available TSAT times will be
displayed at TOBT -10 minutes, or TOBT -20 minutes if TSAT time is ≥ TOBT + 20 minutes.
• A-CDM web portal .
• Through communication with the operator and their designated representative(s).
5.3 Call Ready Procedure
• TOBT +/- 5 minutes contact Apron Coordinator to confirm that the flight is ready with aircraft
location.
• Monitor appropriate Apron frequency to await push-back and start-up approval.
5.4 Push-back / Start-Up Approval
• TSAT +/- 5 minutes Apron will provide push-back and start-up approval without a call from
the flight crew.
− Sky Service midfield/3 Bay Hangar Apron aircraft shall start-up without requiring
an instruction to do so from Apron in the TSAT +/- 5 minute window.
− Aircraft located at uncontrolled areas (Taxiway K, South FBO, Vista Cargo,
Air Canada Hangar) shall contact North or South Ground as appropriate in the
TSAT +/- 5 minute window for taxi clearance.
• Failure to commence the push-back/start-up process within 2 minutes must be reported to
the appropriate Apron or Ground frequency. Failure to report will be assumed that the TSAT
is no longer valid and the operator needs to provide a new TOBT from which a new TSAT will
be generated.
• If there is an issue after the aircraft has cleared the gate area that would mean a longer than
normal start-up procedure, flight crew must request guidance from Apron frequency or Apron
Coordinator if located at uncontrolled areas.
5.5 De-icing Operations
De-icing procedures will have a significant impact on taxi times, airport throughput and A-CDM planning.
• De-icing requirements must be communicated to Clearance Delivery.
• Requests for a change in de-icing requirements (including no longer requiring de-icing) later
in the process must be communicated to Apron Coordinator as soon as practicable.
5.6 Managing TSAT Delays
Delays can occur for many different reasons so there will be occasion when there is a significant time
difference between TOBT and TSAT.
Flight crews at CYYZ can normally expect to remain at the gate whilst waiting for their TSAT. Should the gate
be required for another purpose, flight crews can expect to remote hold on the airfield to await their TSAT.
Flow restrictions enroute, or at destination airports, are calculated into a flight’s TSAT.
Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 26/2013 AUG 20 6.0 Contingency Operations If the A-CDM system fails or becomes unreliable, the A-CDM procedures will be suspended. The suspension and eventual restarting of the procedures will be announced via the automatic terminal information service (ATIS) broadcast and a NOTAM. During suspension of the A-CDM procedures, no TOBT and TSAT will be provided. All aircraft are to report ready with Apron Coordinator when they are ready to commence push-back/start-up procedures. James Ferrier Director, Aeronautical Information Management and Flight Operations AERONAUTICAL INFORMATION CIRCULAR 26/20 Page 3 of 3
NAV CANADA 21 MAY 20
AERONAUTICAL INFORMATION CIRCULAR 18/20
CONTINGENCY PROCEDURES FOR OCEANIC TRAFFIC IN THE
EVENT OF AN EVACUATION OF GANDER ACC
Introduction
This aeronautical information circular (AIC) updates the contingency procedures as outlined in the AIP
Canada (ICAO) Section ENR 7.4.2, “Contingency Procedures for Oceanic Traffic in the Event of an
Evacuation of Gander ACC,” which are to be followed by air operators flying through the North Atlantic (NAT)
region in the case of evacuation of the Gander area control centre (ACC).
Background
Procedures for contingency situations affecting air traffic control (ATC) facilities servicing the NAT region are
contained in NAT Doc 006, Air Traffic Management Operational Contingency Plan – North Atlantic Region.
This document is undergoing review with the intent of completion earlier in Q4 of 2020.
In advance of the NAT Doc 006 update, Gander ACC has completed its review of the unit contingency
procedures and coordinated the changes with affected agencies, including the Montreal and Moncton ACCs.
The following procedures are effective immediately.
Procedures
1. AIRCRAFT PROCEDURES – Westbound
1.1 Aircraft not in receipt of an oceanic clearance
1.1.1 In the event that Gander ACC must be evacuated, only aircraft with received and acknowledged
oceanic clearances will be permitted to transit the Gander OCA.
