Altimeter Setting and Operating Procedures

Reference AIM RAC 2.11 and 2.12

ALTIMETER SETTING REGION

CAR 602.35 

• Departure: altimeter setting at aerodrome, or if not available the elevation of the aerodrome
• Enroute: altimeter setting of nearest station along route
• Arrival: altimeter setting at destination

STANDARD PRESSURE REGION

CAR 602.36

• Departure: altimeter setting at aerodrome, or if not available the elevation of the aerodrome
• Enroute: immediately prior to reaching the intended flight level, set 29.92
• Arrival: altimeter setting at destination
• Holding: once descending below lowest flight level of hold, altimeter setting at destination

TRANSITION BETWEEN REGIONS

CAR 602.37

• the simplest way to think about this is to always change the altimeter in the standard pressure region, whether it is a lateral or vertical transition

Radiocommunications

The key to this section is common sense and good airmanship (as with so many other parts of flying!).

CAR 602.136 Continuous Listening Watch

• maintain listening watch on appropriate frequency
• establish communication with appropriate ATC, FSS, etc. when required

CAR 602.137 Two-way Radio communication Failure in IFR Flight

• in controlled airspace:
• maintain listening watch on appropriate frequency
• squawk 7600
• attempt to contact other ATS facilities or aircraft to relay info
• if unable to make contact, comply with procedures in CAP / CFS (unless other procedures were given by ATC)

Reference also AIM RAC 6.3.2:

• if VMC, or if VMC is encountered, remain VFR and land as soon as practicable (not the same as 'as soon as possible' - use good judgement)
• if IMC:
• Route:
• route last assigned and acknowledged
• if being vectored, go directly to fix/route/airway specified in clearance
• if no assigned route, use advised/expected
• if no advised/expected, use what has filed on flight plan
• Altitude: use highest of:
• altitude last assigned and acknowledged
• minimum IFR altitude
• expected in a further clearance
• Descent and approach: commence descent at most recent time of:
• calculated ETA
• ETA last notified and acknowledged
• EAT last received and acknowledged
• if assigned a hold, commence approach at EAT or EFC
• if cleared for a STAR, proceed to FAF via
• published routing
• from radar vectors direct fix for straight-in or full procedure
• CLOSED RNAV STAR as published for straight-in
• OPEN RNAV STAR as published to DTW and then turn to FACF to intercept for straight-in

Reference AIM COM 5.15: As a last resort, PIC may attempt to contact ATS using conventional cellphone or satellite phone.

CAR 602.138 Two-way Radio communication Failure in VFR Flight

• in class B, C or D:
• leave airspace (by landing or else shortest route)
• squawk 7600
• inform ATC ASAP of actions taken

Reference also AIM RAC 4.4.8: if you are outside of class B, C, D, you may enter and land if there is no nearby suitable aerodrome available.  See NORDO arrival procedures in AIM RAC 4.4.5.

Formation, Aerobatics, and jumping out of a perfectly good airplane

I flew skydivers one summer.  It's hard to say it was a job... more like a volunteer position.  But I never jumped myself.  Oh yes, I think it would be fun and thrilling, but it's also quite risky and I was content to remain in the aircraft (especially since I was the pilot!)

CAR 602.25 Entering or Leaving an Aircraft in Flight

• need permission of PIC
• PIC shall not permit unless
• leaving using a parachute
• CAR 702.19 (helicopter ops)
• CAR 603.02 (special aviation event certificate) or CAR 603.67 (special flight operations certificate)

CAR 602.26 Parachute Descents

• prohibited in controlled airspace / air routes, and over built-up areas and open-air assemblies unless you have a special flight operations - parachuting certificate as per CAR 603.37

This takes us into the realm of airshows, and while they are not the only place where formation flight and aerobatics take place, this would be a good time to talk about such activities.  This is also covered in AIM RAC 1.11.

CAR 603.01 Certificate Requirements for Special Aviation Events

• cannot conduct a special aviation event unless you comply with the provisions of a special flight operations certificate - special aviation event

CAR 602.24 Formation Flight

• PICs must make arrangements beforehand
• if in a control zone, PICs must coordinate with ATC

CAR 602.27 Aerobatic Maneuvewrs - Prohibited Areas and Flight Conditions

• No person operating an aircraft shall conduct aerobatic manoeuvres
• over a built-up area or an open-air assembly of persons;
• in controlled airspace, except in accordance with a special flight operations certificate issued pursuant to section 603.67;
• when flight visibility is less than three miles; or
• below 2,000 feet AGL, except in accordance with a special flight operations certificate issued pursuant to section 603.02 or 603.67.

