Cap Gen 08-10-2023 PDF

CAP CAUTION: THE INFORMATION
IN THIS PUBLICATION MAY
GEN BE SUPERSEDED BY NOTAM

OR AIP SUPPLEMENT
10 AUGUST 2023
EFFECTIVE 0901Z
TO 0901Z 5 OCTOBER 2023
CANADA
AIR PILOT
Instrument Procedures
GENERAL PAGES
AIP Canada (ICAO) Part 3 - Aerodromes (AD)
i
Table of Contents
GENERAL INFORMATION ........................................................................................................... 1

INTRODUCTION ........................................................................................................................... 2
ABBREVIATIONS AND ACRONYMS ........................................................................................... 3
DEFINITIONS ................................................................................................................................ 9
DESIGNATED MOUNTAINOUS REGIONS................................................................................ 15
OPERATING MINIMA.................................................................................................................. 16
OPERATING MINIMA – APPROACH ......................................................................................... 22
HIAL Inoperative ..................................................................................................................... 26
Source of Canadian Civil Aeronautical Data: © 2023 NAV CANADA All rights reserved
OPERATING MINIMA – LANDING.............................................................................................. 28
OPERATING MINIMA – ALTERNATE ........................................................................................ 30
NOISE ABATEMENT PROCEDURES ........................................................................................ 33
ALTITUDE CORRECTION CHART............................................................................................. 35
SYMBOL LEGEND ...................................................................................................................... 37
INSTRUMENT APPROACH PROCEDURES.............................................................................. 44
Generic Approach Chart ......................................................................................................... 44
Helicopter Only Approach Chart ............................................................................................. 70
Visual Approach Chart ............................................................................................................ 72
ILS CAT II or III Approach Chart ............................................................................................. 75
RNP AR Approach Chart ........................................................................................................ 77
STANDARD INSTRUMENT DEPARTURES............................................................................... 79
Helicopter Only Departure/SID Chart...................................................................................... 88
STANDARD TERMINAL ARRIVALS ........................................................................................... 92
AERODROME CHART LEGEND .............................................................................................. 102
LOW/REDUCED VISIBILITY TAXI CHART LEGEND .............................................................. 104
APPROACH LIGHTS LEGEND................................................................................................. 106
PSR/PAR .................................................................................................................................. 111
Published by NAV CANADA in accordance with ICAO Annexes 4 and 15

of the Convention on International Civil Aviation
Cartography and Printing: NAV CANADA
Source of Canadian Military Aeronautical Data:
His Majesty the King in Right of Canada Department of National Defence
EFF 10 AUG 23
EFF 15 JUN 23 i Canada Air Pilot
Effective 0901Z 10 AUG 2023 to 0901Z 5 OCT 2023
EFF 10 AUG 23
ii
INTENTIONALLY LEFT BLANK
ii Canada Air Pilot

EFF 29 DEC 22
GENERAL INFORMATION
Procurement
Individual Purchases
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GENERAL INFORMATION
EFF 29 DEC 22
EFF 15 OCT 15 1 Canada Air Pilot
EFF 29 DEC 22
INTRODUCTION
Preface
The Canada Air Pilot (CAP) and Restricted Canada Air Pilot (RCAP) are civil aeronautical
information documents published and distributed by NAV CANADA’s Aeronautical Publications
Sales and Distribution Unit. They are issued every 56 days in accordance with the International
Civil Aviation Organization (ICAO) requirements.
The CAP GEN is reissued every cycle, with the EFF date updated accordingly, thus the EFF date
of the CAP GEN always matches the EFF date of the CAP volumes.
The information contained on each page is current only to the date of submission for printing.
A NOTAM may amend or cancel the information in this document, therefore NOTAMs must be
consulted to ensure that current information is used for flight operations.
Contact Information
NAV CANADA is responsible for all Canadian civil aeronautical information. Any publication errors,
omissions, anomalies, suggestions or comments on the air navigation system can be passed
through any FSS or directly through Customer and Stakeholder Services at:
NAV CANADA
Customer and Stakeholder Services
151 Slater Street
Suite 120
Ottawa, ON K1P 5H3
Tel: 1-800-876-4693-4* (*disregard the last digit when calling within North America)
Regular hours of operation 0800–1800 (EST/EDT)
All aeronautical data questions should be directed to:

NAV CANADA
AIS Data Collection
P.O. Box 9824 Stn T
Ottawa ON K1G 6R2
NAV CANADA IFR ATC Customer Service

Pilots/dispatchers can now contact the IFR Shift Managers at all Area Control Centres to discuss
Air Traffic Control situations by calling: 1-877-342-2276.
INTRODUCTION
EFF 29 DEC 22
EFF 24 MAR 22 2 Canada Air Pilot
EFF 2 DEC 21
ABBREVIATIONS AND ACRONYMS
A ATC Air Traffic Control

AAE Above Aerodrome Elevation ATD Along Track Distance
AB Alberta ATF Aerodrome Traffic Frequency
ACC Area Control Centre ATIS Automatic Terminal Information
Service
acft aircraft
ATS Air Traffic Services
A/D Aerodrome
AU Approach UNICOM
AD Aerodrome
auth authorized/authorization
ADF Automatic Direction Finding
AUTO Automated Weather Observation
adj adjacent System (Not owned by NAV
advsy advisory CANADA or DND)
AFB Air Force Base AVASIS Abbreviated Visual Approach
A/G Air/Ground Slope Indicator System
AGCC Aerodrome Geometric Centre avbl available
Coordinates AWOS Automated Weather Observation
AGL Above Ground Level System (Owned by NAV CANADA
or DND)
AIP Aeronautical Information
Publication B
alt altitude
Baro Barometric
altm altimeter
BC British Columbia
altn alternate
bcst broadcast
APAPI Abbreviated Precision Approach
Path Indicator bil bilingual
apch approach bldg building
APD Aircraft Parking/Docking BM Back Marker
APGM Airport General Manager BPOC Before Proceeding On Course
aprt airport brg bearing
aprx approximately C
APV Approach Procedure with Vertical
Guidance C Celsius
AR Authorization Required CAP Canada Air Pilot
ARCAL Aircraft Radio Control of CAR Canadian Aviation Regulation
Aerodrome Lighting CARS Community Aerodrome Radio
ARP Aerodrome Reference Point Station
ARR Arrival cat/CAT category
ASDA Accelerate Stop Distance ccw counter-clockwise
Available CDA Constant Descent Angle
ASDE Aerodrome Surface Detection CDF Central De-Icing Facility
Equipment CDI Course Deviation Indicator
ASL Above Sea Level CFS Canada Flight Supplement
ASR Airport Surveillance Radar ch channel
ATB Airport Terminal Building

EFF 2 DEC 21
EFF 25 APR 19 3 Canada Air Pilot
EFF 25 APR 19
clb climb Eng English

clnc clearance ETA Estimated Time of Arrival
clsd closed
F
co county
comm communicate/communications FACF Final Approach Course Fix
cont continuous/continue FAF Final Approach Fix
coord coordinate/coordinates/ FAS Flight Advisory Service
coordination FATO Final Approach and Take-Off Area
crs course FAWP Final Approach Waypoint
ctc contact FL Flight Level
ctl control, controlled FMS Flight Management System
ctr centre FOD Foreign Object Damage
cw clockwise fpm feet per minute
CYA Advisory Area Fr French
CYR Restricted Area freq frequency
cz control zone FSS Flight Service Station
ft feet
D
D/D/I DME/DME/IRU G
DA Decision Altitude G Grid
dct direct GFA Graphic Area Forecast
del delivery GM Ground Movement
dep departure gnd ground
DH Decision Height GND ADV Ground Advisory Service
direc direct or directional GNSS Global Navigation Satellite
dist distance System
DME Distance Measuring Equipment GP Glide Path
DND Department of National Defence GPA Glide Path Angle
DP Departure Procedure GPH DND Flight Information
Publication
DRCO Dial-up Remote Communications
Outlet GPS Global Positioning System
DT Daylight Saving Time GS Glide Slope
DTW Downwind Termination Waypoint
H
E HAA Height Above Aerodrome
E East HAS Height Above the Surface
EET Estimated Elapsed Time HAT Height Above TDZE
eff effective HATh Height Above Threshold
elev elevation hdg heading
emerg emergency HI Enroute High Altitude Chart
En English HIAL High Intensity Approach Lighting