1.1.2 If unable to obtain or acknowledge an oceanic clearance, flights should plan to re-route around the
Gander OCA or to land at an appropriate aerodrome. Request the appropriate re-clearance on the
current frequency. Frequency congestion is likely.
1.2 Aircraft in receipt of an acknowledged oceanic clearance
1.2.1 Aircraft operating with a received and acknowledged oceanic clearance should proceed in
accordance with the clearance. Flights should not request changes in altitude, speed or route
except for reasons of flight safety.
1.2.2 Any flights involved in level changes should complete the manoeuvre as soon as possible in
accordance with any restrictions provided with the clearance.
1.3 Contact procedures
1.3.1 On receipt of an emergency evacuation message, pilots are requested to broadcast to other flights
on 121.5, 243.0 and 123.45. A listening watch on these frequencies and the current frequency
should be maintained until the flight exits the Gander OCA and FIR.
1.3.2 All flights within the Gander OCA should transmit position reports on any available HF or VHF
frequency to Shanwick Radio either directly or through another agency or flight.
1.3.3 Flights should establish communication with the next agency at the earliest opportunity stating
current position, cleared flight level, next position and estimate, and subsequent position. This also
applies to flights using automated position reports (ADS/FMC) because those reports may not have
been received by the next agency.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 621 MAY 20
1. AIRCRAFT PROCEDURES – Westbound
1.3.4 Flights within the Gander OCA should initially establish contact with Shanwick Radio. Westbound
flights exiting the Gander FIR into either Montreal or Moncton FIRs should contact Montreal Centre
or Moncton Centre, depending on their oceanic exit point as described in 1.3.7. Flights about to exit
the Gander OCA into the New York OCA, the Reykjavik Oceanic CTA, the Santa Maria OCA, or
the Nuuk FIR should contact New York ARINC, Iceland Radio, Santa Maria Radio or Nuuk Radio
as appropriate.
1.3.5 If unable to establish radio contact, flights may use SATVOICE voice or satellite telephone to
provide position reports.
Oceanic Centre Public Switched Telephone Short Code
Network (PTSN) Number
Gander Shift 001 709 651 5207 N/A
Manager
1.3.6 Flights may request their flight dispatch offices to forward position reports, if sending position
reports to multiple ATS Units or if otherwise unable to forward position reports.
1.3.7 Based on where they exit oceanic airspace, flights shall proceed in accordance with the following
table, until communication is established with, and a re-clearance issued by the next agency.
Flights operating FL290 and above.
Flight is The flight shall proceed: Next control agency
routed over: and frequency:
AVPUT NALDI DUTUM Montreal ACC 134.85
CLAVY KAGLY TEFFO Montreal ACC 134.85
EMBOK IKMAN FEDDY Montreal ACC 134.85
KETLA GRIBS JELCO Montreal ACC 134.80
LIBOR 6101N 06241W Montreal ACC 134.80
MAXAR MIBNO RODBO Montreal ACC 133.20
NIFTY MUSLO Montreal ACC 133.20
PIDSO PEPKI LOPVI Montreal ACC 135.80
RADUN SINGA Montreal ACC 135.80
SAVRY LAKES MCKEE Montreal ACC 132.45
TOXIT UDMAR Montreal ACC 132.45
URTAK TEALS VANSI Montreal ACC 119.40
VESMI ALSOP Montreal ACC 119.40
AVUTI YKL ROUND Montreal ACC 119.40
CUDDY YWK MT Montreal ACC 132.90 @ 63W
DORYY YBC ANCER Moncton ACC 132.95
HOIST YRI Moncton ACC 118.875
IRLOK 5031N 06500W Moncton ACC 118.875
JANJO CEFOU Moncton ACC 118.875
KODIK 4941N 06500W Moncton ACC 132.52
LOMSI QUBIS Moncton ACC 132.52
Page 2 of 6 AERONAUTICAL INFORMATION CIRCULAR 18/2021 MAY 20
1. AIRCRAFT PROCEDURES – Westbound
Flight is The flight shall proceed: Next control agency
routed over: and frequency:
MELDI 4853N 06500W Moncton ACC 132.52
NEEKO TAFFY Moncton ACC 124.975
PELTU 4813N 06500W Moncton ACC 135.77
RIKAL MIILS Moncton ACC 135.77
SAXAN 4718N 06500W Moncton ACC 133.55
TUDEP TOPPS Moncton ACC 133.55
UMESI 4618N 06500W Moncton ACC 133.55
ALLRY EBONY Moncton ACC 132.8
BUDAR 4536N 06500W Moncton ACC 132.8
ELSIR ALLEX Moncton ACC 132.8
IBERG 4451N 06500W Moncton ACC 132.75
JOOPY TUSKY Moncton ACC 132.75
MUSAK 4409N 06500W Moncton ACC 132.75
NICSO BRADD Moncton ACC 132.75
OMSAT 4336N 06500W Moncton ACC 133.3
PORTI KANNI Moncton ACC 133.3
RELIC 4303N 06500W Moncton ACC 133.7
SUPRY WHALE Moncton ACC 133.7
VODOR NANSO VITOL Moncton ACC 125.25
BOBTU JAROM GAYBL Moncton ACC 125.25
Flights operating FL280 and below. Routes HOIST and south are the same as for flights operating
FL290 and above.