CAR 602.28 Aerobatic Maneuvers with Passengers

• PIC must have:
• at least 10 hours dual instruction conducting aerobatics or 20 hours conducting aerobatics
• at least 1 hour conducting aerobatics in the previous 6 months

Alcohol and Drugs

CAR 602.03 Alcohol and Drugs - Crew Members

• 8 hours bottle to throttle
• Zero tolerance for impaired flying

Alcohol consumption can increase the susceptibility of an individual to hypoxia.  Remember, there is no magic cure for removing alcohol from your bloodstream.  Such a reduction can only be attained over the passage of time.  

CAR 602.04 Alcohol and Drugs - Passengers

• cannot drink your own alcohol (must be served / provided by operator)
• operator must not serve if passenger is already impaired by drugs/alcohol to extent as to be a safety hazard
• operator must not allow a person with impaired faculties to board aircraft
• exception: passenger has been administered drug for medical reasons and is under supervision

Clean Aircraft Concept

Reference AIM AIR 2.12 Flight Operations in Winter

Wing contamination is serious business.  Ice with the thickness and texture of sandpaper on the surfaces of an aircraft could decrease lift by 30% and increase drag by 40%.  As ice accumulates on a wing, the stalling speed increases and the angle at which the wing will stall decreases.

Clean Aircraft Concept:

• refers to take-off being prohibited when frost, snow or ice is adhering to any critical surface of the aircraft

Critical Surfaces refers to:

• wings
• control surfaces
• propellers
• horizontal stabilizers
• vertical stabilizers
• upper surface of fuselage in the case of aircraft with rear-mounted engines

CAR 602.11 Aircraft Icing

• no person shall attempt to conduct a take-off in an aircraft that has frost, ice, or snow adhering to any of its critical surfaces
• exception: frost on underside of wing caused by cold-soaked fuel (refer to manufacturer's instructions)
• take-off in icing conditions
• Part 705: PIC (or person designated by operator) must inspect immediately prior to take-off (or operator has established aircraft inspection program)
• Part VII other than subpart 5: operator has established aircraft inspection program  
• report observed ice to PIC (or designated person) so they can inspect
• PIC must inform other crew members of intention to de-ice/anti-ice

Approach Bans

It seems that Approach Ban regulations are full of IFs ANDs and BUTs...  This is a classic example of there always being an exception to the rule!!

For some helpful examples, reference AIM RAC 9.19.2.

CAR 602.129 Approach Bans - General
(This does not apply to Part VII aircraft - see below)

• RVR minima for aeroplanes:
• if RVR A and B
• RVR A < 1200 ft and RVR < 600 ft
• if only RVR A or B
• either < 1200 ft
• If RVR is below minimums, you cannot continue an instrument approach in an IFR aircraft unless:
• aircraft has passed FAF (if no FAF, aircraft has intercepted final approach course)
• training flight and landing not intended
• RVR is fluctuating above and below
• ground visibility is reported as at least 1/4 mile
• PIC is conducting precision approach to CAT III minima
• (5) No PIC of an IFR aircraft shall commence a non-precision approach, an APV or a CAT I or CAT II precision approach to an airport where low-visibility procedures are in effect

CAR 602.130 Approach Bans - Category III

(This does not apply to Part VII aircraft - see below)

• (2) No person shall continue a CAT III precision approach in an IFR aircraft beyond the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted, unless the RVR reported is equal to or greater than the minimum RVR specified in the Canada Air Pilot in respect of the runway or surface of intended approach for the instrument approach procedure conducted.

CAR 700.10 Approach Bans - Non Precision, APV, and CAT I Precision

• RVR minima change based on CAP advisory visibility, for example:
• CAP 1/2 (2600) >> RVR 3/8 (1600)
• CAP 3/4 (4000) >> RVR 5/8 (3000)
• CAP 1 (5000) >> RVR 3/4 (4000)
• If no RVR, use runway vis.  South of 60: if no runway vis, use ground vis. 
• If below minimums, you cannot continue a non-precision approach, an APV or a CAT I precision approach in an IFR aircraft unless:
• aircraft has passed FAF (if no FAF, aircraft has intercepted final approach course)
• training flight and landing not intended
• RVR is fluctuating above and below
• South of 60 with no RVR or runway vis: ground visibility is fluctuating above and below
• localized phenomenon affecting ground visibility
• approach is conducted in accordance with 703.41, 704.37, or 705.48
• exceptions made based on operator certificate, 2-crew ops, aircraft equipment (FD / AP), runway lighting, etc. 
• different tables:
• CAP 1/2 (2600) >> RVR 1/4 (1200)
• CAP 3/4 (4000) >> RVR 3/8 (2000)
• CAP 1 (5000) >> RVR 1/2 (2600)
• (4) No pilot-in-command of an IFR aircraft operated under this Part shall commence a non-precision approach, an APV or a CAT I precision approach to an airport where low-visibility procedures are in effect.