EFF 25 APR 19
EFF 19 JUL 18 4 Canada Air Pilot
EFF 21 MAY 20
HIRO High Intensity Runway Operations K

HJ Sunrise to Sunset kg kilograms
HN Sunset to Sunrise KIAS Knots Indicated Airspeed
HP Heliport kt knots
hr hours
HRP Heliport Reference Point L
HS Hot Spot LB Lead Bearing
lb pounds
I
lczr localizer
IAF Initial Approach Fix LDA Landing Distance Available
IAIP Integrated Aeronautical lgt light or lighting
Information Package
lgtd lighted
IAP Instrument Approach Procedure
LNAV Lateral Navigation
IAWP Initial Approach Waypoint
LO Enroute Low Altitude Chart
IAWPC Initial Approach Waypoint Centre
LOC Localizer (For non-precision
IAWPL Initial Approach Waypoint Left approach procedures predicated
IAWPR Initial Approach Waypoint Right on a localizer facility)
ICAO International Civil Aviation LP Localizer Performance
Organization LPV Localizer Performance with
ident identification Vertical Guidance
IDF Initial Departure Fix LR Lead Radial
IF Intermediate Fix lt left
IFR Instrument Flight Rules ltd limited
ILS Instrument Landing System LVO Low Visibility Operations
IMC Instrument Meteorological LWIS Limited Weather Information
Conditions System
inbd/
INBD inbound M
inop inoperative m metres
INS Inertial Navigation System MAA Maximum Authorized Altitude
intl international mag/M magnetic
INTRM Interim MAHWP Missed Approach Holding
intxn intersection Waypoint
IRS Inertial Reference System maint maintenance
IRU Inertial Reference Unit MAP Missed Approach Point
ISA International Standard MATWP Missed Approach Turning
Atmosphere Waypoint
IWP Intermediate Waypoint MAWP Missed Approach Waypoint

EFF 21 MAY 20
EFF 21 MAY 20
max maximum O
MB Manitoba obd/OBD outbound
MDA Minimum Descent Altitude obst obstruction
MEA Minimum Enroute Altitude OCL Obstruction Clearance Limit
MEHT Minimum Eye Height Over OCSL Occasional
Threshold
OM Outer Marker
MF Mandatory Frequency
ON Ontario
Mil Military
ops operations
min minimum
O/R On Request
min minutes of time
O/T Other Times
misd missed
MOCA Minimum Obstacle Clearance P
Altitude
PAL Peripheral station
MSA Minimum Sector Altitudes
PAPI Precision Approach Path Indicator
muni municipal
PAR Precision Approach Radar
N PBN Performance Based Navigation
N North PE Prince Edward Island
N/A Not Applicable PinS Point-in-Space
NAD North Americam Datum PPR Prior Permission Required
NADP Noise Abatement Departure Proc Procedure
Procedure Prop Propeller
nav navigation PSR Primary Surveillance Radar
NAVAID Navigational Aid PT Procedure Turn
NB New Brunswick pvt private
NCP Night Circuit Procedure
NDA Northern Domestic Airspace
Q
NDB Non-Directional Beacon QC Quebec
NDHQ National Defence Headquarters
R
NE North East
R radial
NL Newfoundland & Labrador
RA Radio Altimeter
NM Nautical Miles
RAIM Receiver autonomous integrity
NOR Noise Operating Restriction
monitoring
nr number
RASS Remote Altimeter Setting Source
NS Nova Scotia
RCAP Restricted Canada Air Pilot
NT Northwest Territories
RCO Remote Communications Outlet
NU Nunavut
rdo radio
nu not usable
RNAV Area Navigation
NW North West
RNP Required Navigation Performance
NWS North Warning System

EFF 21 MAY 20
EFF 21 MAY 20
rt right TFC Traffic

RVO Reduced Visibility Operations thld threshold
RVR Runway Visual Range TLOF Touchdown and Lift-Off Area
Rwy/rwy Runway tml terminal
TODA Take-off Distance Available
S
TORA Take-off Run Available
S South TP Transport Canada Publication
SAC Strategic Air Command trk track
SDA Southern Domestic Airspace twr/TWR control tower/tower
SDWP Step Down Waypoint twy taxiway
SE South East
U
sec seconds of time
SFC Surface UK Unknown
SID Standard Instrument Departure UNICOM Universal Communications
simul simultaneously (Private Advisory Station)
SK Saskatchewan
V
SM Statute Miles
V2 Take-off Safety Speed
spec specification
VAC Visual Approach Chart
SPEC Specified
VAGS Visual Alignment Guidance
SPEC VIS Specified Take-off Minimum System
Visibility
VAP Visual Approach Procedure
SR Sunrise
var variation
SS Sunset
VASIS Visual Approach Slope Indicator
STAR Standard Terminal Arrival System
str straight VFR Visual Flight Rules
SW South West VGM Voice Generator Module
T VGSI Visual Glide Slope Indicator
VHF Very High Frequency
T True or Terminal Area Chart
VIP Very Important Person
TAA Terminal Arrival Area
vis visibility
TACAN Tactical Air Navigation
VLF Very Low Frequency
TAF Aerodrome Forecast
VNAV Vertical Navigation
TC Transport Canada
VOR VHF Omnidirectional Range
TCH Threshold Crossing Height
VORTAC Combination of VOR and TACAN
TDZ Touchdown Zone
VPA Vertical Path Angle
TDZE Touchdown Zone Elevation
V/V Vertical Velocity
TDZL Touchdown Zone Lighting
VZF Zero Flap Minimum Safe
temp temperature Manoeuvring Speed
tempo temporary/ily

EFF 21 MAY 20
EFF 21 MAY 20
W Y
W West YT Yukon Territory
WAAS Wide Area Augmentation System
Z
WGS World Geodetic System
win winter Z Coordinated Universal Time
WP Waypoint
wx weather

EFF 21 MAY 20
8 Canada Air Pilot
EFF 10 NOV 16
DEFINITIONS
ACCELERATE STOP DISTANCE AVAILABLE (ASDA):

The length of the take-off run available plus the length of the stopway, if provided.
AERODROME:
Any area of land, water (including the frozen surface thereof) or other supporting surface used,
designed, prepared, equipped or set apart for use, either in whole or in part, for the arrival, departure,
movement or servicing of aircraft: This includes any buildings, installations and equipment situated
thereon or associated therewith.
AERODROME ELEVATION:
The elevation of the highest point of the landing area.
AERODROME TRAFFIC FREQUENCY AREA (ATF):

An area within which a VHF frequency is designated to ensure that all radio equipped aircraft
operating on the ground or within the specified area are listening on a common frequency and
following a common reporting procedure.
APRON:
That part of an aerodrome, other than the manoeuvring area, intended to accommodate the loading
and unloading of passengers and cargo; the refuelling, servicing, maintenance and parking of
aircraft; and any movement of aircraft, vehicles and pedestrians engaged in services for such
purposes.
BEFORE PROCEEDING ON COURSE (BPOC):