Flight is The flight shall proceed: Next control agency
routed over: and frequency:
NALDI DUTUM Montreal ACC 134.55
KAGLY TEFFO Montreal ACC 134.55
IKMAN FEDDY Montreal ACC 134.55
GRIBS JELCO Montreal ACC 128.25
MIBNO RODBO Montreal ACC 128.25
PEPKI LOPVI Montreal ACC 135.1
5900N 06000W LAKES MCKEE Montreal ACC 135.1
MOATT LOMTA TEALS VANSI Montreal ACC 132.9
PRAWN YDP YKL ROUND Montreal ACC 132.25@65W
PORGY HO YWK MT Montreal ACC132.25@ 63W
AERONAUTICAL INFORMATION CIRCULAR 18/20 Page 3 of 621 MAY 20
2. AIRCRAFT PROCEDURES – Eastbound
2.1 Aircraft not in receipt of an oceanic clearance
2.1.1 In the event that Gander ACC must be evacuated, only aircraft with received and acknowledged
oceanic clearances will be permitted to transit the Gander OCA.
2.1.2 If unable to obtain or acknowledge an oceanic clearance, flights should plan to re-route around the
Gander OCA or land at an appropriate aerodrome. Flights may be required to re-route around the
Gander FIR as well. Flights should request the appropriate re-clearance from Montreal or Moncton
Centre. Frequency congestion is likely.
2.2 Aircraft in receipt of an acknowledged oceanic clearance
2.2.1 Aircraft operating with a received and acknowledged ocean clearance should proceed in
accordance with the clearance. Flights should not request changes in altitude, speed or route
except for reasons of flight safety or to comply with the oceanic clearance.
2.2.2 Flights west of 50 west longitude should contact either Montreal or Moncton Centre, depending on
which of those was the previous agency, using the previous assigned frequency.
2.2.3 If a level change is required to comply with the oceanic clearance, the flight should request
clearance from Montreal or Moncton Centre. If unable to obtain an ATC clearance, the flight should
climb or descend so as to cross the oceanic entry point at the cleared oceanic flight level.