Transoceanic Flights

GOTA, RVSM, CMNPS, SLOP... it looks like we're having Alphabet soup for lunch!

CAR 602.39 Transoceanic Flights
If you want to fly a single engine aircraft or multi-engine that cannot maintain flight in the event of an engine failure over the high seas:

• pilot needs an instrument rating
• aircraft equipped as per CAR 605.18 + HF radio + hypothermia protection for each person on board
• sufficient fuel as per CAR 602.88 + additional 10%

Reference AIM RAC 11.0 North Atlantic Operations and ICAO NAT Doc 007

NAT MNPS = North Atlantic Minimum Navigation Performance Specifications

• compliance with NAT MNPS airspace is required by all aircraft operating between 
• FL285 and FL420 AND
• between 27 N and the North Pole AND
• Oceanic Control Areas: Reykjavik, Gander, New York, Shanwick, Santa Maria
• aircraft must be equipped with two fully functioning long range navigation systems (LRNS).  A LRNS may be one of the following:
• one Inertial Navigation System (INS)
• one Global Navigation Satellite System (GNSS)
• one navigation system using the inputs from one or more Inertial Reference System (IRS) or any other sensor system complying with the MNPS requirement.
• for eastbound and westbound traffic
• south of 70 N, the planned tracks shall be defined at each half or whole degree of latitude and each 10 degrees of longitude
• north of 70 N, the planned tracks shall be defined at latitudes expressed in degrees/minutes and each 20 degrees of longitude
• for northbound and southbound traffic
• the planned tracks shall be defined at latitudes spaced at 5 degrees and whole degrees of longitude

Traffic Alert and Collision Avoidance System (TCAS)

Reference AIM RAC 12.16

TCAS uses transponder interrogation and return signals to determine if aircraft around you pose a threat.  In order to detect these aircraft, they must be equipped with an operating Mode A, C, or S transponder.  Note: Mode A transponders will provide range and bearing only - no altitude info.

TCAS I provides TAs only.  
TCAS II provides TAs and RAs.

Some notes:

• Traffic Advisories (TAs) and Resolution Advisories (RAs) are only provided in the vertical plane (azimuth information is not reliably accurate)
• pilots should only alter their flight in the event of a RA (not a TA).  
• notify ATC ASAP of any deviation from your clearance.  Also notify them when you are clear of the conflict and returning to the cleared altitude
• See also CAR 602.31 (3) and (4) Compliance with ATC instructions and clearances

AIM RAC 12.16.6 (a) "Although TCAS will never be a complete substitute for a good lookout, good situational awareness and proper radio procedures, it has been proven to be a valuable tool in providing information on potential collision hazards."

Fuel Requirements

Fuel is probably one of the highest costs associated with the operation of an aircraft, so it makes sense that operators are always looking for ways to be more fuel efficient.  Extra fuel also means extra weight, which could otherwise be designated to paying passengers or cargo.  That being said, we know there are legal requirements for the minimum fuel on-board to cover various 'what if' scenarios.  

CAR 602.88 Fuel Requirements (General)

• Day VFR: destination + 30 min at cruise
• Night VFR: destination + 45 min at cruise

• IFR (prop)
• destination, approach, missed approach, alternate + 45 min
• if no alternate: destination, approach, missed approach + 45 min
• IFR (jet)
• destination, approach, missed approach, alternate + 30 min
• if no alternate: destination, approach, missed approach + 30 min

• All aircraft also need enough fuel to provide for:
• taxi, foreseeable delays prior to take-off
• weather
• foreseeable traffic delays
• loss of cabin pressure
• loss of engine at critical point
• any other foreseeable delays

CAR 704.20 Fuel Requirements (Commuter)
In addition to above,

• IFR
• descent to lower of single-engine service ceiling or 10000
• cruise at lower altitude to suitable aerodrome
• approach, missed approach
• hold for 30 min at 1500 AAE

CAR 705.25 Fuel Requirements (Airline)