A term used to indicate that a specified procedure must be completed prior to taking action to
intercept the desired course.
CLEARWAY:
A defined rectangular area on the ground or water under the control of the appropriate authority
selected or prepared as a suitable area over which an aeroplane may make a portion of its initial
climb to a specified height (TODA-TORA).
CONTOUR RELIEF:
Smoothed contour lines are depicted on Instrument Approach Procedures, SID and STAR when
terrain exceeds 4000 feet above the airport elevation, or when terrain within 6 NM of the Aerodrome
Reference Point (ARP) rises to exceed 2000 feet above the aerodrome elevation.
Contour lines, values and tints are printed in brown and will begin at 500 feet above the aerodrome
elevation and shall be depicted by smoothed contours in intervals of 1000 feet.
Contour lines and values will not be depicted on SID and STAR charts represented at a scale of
1:1,000,000 or greater, but gradient tints shall be shown. Gradient tints indicate the elevation
change between contour intervals. The absence of terrain contour information does not ensure
the absence of terrain or structures.
DEAD RECKONING:
The estimating or determining of current position by advancing an earlier known position by the
application of direction, time and speed data. Heading information depicted on a dead reckoning
segment intercepts the inbound track prior to the IF. The distance shown is the total track distance
to the IF. (i.e. “2900 Hdg 238º 10 NM to IF”)
DEFINITIONS
EFF 10 NOV 16
EFF 6 FEB 14 9 Canada Air Pilot
EFF 28 FEB 19
10
DEFINITIONS
DECISION ALTITUDE (DA):

An altitude specified on a precision approach procedure or an approach procedure with vertical
guidance at which the missed approach procedure shall be initiated if the required visual reference
necessary to continue the approach to land has not been established.
DECISION HEIGHT (DH):

The height of the DA above the touchdown zone elevation or runway threshold.
DUPLICATE PROCEDURES:
Two or more approach procedures to the same runway that cannot be uniquely distinguished by
the navigation type indicator only.
FINAL APPROACH AND TAKE-OFF AREA (FATO):

A defined area over which the final phase of the approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre is commenced.
GROUND ADVISORY SERVICE (GND ADV):

At select ATS sites where an MF is in effect and the volume of traffic is such that a second frequency
is needed to alleviate congestion on the radio, traffic information services, pre-taxi clearances and
other advisory services are provided on a ground advisory (GND ADV) frequency. Following an
order from the Minister, the requirements for CAR 602.97(2), 602.98(1) and 602.99 can be waived
providing pilots remain on the appropriate frequency while in the MF area. Pilots must still adhere
to CAR 602.100 to 602.103 inclusive.
HAZARD BEACON:
An aeronautical beacon used to designate a danger to air navigation.
HEIGHT ABOVE AERODROME (HAA):

The height in feet of the MDA above the aerodrome elevation. HAA is charted for all circling minima.
HEIGHT ABOVE THE SURFACE (HAS):

The height in feet of the MDA above the highest terrain/surface within a 5200 foot radius of the
MAP in Point-in-Space helicopter procedures.
HEIGHT ABOVE THRESHOLD (HATh):

The height in feet of the DA or MDA above the runway threshold elevation. HATh is charted for
some straight-in minima.
HEIGHT ABOVE TOUCHDOWN ZONE ELEVATION (HAT):

The height in feet of the DA or MDA above the Touchdown Zone Elevation. HAT is charted for
some straight-in minima.
HELIPORT:
An aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival,
departure and surface movement of helicopters.
HOLDING BAY:
A defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement
of aircraft.
DEFINITIONS
EFF 28 FEB 19
EFF 10 AUG 23
11
DEFINITIONS
HOLDING/SHUTTLE PATTERN:
A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting
further clearance or while climbing/descending to a predetermined altitude. Hold and shuttle
patterns depicted with a left hand turn are considered non-standard. When charted, the airspeed
shown inside the hold or shuttle pattern indicates the maximum assessed indicated speed.
HOT SPOT:
A location on an aerodrome movement area with a history of or a potential risk for collisions or
runway incursions and where heightened attention by pilots is necessary.
INTERSECTION:
A significant point expressed in radials, bearings and/or distances from ground-based navigation
aids.
JET AIRCRAFT:
An aircraft powered by jet engines. This does not include propeller powered aircraft.
(i.e. A320, B737, CL60)
LANDING DIRECTION INDICATOR:

A device to visually indicate the current direction designated for take-off and landing.
LANDING DISTANCE AVAILABLE (LDA):

The length of runway which is declared available and suitable for the ground run of an aeroplane
landing.
LEAD BEARING/RADIAL:
The bearing or radial which provides 2 NM of lead to assist in intercepting the intermediate course.
The lead bearing or radial is only shown when the turn exceeds 90°.
LIMITED HOURS:
Limited hours symbols are used with communication frequencies, MF or ATF areas, RASS
adjustments, etc. and indicate that the facility or service is only operational for a portion of the
24 hour day. The CFS should be referenced for a complete description of the operating hours.
MANDATORY FREQUENCY AREA (MF):

An area around an aerodrome within which a VHF frequency is designated for use in following
the operating requirements of CARs 602.97 through 602.103 inclusive.
MINIMUM DESCENT ALTITUDE (MDA):

A specified altitude referenced to sea level for a non-precision approach below which descent
must not be made until the required visual reference to continue the approach to land has been
established.
MINIMUM SECTOR ALTITUDE (MSA):

The lowest altitude that may be used that will provide a minimum clearance of 1000 feet, under
conditions of standard temperature and pressure, above all obstacles located within a sector of a
circle having a radius of at least 25 NM centred on a radio aid to navigation, a waypoint located
near the aerodrome or the aerodrome reference point (ARP). The MSA may also take into account
operational factors such as controlled airspace and as a result, it may be higher than the Safe
Altitude 100 NM.
DEFINITIONS
EFF 10 AUG 23
EFF 21 MAY 20 11 Canada Air Pilot
EFF 28 FEB 19
12
DEFINITIONS
MULTIPLE PROCEDURES:
Two or more approach procedures portrayed together on a single approach chart.
NON JET AIRCRAFT:

An aircraft powered by any engine type other than a jet engine. Turbo propeller and piston propeller
aircraft fit within this group. (i.e. DH8C, SW4, PA31)
PROCEDURE ALTITUDE:
A published altitude used in defining the vertical profile of a flight procedure, at or above the
minimum obstacle clearance altitude where established.
PROCEDURE IDENTIFICATION:
The formal identification of an instrument procedure used within spoken radio communication
(i.e. ATC clearances). The procedure identification shown on a SID or STAR chart also includes
a coded identification for use within an avionics database.
PROCEDURE TURN ENTRY ALTITUDE:

The procedure turn segment is made up of the entry and the manoeuvring zones. The entry zone
terminates at the boundary which extends perpendicular to the PT inbound course at the PT fix.
The entry zone is established to control the obstacle clearance until proceeding outbound from
the procedure turn fix. When specified this altitude shall be maintained until proceeding outbound
from the procedure turn fix.
REGULATORY REVIEW DATE (RRD):

Each instrument procedure published within the Restricted Canada Air Pilot is valid until the
regulatory review date. The regulatory review date is determined in accordance with
Transport Canada Advisory Circular 803-004.
REQUIRED VISUAL REFERENCE:

In respect of an aircraft on an approach to a runway, means that section of the approach area of
the runway or those visual aids that, when viewed by the pilot of the aircraft, enables the pilot to
make an assessment of the aircraft position and the rate of change of position relative to the
nominal flight path.
The visual references required by the pilot to continue the approach to a safe landing should
include at least one of the following references for the intended runway and should be distinctly
visible and identifiable to the pilot.
a. the runway or runway markings;
b. the runway threshold or threshold markings;
c. the touchdown zone or touchdown zone markings;
d. the approach lights;
e. the approach slope indicator system;
f. the runway identification lights;
g. the threshold and runway end lights;
h. the touchdown zone light;
i. the parallel runway edge lights; or
j. the runway centre line lights.
DEFINITIONS
EFF 28 FEB 19
EFF 10 NOV 16
13
DEFINITIONS
RUNWAY VISUAL RANGE (RVR):

The range over which the pilot of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centre line.
SAFE ALTITUDE 100 NM:

The lowest altitude that provides 1,000 feet of obstacle clearance (1,500 or 2,000 feet in designated
mountainous areas as applicable), under conditions of standard temperature and pressure, above
all obstacles located in an area contained within a radius of 100 nautical miles from the geographic
centre of the aerodrome.
SIGNIFICANT POINT:
A specified geographical location used in defining an ATS route or the flight path of an aircraft and
for other navigation and ATS purposes.
SPOT ELEVATION:
A point on a chart whose elevation is noted. Usually a spot elevation is used to indicate points
higher than the surrounding area. Appropriate spot elevations are charted within the plan view
along with their elevation above mean sea level. The highest spot elevation of the plan view is
depicted in a larger font.
STEP-DOWN FIX:
A fix permitting additional descent within a segment of an instrument approach procedure by
identifying a point beyond which further descent can be made.
STOPWAY:
A defined rectangular area on the ground at the end of the runway in the direction of take-off
prepared as a suitable area in which an aeroplane can be stopped in the case of an abandoned
take-off (ASDA-TORA).
TAKE OFF DISTANCE AVAILABLE (TODA):

The length of the take-off run available plus the length of the clearway, if provided.
TAKE OFF RUN AVAILABLE (TORA):

The length of runway declared available and suitable for the ground run of an aeroplane taking off.
THRESHOLD CROSSING HEIGHT (TCH):

The height of the glide path above the runway threshold.
THRESHOLD ELEVATION:
The elevation at the intersection of the runway threshold and the runway centreline. Displaced
runway threshold elevations are not shown.
TOUCHDOWN AND LIFT-OFF AREA (TLOF):

An area on which a helicopter may touch down or lift off.
TOUCHDOWN ZONE (TDZ):

The first 3000 feet of the runway or the first third of the runway, whichever is less, measured from
the threshold in the direction of landing.
DEFINITIONS
EFF 10 NOV 16
EFF 10 NOV 16
14
DEFINITIONS
TOUCHDOWN ZONE ELEVATION (TDZE):

The highest elevation in the touchdown zone.
TRANSITION ALTITUDE
The altitude at or below which the vertical position of an aircraft is defined by reference to altitudes.
TURBO PROPELLER AIRCRAFT:

An aircraft powered by one or more propellers that are driven by turbine engines.
(i.e. DH8C, BE20, C441)
VERTICAL PATH ANGLE (VPA):

A constant flight path angle defined by Barometric Vertical Navigation or WAAS. See TC AIM for
system errors and limitations.
WAAS CHANNEL:
Approach charts providing an LPV or LP line of minima include a WAAS channel number. This is
used by certain types of avionics and permits the approach to be loaded by entering the number
shown.
WAYPOINT:
A specified geographical location used to define an area navigation route or the flight path of an
aircraft employing area navigation.
WIDE AREA AUGMENTATION SYSTEM (WAAS):

A satellite based augmentation system developed by the Federal Aviation Administration (FAA)
to augment the Global Positioning System (GPS) with the goal of improving its accuracy, integrity,
and availability.
DEFINITIONS
EFF 10 NOV 16
14
DESIGNATED MOUNTAINOUS REGIONS
DESIGNATED MOUNTAINOUS REGIONS

120 100° °
60° 20
16
0° ° 80° RULES FOR DESIGNATED MOUNTAINOUS REGIONS

70°
t
Aler
°
° IFR flights within Designated Mountainous Regions

AXE 40
E
HEIB L ELLESMER but outside of areas for which minimum altitudes
E
ISLA RG ISLAND
ND for IFR operations have been established
(including minimum radar vectoring altitudes),
shall be operated at an altitude which is at least
2000 feet above the highest obstacle within
5 NM of the aircraft when in areas 1 & 5 and
Canada Air Pilot

Ak 1500 feet in areas 2, 3 and 4.
la vi k AN D
DE V O N IS L On Designated Airways and Air Routes, IFR flights
Inu
KA vik BYLOT may be operated at the published MEA/MOCA
AS DA ISLAND
60
except that in winter when air temperatures may

AL
°
NA Pond be much lower than those of the International

CA No
Inlet
YT W rman BAF Standard Atmosphere (ISA), aircraft should be
ells F IN operated at an altitude which is at least 1000 feet
Wr higher than the published MEA/MOCA.
EFF 13 NOV 14
IS
igley
LA
ND
NU Refer to Designated Airspace Handbook for
SimFort the official area definitions.
pso
n
Iqaluit
BC NT
U CAUTION: The combination of extremely low
15
15
p pe
r temperatures and the effect of Mountain Waves
50 Ri v H a y
° Pe er
ac
e R
may result in an altimeter over-reading by as much
AB ive
r as 3000 feet. For further details, see “Pressure
Sagle
k Altimeter”, published in the
0°
TC AIM, AIR Section.
Edm MB Kuujjuaq 5
o nt
on SK
Calg
ary °
Me 40
d ic in
e H QC
C
U N A NA D a t
ITE
D S A
ON NL
TAT C h ib ou ga ma u
ES
ellton
40
° Ro b e rv a l Campb m
Chatha
PE
12 Quebec NB c to n
0° F re d e ri
Ottawa NS
Designated mountainous regions Granby
°
30
EFF 13 NOV 14
90°
110 100° 50°
80° 70° 60° 40°
EFF 6 FEB 14
°
EFF 10 NOV 16
16
OPERATING MINIMA
General
CAR 602 specifies take-offs for all Canadian aircraft as being governed by visibility only, approach
restrictions by RVR values only, and landings by published DH/MDAs only.
Aerodrome Operating Restrictions – Visibility

CAR 602.96 (2)(b) requires that 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 the aerodrome
is suitable for the intended operation. Additionally, for Air and Private Operators, the CARs
(and associated Standards and Operations Specifications) govern operations below
RVR 2600 (½ SM).
One factor that needs to be considered to ensure compliance with the regulatory requirements
above is the Aerodrome Operating Visibility.
A. The Aerodrome operating visibility is defined as follows:
At sites with an active Air Traffic Control (ATC) Tower
(in accordance with published airport operational procedures)
For arrivals and departures, the aerodrome operating visibility is in accordance with the
following hierarchy:
1. Runway Visual Range (RVR) for the runway of intended use
2. Ground visibility (METAR)
3. Tower visibility
4. Pilot visibility
Note: Tower observed visibility does not take precedence over reported ground visibility.
Where ground visibility is reported, tower observed visibility is considered advisory
only. However, where ground visibility is either not reported or the visibility reported
by the AWOS is non-representative of the prevailing visibility at the airport, tower
reported visibility, when available, replaces ground visibility and needs to be
considered in the determination of the aerodrome operating visibility.
At sites without an active ATC Tower