2.2.4 The Eastbound Organized Track System will be extended to begin at fixes on or near the western
boundary between the Gander FIR and the Moncton and Montreal FIRs as follows:
Inland contingency fix Intermediate fix Oceanic Entry Point
KENKI AVPUT
MUSVA CLAVY
BERUS EMBOK
GRIBS KETLA
6101N 06241W LIBOR
MIBNO MAXAR
MUSLO NIFTY
PEPKI PIDSO
SINGA RADUN
LAKES 5900N 0600W SAVRY
UDMAR TOXIT
YKL LOMTA URTAK
ALSOP or 5352N 066446W VESMI
YWK YDP AVUTI
DUVBI VOKET BOKTO
MUNBO HO CUDDY
BORUB DORRY
TEXUN ENNSO
TASTI YYR HOIST
5222N 06106W IRLOK
SERBO JANJO
Page 4 of 6 AERONAUTICAL INFORMATION CIRCULAR 18/2021 MAY 20
2. AIRCRAFT PROCEDURES – Eastbound
Inland contingency fix Intermediate fix Oceanic Entry Point
KONCH KODIK
VERTU LOMSI
5111N 05929W MELDI
PIKNA NEEKO
5052N 05859W PELTU
NAPLO YAY RIKAL
4950N 05828W SAXAN
MIGLI TUDEP
4904W 05754W UMESI
LOPRO ALLRY
4818N 05730W BUDAR
VINSI YQX ELSIR
4734N 05712W IBERG
TAGRA JOOPY
4649N 05654W MUSAK
SUTKO YYT NICSO
4610N 05639W OMSAT
RUBDA PORTI
4521N 05621W RELIC
PEPRA SUPRY
NANSO RAFIN
LOMPI JAROM TALGO
2.2.5 Flights at or east of 50 west longitude should initially contact Shanwick Radio. Flights about to exit
the Gander OCA should contact New York ARINC, Santa Maria Radio, Iceland Radio or Nuuk
Radio as appropriate. The following information should be provided.
(a) Call sign
(b) Current position
(c) Current flight level and cleared oceanic flight level (if different from the current level)
(d) Assigned Mach or speed
(e) Next waypoint and estimate
(f) Subsequent waypoint
AERONAUTICAL INFORMATION CIRCULAR 18/20 Page 5 of 621 MAY 20
2. AIRCRAFT PROCEDURES – Eastbound
2.2.6 The following communications procedures have been developed in accordance with the Traffic
Information Broadcast by Aircraft (TIBA) procedures recommended by ICAO (Annex 11 – Air Traffic
Services, Attachment C). These procedures should be applied, unless otherwise instructed by
Moncton or Montreal Centre when completing an altitude change to comply with the oceanic
clearance.
At least 3 minutes prior to the commencement of a climb or descent the flight should broadcast on
the last assigned frequency, 121.5, 243.0 and 123.45 the following:
ALL STATIONS
(call sign)
(direction)
DIRECT FROM (landfall fix) TO (oceanic entry point)
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT
(distance)(direction) FROM (oceanic entry point) AT (time)
When the level change begins, the flight should make the following broadcast:
ALL STATIONS
(call sign)
(direction)
DIRECT FROM (landfall fix) TO (oceanic entry point)
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)
When level, the flight should make the following broadcast:
ALL STATIONS
(call sign)
MAINTAINING FLIGHT LEVEL (number)
2.2.7 When ADS-equipped flights are notified of a Gander evacuation they must revert to voice position
reporting until clear of Gander OCA, or notified otherwise. Pilots should note that they may be
asked to log-on to EGGX when within the Gander OCA; they should not initiate this action until
instructed to do so.
Further Information
For further 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: jeff.edison@navcanada.ca
Jeff Dawson
Director, Air Traffic Services (ATS) Standards
Page 6 of 6 AERONAUTICAL INFORMATION CIRCULAR 18/20NAV CANADA 23 APR 20
AERONAUTICAL INFORMATION CIRCULAR 14/20
REVOKE INSTRUMENT APPROACH PROCEDURES
PRIOR TO NAVAID DECOMMISSION: NATIONAL
NAV CANADA, the country's provider of civil air navigation services, conducted an aeronautical study that
reviewed the requirement for non-directional beacons (NDBs) and very-high frequency omnidirectional
rangefinders (VORs).
The study concluded that given the comprehensive radar surveillance coverage, and the capabilities of area
navigation (RNAV) with global navigation satellite system (GNSS) equipped aircraft, many navigation aids
(NAVAIDS) are no longer required and should be decommissioned. The following instrument approach
procedures were assessed, and it was determined that they can be revoked prior to the associated NAVAID
decommission without reducing airport access.