• VFR: destination + 45 min at cruise

• IFR
• over designated routes / areas: destination + 5%
• descent to lower of single-engine service ceiling or 10000
• cruise at lower altitude to suitable aerodrome
• approach, missed approach
• hold for 30 min at 1500 AAE

Life Jackets and Life Rafts

CAR 602.62 Life Preservers and Flotation Devices
When do you need them?
(1) taking off / landing on water, or unable to get to shore if you have an engine failure
(2) if you are operating more than 50 NM from shore

CAR 602.63 Life Rafts and Survival Equipment - Flights over Water
How far from shore before you need them?
(1) single engine or multi unable to maintain altitude with failed engine >> 100 NM or 30 min at cruising speed (whichever is less)
(2) multi-engine able to maintain altitude >> 200 NM or 60 minutes at cruising speed
(3) transport category aeroplane >> 400 NM or 120 minutes at cruising speed

Don't get a speeding ticket!

I remember back when I first started flying the Toronto - Montreal route, we were on the descent into Montreal and ATC was asking us to keep the speed up.  And while we could give them about 280 kts for a while, it was also our responsibility to "not get a speeding ticket," as Captain K reminded me. 

CAR 602.32 Airspeed Limitations
(a) max 250 KIAS below 10 000 ft
(b) max 200 KIAS below 3 000 ft within 10 NM of a controlled aerodrome (unless otherwise authorized by ATC)

Of course, there are exceptions: if you have a special flight operations certificate (i.e. for an airshow); or if your minimum safe airspeed for that flight configuration is greater, the aircraft shall be operated at the minimum safe airspeed.

CAR 602.33 Supersonic Flight
Put simply, it's not allowed. 

While we're here, we should cover en-route speeds as well. 

AIM RAC 8.3 Mach Number / True Airspeed - Clearances and Reports
(1) Assigned Mach numbers shall be adhered to within 0.01 Mach.  If unable, ATC is to be informed when the clearance is issued (this is also stated in AIM RAC 12.1)
(2) If TAS is intended to change by more than 5%, advise ATC as soon as practicable.

How about holds?

AIM RAC 10.7 Holding Procedures - Speed Limitations
(a) propeller: 175 KIAS (climbing: normal speed subject to 602.32)
(b) civil turbojet: 230 KIAS up to 14 000; 265 KIAS above 14 000 (climbing: 310 KIAS subject to 602.32)

Shuttle Climbs/Descents

AIM RAC 10.9 Shuttle Procedure
Shuttles are not the same as climbs/descents in a hold, even though the patterns are similar.  There may be a limit published on the instrument procedure chart, otherwise use the normal climb/descent speed for the aircraft type and airspace classification, subject to 602.32.

And one final note...

AIM RAC 9.7.3 Speed Adjustment - Radar Controlled Aircraft
Pilots complying with a speed adjustment are expected to maintain a speed within 10 KIAS of the specified speed.  The issuance of an approach clearance normally cancels a speed adjustment.  Once again, all aircraft are still subject to CAR 602.32.  

2015: The Year of the ATPL

I'm not particularly one for making New Year's resolutions.  But this wintry weather in Montreal coincides with the beginning of the year and a few days off before starting work again, so it's a perfect time to start studying for my ATPL exams (which I plan to write by the end of March).  

Transport Canada has provided a lovely 46-page Study and Reference Guide for my reading pleasure... and who wouldn't want to spend their quiet evenings with a cup of hot chocolate, pouring through textbooks and notes in order to prepare for 7 hours worth of exams? (SARON, SAMRA, 80 questions/3.5 hours each, minimum pass mark 70%, but aiming for perfection!).  My plan is to provide highlights here, which will hopefully benefit others in the future.  

~~~

A quick note about the name of this blog, 'Checklist'. That's essentially what the Study and Reference Guide is... a checklist to refer to, so we can verify we've covered everything.  And according to the CARs:

CAR 704.19 Checklist
(a) have a checklist and make it available
(b) use it

CAR 602.60 (2) further explains checklist requirements: basically it shall enable the aircraft to be operated in normal, abnormal and emergency conditions.

Sounds like a no-brainer right?  Yet, somehow, we still hear stories about pilots skipping steps because they think they can do them by memory.  Or worse: making up their own procedures.  

~~~

The other portion of course is the 1500 TT requirement.  I'm roughly on track to achieve that by the end of the year.  And so it is my hope and goal that 2015 goes down in my book as the Year of the ATPL.  

Thanks for joining me... now sit back, relax, and enjoy the flight :)