(outside ATC operating hours, MF, Unicom, CARS, or advisory sites, etc…)
For arrivals, the aerodrome operating visibility is in accordance with the following hierarchy:
1. Runway Visual Range (RVR) for the runway of intended use
2. Ground visibility (METAR)
3. Pilot visibility
For departures, the aerodrome operating visibility is the lowest of the following visibilities:
• Ground visibility (METAR)
• Any reported RVR
• Pilot visibility
B. For the purpose of Subsections (C) and (D), the visibility is less than the minimum visibility
required for landing and taxi operations if the aerodrome’s operating visibility is less than the
level of service published in the CFS for the runway of intended use.
OPERATING MINIMA
EFF 10 NOV 16
EFF 6 FEB 14
17
OPERATING MINIMA
C. Where the Aerodrome Operating Visibility as set out in subsection (A) is less than the
minimum visibility published in the CFS, taxi operations are deemed to be occurring below
the published aerodrome operating visibility; except when:
• visibility deteriorates below the published aerodrome operating visibility after the aircraft
has commenced taxi for departure (including de-icing stop);
• visibility deteriorates below the published aerodrome operating visibility after the aircraft
has landed and is taxiing to the destination on the aerodrome;
• the aircraft is taxiing on the manoeuvring area as authorized by ATC in accordance with
the aerodrome’s published operational procedures*;
• the aircraft is taxiing for departure at a site without an active ATC Tower, in accordance
with the aerodrome’s operational procedures published pursuant to CAR 602.96(3)(d)*; or
• the aircraft is taxiing on the manoeuvring area for purposes other than take-off or landing
as authorized by the Aerodrome Operator in accordance with the aerodrome’s
RVOP/LVOP*.
*Note: Where required, the aerodrome operator will publish special reduced/low visibility
restrictions or procedures for pilots in the appropriate aeronautical publication(s).
D. Where the aerodrome operating visibility as set out in subsection (A) is less than the
minimum visibility published in the CFS, a landing is deemed to occur below the published
aerodrome operating visibility for the runway of intended use; except where:
• at the time a visibility report is received, the aircraft has passed the FAF inbound or where
there is no FAF, the point where the final approach course is intercepted;
• the RVR for the runway of intended landing is varying between distances less than and
greater than the minimum RVR and the ground visibility is equal to or greater than the
minimum visibility;
• at sites without an active ATC Tower, the ground visibility is varying between distances
less than and greater than the minimum ground visibility and the RVR is equal to or
greater than the minimum visibility; or
• at sites without an active ATC Tower, prior to 1,000' above aerodrome elevation the PIC
determines that a localized meteorological phenomenon is affecting the ground visibility
by observing that the runway of intended landing and the taxi route to the destination on
the aerodrome are seen and recognized.
E. The minimum visibility required for take-off operations is stipulated in the TAKE-OFF
MINIMA/DEPARTURE PROCEDURES section.
OPERATING MINIMA
EFF 6 FEB 14
17 Canada Air Pilot
001/2014
EFF 7 OCT 21
18
OPERATING MINIMA
Application of Low and Reduced Visibility Procedures

Low and reduced visibility procedures apply to ground movements of aircraft arriving and departing
under low or reduced visibility conditions. Arrivals and departures below RVR 600 are not
authorized. When weather conditions indicate visibility below RVR 2600 is imminent procedures
will be implemented restricting aircraft and vehicle operations on the movement area. The following
message will be added to the ATIS broadcast: “LOW VISIBILITY PROCEDURES IN EFFECT” or
“REDUCED VISIBILITY PROCEDURES IN EFFECT”.
The CAP will contain a Low Visibility Procedures Page and a Low Visibility Taxi Chart for
aerodromes with runways certified to operate below RVR 1200 down to and including RVR 600.
Aerodromes with runways certified for Reduced Visibility procedures (below RVR 2600 down to
and including RVR 1200) may have a Reduced Visibility Procedures Page and a Reduced Visibility
Taxi Chart if there are special pilot procedures that need to be published.
The CAP will also contain the level of service for each runway in the Aerodrome Chart. The
certification will list the RVR number (“RVR 1200”) if the runway has RVR equipment or only the
statute mile visibility (“¼ SM”) if no RVR equipment is present. An entry of RVR 600 indicates the
runway meets the requirements to operate below RVR 1200 (¼ SM) down to and including
RVR 600.
Sequencing of Aircraft for Ground Movements for Take-Off

Do not request start, push back or call for taxi clearance until the reported RVR is a minimum of:
Aircraft/Pilot Take-Off Minima Minimum RVR for Start

1200 RVR 1000 RVR
600 RVR 600 RVR
Equipment and Services

Airport Surface Detection Equipment (ASDE)
Ground radar is used to monitor the position of aircraft and vehicles operating on the manoeuvring
area. In the event of an ASDE failure, ATC may restrict low visibility operations.
“Follow Me” Vehicle

Dedicated service when visibility conditions are below runway visual range (RVR) 2600
(½ statute mile). This service is provided on pilot’s request.
OPERATING MINIMA
EFF 7 OCT 21
EFF 13 SEP 18
19
OPERATING MINIMA
Take-off Minima/Departure Procedures

The minimum visibility for take-off shall be determined by the pilot-in-command consistent with
runway level of service as published in the CFS and CAP, runway requirements for RVR 1200
(¼ SM) or 600 OPS SPEC, aircraft performance, navigation equipment limitations and the
requirement for the pilot to ensure obstacle clearance.
IFR Take-Offs
Notwithstanding, and unless otherwise authorized in accordance with CAR 602, IFR take-offs for
all aircraft are prohibited when the visibility is below the applicable minimum visibility published in
the Canada Air Pilot (CAP), or the level of service published in the CFS and CAP for the runway
being used. IFR take-offs for rotorcraft are permitted when the take-off visibility is one half the CAP
value but not less than ¼ SM. The “one half of the CAP value but not less than ¼ sm” for rotorcraft
IFR take-offs is not applicable to Specified Take-Off Minimum Visibility (SPEC VIS) procedures.
Take-off visibility, in order of precedence, is defined as:
1. the reported RVR of the runway to be used (unless the RVR is fluctuating above and below
the minimum or less than the minimum because of a localized phenomena); or
2. the reported ground visibility of the aerodrome (if the RVR is unavailable, fluctuating above
and below the minimum or less than the minimum because of localized phenomena. A local
phenomenon is deemed to be occurring if the RVR readout is less than the reported ground
visibility); or
3. when neither (1) nor (2) above is available, the visibility for the runway of departure as
observed by the pilot-in-command.
Departure procedures meet obstacle clearance requirements and are based on the premise that
on departure an aircraft will:
• cross at least 35 feet above the departure end of the runway;
• climb on runway heading to 400 feet AAE before turning; and
• maintain a climb gradient of at least 200 feet per NM throughout the climb to the minimum
altitude for enroute operations.
Note: For flight planning purposes, departure procedures assume normal aircraft performance.
Take-off Minima are shown as either:

• ½ – (e.g. Rwy 02: ½) IFR departures from the specified runway(s) will be assured of obstacle
clearance in any direction if the aircraft complies with the above departure premises.
• – The asterisk ( ) following all or specific runways (e.g. Rwy 02: ) refers the pilot to the
applicable minimum take-off visibility (½ or SPEC VIS) and corresponding procedures which,
if followed, will ensure obstacle clearance.
Procedures may include specific climb gradients, routings, visual climb requirements or
combinations thereof. All altitudes specified in these procedures are ASL. Where a visual climb
is stated in the departure procedure, pilots must comply with the Specified Take-off Minimum
Visibility (SPEC VIS) corresponding to the appropriate aircraft category listed below. (See
Approach Chart Legend – Minima Box – for category speed ranges.)
SPEC VIS is only used in conjunction with a ‘visual climb over airport’ type departure procedure.
During this IFR departure procedure, pilots must visually manoeuver their aircraft to avoid obstacles
while climbing to the altitude stated within the procedure. Thence, the pilot must manoeuver their
OPERATING MINIMA
EFF 13 SEP 18
EFF 24 MAY 18
20
OPERATING MINIMA
aircraft over the aerodrome at which point the SPEC VIS and visual requirement may be
relinquished and the procedure continued.
Aircraft Category A B C D
SPEC VIS (SM) 1 1½ 2 2
• NOT ASSESSED – IFR departures have not been assessed for obstacles.
Pilots-in-command are responsible for determining minimum climb gradients and/or routings
for obstacle and terrain avoidance during an IMC departure from that particular runway(s).
In the absence of a published visibility for a particular runway, a pilot may depart IFR by using a
take-off visibility that will allow avoidance of obstacles on departure. In no case should the take-off
visibility be less than ½ SM (¼ SM for rotorcraft).
Where aircraft limitations or other factors preclude the pilot from following the published procedure,
it is the pilot-in-command’s responsibility to determine alternative procedures which will take into
account obstacle avoidance.
Where departure procedures do not have a rate of climb matrix published, the following conversion
table may be used to determine the required rate of climb.
Conversion Table – Climb Gradient to Rate of Climb

3600
700
3400
3200
600 3000
2800
CLIMB GRADIENT (ft /NM)
2600
RATE OF CLIMB (ft /min)

500
2400
2200
400 2000
1800
1600
300
1400
1200
200 1000
800
600
400
200
300 280 260 240 220 200 180 160 140 120 100 90 80 70 60
CLIMB GROUNDSPEED (KT)
Enter table at required climb gradient and groundspeed . Read required rate of climb at
right .
Example: Required Gradient: 400 ft/NM
Groundspeed: 120 KT
Rate of Climb: 800 ft/min
OPERATING MINIMA
EFF 24 MAY 18
EFF 30 JAN 20
21
OPERATING MINIMA
Helicopter Missed Approach and Departure Climb Gradient

The missed approach and departure segment criteria for all COPTER procedures (Helicopter only
procedures) take advantage of the helicopter’s climb capabilities at slow airspeeds resulting in
high climb gradients. The Obstacle Clearance Surface used to evaluate the missed approach and
departure is a 20:1 inclined plane. This surface is twice as steep for the helicopter as the OCS
used to evaluate the airplane missed approach and departure segment. The helicopter climb
performance on COPTER procedures is therefore anticipated to be double the airplane’s gradient.
A minimum climb gradient of at least 400 feet per NM is required. A helicopter with a ground
speed of 70 kt is required to climb at a rate at 467 feet per minute (FPM)*. The advantage of using
the 20:1 OCS for the COPTER missed approach segment instead of the 40:1 OCS used for the
airplane is that obstacles in the 40:1 missed approach segment do not have to be considered,
and the MDA may be lower for helicopters than for other aircraft. The minimum required climb
gradient of 400 feet per NM for the helicopter in a missed approach and departure will provide
96 feet of required obstacle clearance (ROC) for each NM of flight path.
* 467 FPM = 70 kt x 400 feet per NM/60 seconds
OPERATING MINIMA
EFF 30 JAN 20
EFF 6 FEB 14
22
OPERATING MINIMA – APPROACH
Approach Ban – General Aviation – Non-Precision, APV,

CAT I or CAT II Precision Approach (Ref. CAR 602.129)
(Commercial Operators see Approach Ban – Commercial Operators)
With certain exceptions, pilots of general aviation aircraft are prohibited from completing
non-precision approach, an APV, or a CAT I or CAT II precision approach past the FAF inbound
or, where there is no FAF, the point where the final approach course is intercepted to a runway
served by an RVR if the RVR values as measured for that runway are below the following minima:
Minimum RVR – Non-Precision, APV or CAT I
Measured RVR* Aeroplanes Helicopters
RVR “A” Only 1200 1200
RVR “A” and “B” 1200/600 1200/0
RVR “B” Only 1200 1200
Minimum RVR – CAT II

RVR “A” and “B” 1200/600 1200/0
* RVR “A” located adjacent to the runway threshold.

RVR “B” located adjacent to the runway mid-point.
The following exceptions to the above prohibitions apply to all general aviation aircraft:
• when the below-minima RVR report is received, the aircraft has passed the FAF inbound or,
where there is no FAF, the point where the final approach course is intercepted;
• the pilot-in-command has informed the appropriate ATC unit that the aircraft is on a training
flight and that the pilot-in-command intends to initiate a missed approach procedure at or
above the DH or the minimum descent altitude, as appropriate;
• the RVR is varying between distances less than and greater than the minimum RVR;
• the RVR is less than the minimum RVR, and the ground visibility at the aerodrome where the
runway is located is reported to be at least ¼ mile; or
• the pilot-in-command is conducting a precision approach to CAT III minima.
With respect to approach restrictions, in the case of local phenomenon or any fluctuations that
affect RVR validity, where the ground visibility is reported by ATC or FSS to be at or above ¼ mile,
an approach may be completed.
In summary, an approach is authorized whenever:

• the lowest reported RVR for the runway is at or above minima (CAR 602.129), regardless of
reported ground visibility;
• the RVR is reported to be fluctuating above and below minimum RVR;
• the ground visibility is reported to be at least ¼ mile;
• the RVR for the runway is unavailable or not reported; or
• ATS is informed that an aircraft is on a training flight and will conduct a planned missed
approach.

EFF 6 FEB 14
22 Canada Air Pilot
001/2014
EFF 17 AUG 17
23
No pilot 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. Low visibility procedures are
associated with CAT III operations. They are specified for an airport in the Canada Air Pilot and
restrict aircraft and vehicle operations on the movement area of the airport when the runway visual
range is less than 1,200 feet.
Approach Ban – General Aviation – CAT III Approach

(Ref. CAR 602.130)
(Commercial Operators see Approach Ban – Commercial Operators)
No pilot 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.
Minimum RVR – Aeroplanes – CAT III

Measured RVR* CAT IIIA CAT IIIB CAT IIIC
RVR “A” and “B” and “C” 600/600/600 Not Authorized Not Authorized

RVR “C” located adjacent to the runway end.
Approach Ban – Commercial Operators – General – Non-Precision,

APV, or CAT I Precision Approach (Ref. CAR 700.10)
With certain exceptions, pilots of commercial aircraft are prohibited from completing a non-precision
approach, an APV, or a CAT I precision approach past the FAF inbound or, where there is no
FAF, the point where the final approach course is intercepted, if the visibility report is below the
value corresponding to the CAP advisory visibility for the approach conducted:
Minimum Visibility – Aeroplanes – Non-Precision, APV, or CAT I
CAP Advisory Visibility Visibility Report
(SM, RVR x 100 ft) (Gnd Vis SM, RVR “A” or Rwy Vis ft)
½ RVR 26 ⅜, RVR or Rwy Vis 1600
¾ RVR 40 ⅝, RVR or Rwy Vis 3000
1 RVR 50 ¾, RVR or Rwy Vis 4000
1¼ 1, RVR or Rwy Vis 5000
1½ 1¼, RVR or Rwy Vis 6000
1¾ 1½, RVR or Rwy Vis >6000
2 1½, RVR or Rwy Vis >6000
2¼ 1¾, RVR or Rwy Vis >6000
2½ 2, RVR or Rwy Vis >6000
2¾ 2¼, RVR or Rwy Vis >6000
3 2¼, RVR or Rwy Vis >6000