Aerodrome IAP to be Revoked
Berens River (CYBV) NDB RWY 27
Brandon (CYBR) NDB RWY 08
Buffalo Narrows (CYVT) NDB A
Calgary Intl. (CYYC) NDB/DME RWY 11
NDB RWY 17R
Edmonton Intl. (CYEG) NDB RWY 02
NDB RWY 12
NDB RWY 30
Fort McMurray (CYMM) NDB RWY 08
Lynn Lake (CYYL) NDB A
Meadow Lake (CYLJ) NDB RWY 09
North Battleford (CYQW) NDB RWY 12
Norway House (CYNE) NDB A
Prince Albert (Glass Field) (CYPA) NDB RWY 08
NDB RWY 26
Regina Intl. (CYQR) NDB RWY 13
NDB RWY 26
NDB RWY 31
Saskatoon Intl. (CYXE) NDB RWY 09
NDB RWY 15
NDB RWY 27
The Pas (CYQD) NDB A
Thompson (CYTH) NDB RWY 24
Winnipeg Intl. (CYWG) NDB RWY 13
NDB RWY 18
NDB RWY 31
NDB RWY 36
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 323 APR 20
Aerodrome IAP to be Revoked
Winnipeg/St. Andrews (CYAV) NDB RWY 31
Yorkton (CYQV) NDB RWY 04
VOR RWY 04
VOR/DME RWY 22
Attawapiskat (CYAT) NDB RWY 06
NDB RWY 24
Collingwood (CNY3) VOR /DME A
Dryden (CYHD) NDB RWY 30
Fort Albany (CYFA) NDB RWY 28
Fort Frances (CYAG) NDB RWY 12
Gore Bay-Manitoulin (CYZE) NDB A
Hamilton (CYHM) NDB RWY 06
Kenora (CYQK) NDB A
Kingston (CYGK) NDB RWY 19
Manitouwadge (CYMG) NDB RWY 05
VOR/DME RWY 05
Marathon (CYSP) VOR A (GNSS)
VOR/DME B (GNSS)
Moosonee (CYMO) NDB A
Nakina (CYQN) NDB RWY 27
Toronto / Oshawa (CYOO) NDB RWY 05
NDB/DME RWY 05
Ottawa Intl. (CYOW) NDB RWY 25
NDB RWY 32
Red Lake (CYRL) NDB RWY 08
Round Lake (Weagamow) (CZRJ) NDB RWY 03
St. Catherines/ Niagara (CYSN) NDB RWY 06
Sudbury (CYSB) NDB RWY 12
NDB RWY 22
Toronto / Billy Bishop (CYTZ) NDB/ DME B
Wawa (CYXZ) VOR/DME RWY 21
Webequie (CYWP) NDB RWY 02
NDB RWY 20
Churchill Falls (CZUM) NDB RWY 13
Fredericton Intl. (CYFC) NDB RWY 15
Halifax Intl. (CYHZ) NDB RWY 05
NDB RWY 23
Hopedale (CYHO) NDB RWY 25
Makkovik (CYFT) NDB A
Moncton Intl. (CYQM) NDB RWY 11
Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 14/2023 APR 20
Aerodrome IAP to be Revoked
Rigolet (CCZ2) NDB A
St. Anthony (CYAY) VOR/DME A
VOR RWY 10
St. John’s Intl. (CYYT) NDB RWY 11
Sydney (CYQY) NDB RWY 24
This change will take effect 21 May 2020 at 0901Z 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
AERONAUTICAL INFORMATION CIRCULAR 14/20 Page 3 of 3NAV CANADA 23 APR 20
AERONAUTICAL INFORMATION CIRCULAR 13/20
NOTICE OF AMENDMENT TO RUNWAY SELECTION CRITERIA AT
TORONTO/LESTER B. PEARSON INTERNATIONAL AIRPORT
(Replaces AIC 12/19)
Purpose of the Circular
This circular is to advise pilots of amended runway selection criteria at Toronto/Lester B. Pearson
International Airport (CYYZ).
Background
Guidelines describing “Runway Selection Criteria” and the associated maximum crosswind limit are outlined
in the Transport Canada Aeronautical Information Manual (TC AIM – TP 14371), section 4.1.3.
Weather-related operational delays cause significant disruptions across the Canadian aviation network. This
is especially impactful when the Toronto/Lester B. Pearson International Airport is required to use the
north/south runways (i.e., Runway 15L/33R and Runway 15R/33L), as arrival capacity is reduced by upwards
of 40%. In February 2019, the maximum crosswind component limits for wet and contaminated runways at
CYYZ were safely increased, resulting in operational efficiency and reliability gains at the airport.