EFF 17 AUG 17
EFF 17 AUG 17
24
Minimum RVR – Helicopters – Non-Precision, APV, or CAT I

Measured RVR Helicopters
RVR “A” Only 1200
RVR “A” and “B” 1200/0
RVR “B” Only 1200
An RVR report takes precedence over a runway visibility report or a ground visibility report, and
a runway visibility report takes precedence over a ground visibility report. Ground visibility will only
impose an approach ban at aerodromes south of 60°N latitude. If no RVR, runway visibility, or
ground visibility is reported, there are no criteria to impose an approach ban. (This concept is
similar to the present Subpart 602 of the CARs approach ban, where if there is no RVR reported;
there is no criterion to impose an approach ban).
An RVR report is the only visibility report that can impose an approach ban applicable to helicopters.
The following exceptions to the above prohibitions apply to all aircraft:

• when the visibility report is below the required value and the aircraft has passed the FAF
inbound or;
• the pilot-in-command has informed the appropriate ATC unit that the aircraft is on a training
flight and that the pilot-in-command intends to initiate a missed approach procedure at or
above the DA(H) or the minimum descent altitude, as appropriate;
• the RVR is varying between distances less than and greater than the minimum RVR;
• the ground visibility is varying between distances less than and greater than the minimum
visibility;
• a localized meteorological phenomenon is affecting the ground visibility to the extent that the
visibility on the approach to the runway of intended approach and along that runway, as
observed by the pilot in flight and reported immediately to ATS, if available, is equal to or
greater than the visibility specified in the CAP for the instrument approach procedure
conducted; or
• the approach is conducted in accordance with an Ops Spec issued in accordance with
subparts 703, 704 or 705 of the CARs.
No pilot shall commence a non-precision approach, an APV, or a CAT I precision approach to an

airport where low-visibility procedures are in effect. Low visibility procedures are associated with
CAT III operations. They are specified for an airport in the Canada Air Pilot and restrict aircraft
and vehicle operations on the movement area of the airport when the runway visual range is less
than 1,200 feet.

EFF 17 AUG 17
EFF 6 FEB 14
25
Approach Ban – Commercial Operators – CAT II and CAT III

Approach (Ref. CAR 700.11)
No pilot shall continue a CAT II or 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.
Minimum RVR – CAT II
RVR “A” and “B” 1200/600 1200/0
Minimum RVR – Aeroplanes – CAT III
Measured RVR* CAT IIIA CAT IIIB CAT IIIC
RVR “A” and “B” and “C” 600/600/600 Not Authorized Not Authorized

RVR “C” located adjacent to the runway end.
Approach Ban – Commercial Operators – Ops Spec –

Non-Precision, APV, or CAT I Precision Approach
(Ref. CARs 703.41, 704.37 or 705.48)
703, 704 and 705 operators authorized through Ops Spec 019, 303 or 503 and meeting all the
conditions related to the approach procedure, are permitted to conduct an approach at a visibility
value less than those specified in Subpart 700 of the CARs General approach ban. With certain
exceptions, pilots of commercial aircraft are prohibited from completing a non-precision approach,
an APV, or a CAT I precision approach past the FAF inbound or, where there is no FAF, the point
where the final approach course is intercepted, if the visibility report is below the value
corresponding to the CAP advisory visibility for the approach conducted:
Minimum Visibility – Aeroplanes – 703/704/705 Ops Spec –
Non-Precision, APV, or CAT I
CAP Advisory Visibility Visibility Report
(SM, RVR x 100 ft) (Gnd Vis SM, RVR “A” or Rwy Vis ft)
½ RVR 26 ¼, RVR or Rwy Vis 1200
¾ RVR 40 ⅜, RVR or Rwy Vis 2000
1 RVR 50 ½, RVR or Rwy Vis 2600
1¼ ⅝, RVR or Rwy Vis 3400
1½ ¾, RVR or Rwy Vis 4000
1¾ 1, RVR or Rwy Vis 5000
2 1, RVR or Rwy Vis 5000
2¼ 1¼, RVR or Rwy Vis 6000
2½ 1¼, RVR or Rwy Vis >6000
2¾ 1½, RVR or Rwy Vis >6000
3 1½, RVR or Rwy Vis >6000

EFF 6 FEB 14
25 Canada Air Pilot
001/2014
EFF 17 JUN 21
26
An RVR report takes precedence over a runway visibility report or a ground visibility report, and
a runway visibility report takes precedence over a ground visibility report. Ground visibility will only
impose an approach ban at aerodromes south of 60°N latitude. If no RVR, runway visibility, or
ground visibility is reported, there are no criteria to impose an approach ban. (This concept is
similar to the present Subpart 602 of the CARs approach ban, where if there is no RVR reported;
there is no criterion to impose an approach ban).
The following exceptions to the above prohibitions apply to all aeroplanes:

• when the visibility report is below the required value and the aeroplane has passed the FAF
inbound or, where there is no FAF, the point where the final approach course is intercepted; or
• the RVR is varying between distances less than and greater than the minimum RVR.
HIAL Inoperative
Instrument approach procedures developed for runways with HIAL systems receive a credit against
their CAP advisory visibility (by up to ½ SM). When these lighting systems are inoperative,
adjustments to the approach minima must be made by the pilot as indicated in the tables below.
This includes cases when the HIAL system is continuously operating on only one of the normally
available intensity levels and changes to the intensity cannot be selected or requested by the pilot
during the approach. These approach minima adjustments may determine whether or not the pilot
is prohibited from completing an instrument approach past the FAF.
HIAL systems in Canada include the following: SSALR (AN), ALSF-2 (AL), SSALS (AW), CAT I
High Intensity (AE) (also known as ALSF-1) and CAT II High Intensity (AC). All of these systems,
except for SSALS, are used to certify a precision approach runway.
When the HIAL system is inoperative, a certified precision runway will be downgraded to a non-
precision runway. For this reason, an approach procedure with straight-in minima below a DH of
250 ft and below an advisory visibility of 1 SM (RVR 50) must have its minima increased to 250 ft
DH and 1 SM (RVR 50) visibility when the HIAL is inoperative. For example:
Straight-in minima corrections for a DH below 250 ft

HIAL Operational (published) HIAL Inoperative
DH (ft) Advisory Visibility (SM) DH (ft) Advisory Visibility (SM)
200 – 249 ½ (RVR 26) 250 1 (RVR 50)

EFF 17 JUN 21
EFF 20 JUN 19 26 Canada Air Pilot
EFF 17 JUN 21
27
For approach procedures with straight-in minima of 250 ft DH / HAT or greater, the advisory visibility
must be increased if any of the HIAL systems become inoperative, as indicated in the following
table. No increase to the DH / HAT itself is required.
For circling minima, no adjustment is required based on the operating condition of the HIAL
systems.
Advisory Visibility corrections for a DH/HAT equal to or greater than 250 ft

DH/HAT (ft) Advisory Visibility when Advisory Visibility when
HIAL is Operational HIAL is Inoperative (SM)
(published) (SM)
250 – 347 1 1
348 – 434 1 1¼
435 – 521 1 1½
522 – 608 1¼ 1¾
609 – 695 1½ 2
696 – 782 1¾ 2¼
783 – 869 2 2½
870 – 956 2¼ 2¾
957 and above 2½ 3