By safely increasing the maximum crosswind component limit (including gusts) outlined within the “Runway
Selection Criteria” limits for dry runways, there will likely be an additional improvement to the operational
efficiency and reliability of the airport.
Amended Runway Selection Criteria
Effective on 23 April 2020 at 0500Z Coordinated Universal Time (UTC), the “Runway Selection Criteria”
applicable at CYYZ will be as follows:
Current Crosswind New Maximum Crosswind
Runway Condition
Component Including Gusts Component Including Gusts
Dry 25 knots 30 knots
Wet 20 knots* 20 knots*
Contaminated 10 knots* 10 knots*
(More than 25% contaminated, and no
pilot braking action reports that are less If the contamination is TRACE If the contamination is TRACE
than “fair” or “medium.”) depth, 15 knots* depth, 15 knots*
* The wet and contaminated limits remain unchanged.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 223 APR 20
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 13/20NAV CANADA 26 MAR 20
AERONAUTICAL INFORMATION CIRCULAR 12/20
CONTROLLER-PILOT DATA LINK COMMUNICATIONS
UPLINK MESSAGE LATENCY MONITOR
FUNCTION IN GANDER OCEANIC CONTROL AREA
(Replaces AIC 6/20)
Introduction
Various International Civil Aviation Organization (ICAO) regions have either implemented or are in the
process of implementing reduced lateral and longitudinal separation minima predicated on the following
performance-based communication and surveillance (PBCS) specifications: required communication
performance (RCP) 240 and required surveillance performance (RSP) 180. One of the safety requirements in
RCP 240 that are allocated to the aircraft system is Safety Requirement #15 (SR-15), which states that the
aircraft system shall provide appropriate indication should the aircraft system receive a message whose
timestamp exceeds a time variable.
To support SR-15, air traffic control (ATC) will uplink the controller-pilot data link communications (CPDLC)
free text message “SYSU-6 (UM169) SET MAX UPLINK DELAY VALUE TO 300 SECONDS” to prompt the
pilot to enter the specified latency value into the aircraft avionics (refer to the ICAO Doc 10037, Global
Operational Data Link Manual (GOLD), Appendix A, Table A.4.13).
Background
The intention of the message latency monitor function is to prevent pilots from acting on a CPDLC uplink
message that has been delayed in the network. The most serious of such cases would be the pilot executing
a clearance that was no longer valid.
There are variations between aircraft types in the implementation of the message latency monitor function:
a) The Airbus implementation and some General Aviation aircraft implementations function in
such a way that the aircraft automatically rejects a delayed uplink message by sending an
error message to ATC and does not show the message to the pilot. The message sent to
ATC is normally this: “ERROR INVALID DATA. UPLINK DELAYED IN NETWORK AND
REJECTED RESEND OR CONTACT BY VOICE.”
b) The Boeing implementation and some General Aviation aircraft implementations function in
such a way that the delayed message is displayed to the pilot with an indication that the
message has been delayed. It is then up to the pilot to act as is appropriate (refer to section 3
below).
c) Some aircraft have a deficient implementation that has not been designed in accordance to
industry standards.
d) Some CPDLC-equipped aircraft do not have the message latency monitor function
implemented at all.
Because aircraft implementations are varied, it is impossible for ATC to tailor the uplink of the message “SET
MAX UPLINK DELAY VALUE TO 300 SECONDS” to different aircraft types. It has therefore been decided
among the North Atlantic (NAT) air navigation service providers (ANSPs) to uplink this message to all
CPDLC-connected aircraft immediately after they enter each control area. An aircraft may therefore receive
this message multiple times during a flight.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 326 MAR 20
Aircraft have been receiving the CPDLC message “THIS IS AN AUTOMATED MESSAGE TO CONFIRM
CPDLC CONTACT WITH GANDER CENTRE” upon entry into Gander oceanic control area (OCA). This
message will be discontinued and replaced with the message “SET MAX UPLINK DELAY VALUE TO
300 SECONDS.” This new message will serve two purposes:
a) To prompt the pilot to set the specified uplink delay value in the aircraft avionics; and
b) To establish the current data authority (CDA) for ATC.
Pilot Procedures
Pilots shall be familiar with aircraft functionality that concerns the CPDLC uplink message latency monitor.
When the pilot receives the uplink CPDLC message “SET MAX UPLINK DELAY VALUE TO 300 SECONDS”
he/she shall:
a) Send a positive response to ATC as prompted by the avionics “(ACCEPT [ROGER])”
regardless of whether the aircraft supports the latency monitor.
Note 1: It is important that pilots respond to the “SET MAX UPLINK DELAY VALUE TO
300 SECONDS” uplink message to avoid having open unanswered CPDLC
messages in the system. This also applies to aircraft that have deficient message
latency monitor functionality or no such functionality at all.
Note 2: The GOLD Manual specifies that the pilot should append the response downlink
with the free text message “TIMER NOT AVAILABLE” when the message latency
monitor function is not available in the aircraft (refer to the GOLD Manual, Table
4-1).
b) If the aircraft is equipped with a correctly functioning message latency monitor, enter the
specified uplink delay into the avionics in accordance with the aircraft procedures. Some
avionics will automatically set the delay value in accordance with the uplink message and do
not allow for a manual input.
Note 3: If an aircraft is instructed to log off and then log on again mid-flight, ATC can
send the message “SET MAX UPLINK DELAY VALUE TO 300 SECONDS”
again once the logon is completed.
When a pilot receives a CPDLC uplink message with an indication that the message has been delayed the
pilot shall:
a) Revert to voice communications to notify the ATS unit of the delayed message received and
to request clarification of the intent of the CPDLC message; and
b) Respond appropriately to close the message as per the instructions of the controller.
c) The pilot must not act on the delayed uplink message until clarification has been received
from the controller.
Implementation
Implementation of the “SET MAX UPLINK DELAY VALUE TO 300 SECONDS” message in the Gander OCA
will be effective as of 0000Z on 26 March 2020.
Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 12/2026 MAR 20
Further Information
For further 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: jeff.edison@navcanada.ca
Jeff Dawson
Director, Air Traffic Services (ATS) Standards
AERONAUTICAL INFORMATION CIRCULAR 12/20 Page 3 of 3NAV CANADA 26 MAR 20
AERONAUTICAL INFORMATION CIRCULAR 11/20
VISUAL APPROACH EXPECTATIONS
(Replaces AIC 29/19)
Purpose of the Circular
This circular is to provide clarity to both pilots and air traffic services (ATS) on visual approach procedures to
harmonize expectations.
Background
The use of visual approaches can increase airport throughput and capacity, and permits aircraft to manage
their lateral and vertical flight profiles to the runway.
The following aligns NAV CANADA direction to air traffic controllers (ATC) and Transport Canada
Aeronautical Information Manual (TC AIM – TP14371E) guidance information pertaining to visual approaches.
Existing guidance is clear except for navigation to final and missed approach expectations. The following
information provides further guidance and considerations regarding visual approach and missed approach
expectations.
Weather
When the ceiling is at least 500 feet above the minimum instrument flight rules (IFR) altitude and visibility is
3 statute miles (SM) or greater, ATC may issue a visual approach clearance.
Navigation to Final
Pilots may anticipate the following methods for visual approach clearances:
• ATC will inform the pilot of the airport or preceding aircraft’s position in preparation for a
visual approach. The visual approach clearance will be issued following the pilot’s
confirmation of visual contact with the airport or preceding traffic as applicable. If the visual
approach clearance includes an instruction to follow the sighted traffic ahead, the pilot will be
responsible for wake turbulence separation.
• ATC will issue a visual approach clearance and, as required, supplement with additional
instructions such as:
− Heading assignment:
To ensure the aircraft stays separated from preceding or succeeding traffic.
ATC will consider the aircraft’s altitude and remaining distance to the airport
when using this technique.
To comply with parallel runway operation rules that require a 30-degree
intercept heading to final prior to issuing the visual approach clearance.
− Final intercept distance and/or altitude to establish separation from traffic under the
control tower’s responsibility using references to:
Published navigational aid (NAVAID)/fix/waypoint;
Distance from the runway; and
Prominent landmark on the final approach course.
Note: Cette information est aussi disponible dans l’autre langue officielle. Page 1 of 3You can also read