EFF 17 JUN 21
EFF 20 JUN 19 27 Canada Air Pilot
EFF 10 OCT 19
28
OPERATING MINIMA – LANDING
Landing Minima
CAR 602 specifies that landings are governed by published DH/MDAs. Pilots of aircraft on
instrument approaches are prohibited from continuing the descent below DH, or descending below
MDA, as applicable, unless the required visual reference is established and maintained in order
to complete a safe landing. When the required visual reference is not established or maintained,
a missed approach must be initiated. Missed approaches initiated beyond the MAP may not be
assured obstacle clearance.
The visual references required by the pilot in order to continue the approach to a safe landing
should include at least one of the following references for the intended runway and should be
distinctly visible and identifiable to the pilot:
• the runway or runway markings;
• the runway threshold or threshold markings;
• the TDZ or TDZ markings;
• the approach lights;
• the approach slope indicator system;
• the runway identification lights (RILS);
• the threshold and runway end lights;
• the touchdown zone lights (TDZL);
• the parallel runway edge lights; or
• the runway centreline lights.
Subject to the Approach Ban, published landing visibilities associated with all instrument approach
procedures are advisory. Their values are indicative of visibilities which, if prevailing at the time
of approach, should result in the required visual reference being established and maintained to
landing. Subject to the Approach Ban, they are not limiting and are intended to be used by pilots
to judge the probability of a successful landing when compared against available visibility reports
at the aerodrome to which an instrument approach is being carried out.
Altimeter Setting Requirements

Before commencing an instrument approach procedure the pilot shall have set on the aircraft
altimeter a current altimeter setting usable for the location where the approach is to be flown. The
altimeter setting may be a local setting or a remote setting when so authorized on the instrument
procedure chart. Methods of obtaining a current altimeter setting can be found in the Canada Flight
Supplement (CFS) for each aerodrome, where available. These readings are considered current
up to 90 minutes from the time of observation.
CAUTION: Care should be exercised when using altimeter settings older than 60 minutes or
when pressure has been reported as falling rapidly. In these instances a value may be added to
the published DH/MDA in order to compensate for falling pressure tendency (0.01 inches
mercury = 10 feet correction).

EFF 10 OCT 19
EFF 6 FEB 14
29
Use of Straight-In Minima

The use of a straight-in minima is predicated upon the pilot having wind direction and speed and
runway condition reports required to conduct a safe landing. Where the pilot lacks any necessary
information, the pilot is expected to make an aerial visual inspection of the runway prior to landing.
In some cases, this can only be accomplished by conducting a circling approach utilizing the
appropriate circling MDA.
Runway conditions, including any temporary obstructions such as vehicles, may be determined
by the pilot by:
• contacting the UNICOM at the destination;
• a pre-flight telephone call to the destination to arrange for making the necessary information
available when required for landing;
• an aerial visual inspection;
• NOTAM issued by the airport operator; or
• any other means available to the pilot, such as message relay from preceding aircraft at
destination.
Regardless of wind direction or runway in use, pilots of rotorcraft may use the appropriate published
straight-in landing minima for the runway they have selected for their approach.

EFF 6 FEB 14
29 Canada Air Pilot
001/2014
EFF 24 MAR 22
30
OPERATING MINIMA – ALTERNATE
Alternate Aerodrome Weather Minima Requirements

Authorized weather minima for alternate aerodromes are to be determined using the information
presented in the tables shown below under Alternate Weather Minima Requirements. The minima
derived for an alternate aerodrome shall be consistent with aircraft performance, navigation
equipment limitations, functioning navigation aids (conventional and satellite-based), type of
weather forecast, runway to be used and compliance with subsection 605.18(j) of the Canadian
Aviation Regulations.
In addition to the Alternate Weather Minima Requirements tables below, the following must be
considered by the pilot-in-command for satellite-based approaches at an alternate aerodrome.
Credit may be taken for satellite-based approaches provided that:
a. Predicted satellite outages have been taken into account, and pilot-in-command verifies that
approach-level RAIM or WAAS integrity is expected to be available at the proposed ETA for
any aerodrome;
b. For GPS TSO C129/C129a avionics, periodically during the flight, and at least once before
the mid-point of the flight to the destination, the pilot-in-command verifies that approach-level
RAIM is expected to be available at the planned destination and/or alternate ETA;
c. Where a satellite-based approach is planned at both the destination and alternate, the
aerodromes are separated by a minimum of:
• 75 NM where both aerodromes are in either Nunavut, or north of 56 degrees North
latitude in Quebec and Labrador;
• 100 NM where either or both aerodromes are located anywhere else in Canada;
d. For RNP Approach navigation specifications [procedure identification RNAV (GNSS)
RWY XX]:
• No credit may be taken for LPV or LP lines of minima;
• Credit may be taken for LNAV/VNAV lines of minima when the aircraft is certified for
barometric LNAV/VNAV; and,
• Credit may be taken for LNAV lines of minima;
e. For RNP AR Approach navigation specifications [procedure identification RNAV (RNP)
RWY XX]:
• No credit may be taken by General Aviation operators;
• Credit may be taken by Private and Commercial operators provided they have a valid
operator authorization in accordance with their Private Operator Registration Document
(PORD) or Aircraft Operating Certificate (AOC); and,
• Credit may be taken for RNP 0.30 lines of minima only.

EFF 24 MAR 22
EFF 8 NOV 18 30 Canada Air Pilot
EFF 24 MAR 22
31
Alternate Weather Minima Requirements

Facilities Available at Weather Requirements
Suitable Alternate
Two or More Usable 400-1 or 200-½ above the lowest usable HAT and
Precision Approaches– visibility, whichever is greater
each providing straight-in minima
to separate suitable runways
One Usable Precision Approach 600-2* or 300-1 above the lowest usable HAT and
visibility, whichever is greater
Non-Precision Only Available 800-2* or 300-1 above the lowest usable HAT/HAA
and visibility, whichever is greater
No IFR Approach Available Forecast weather must be no lower than 500 feet
above a minimum IFR altitude that will permit a VFR
approach and landing
For Helicopters Ceiling 200 feet above the minima for the approach
Where instrument approach to be flown, and visibility at least 1 SM but never less
procedures are available than the minimum visibility for the approach to be flown
*600-2 and 800-2, as appropriate, are considered to be Standard Alternate Minima. Should the
selected alternate weather requirements meet the standard minima, then the following minima
are also authorized:
Alternate Aerodrome Weather Minima Requirements
Standard Alternate Minima If Standard is applicable, then the
following minima are also authorized
Ceiling Visibility Ceiling Visibility
700 1½
600 2
800 1
900 1½
800 2
1000 1
Notes:
• These requirements are predicated upon the aerodrome having an AERODROME
FORECAST (TAF) available.
• Aerodromes served with an AERODROME ADVISORY forecast may qualify as an alternate
provided the forecast weather is no lower than 500 ft above the lowest usable HAT/HAA and
the visibility is not less than 3 miles.
• Aerodromes served with a GRAPHIC AREA FORECAST (GFA) may qualify as an alternate
provided the forecast weather contains:
• no cloud lower than 1000 ft above the lowest useable HAT/HAA;
• no cumulonimbus; and
• a visibility is not less than 3 miles.

EFF 24 MAR 22
EFF 24 MAR 22
32
• Ceiling minima are calculated by reference to the procedure HAA or HAT. Ceiling values in
aviation forecasts are established in 100 ft increments. Up to 20 ft, use the lower 100 ft
increment; above 20 ft, use the next higher 100 ft increment:
Examples: HAA 620 ft = ceiling value of 600 ft;
HAA 621 ft = ceiling value of 700 ft;
HAT 420 ft = ceiling value of 400 ft; and
HAT 421 ft = ceiling value of 500 ft.
• Calculated visibilities should not exceed 3 miles.
Caution: All heights specified in a GFA are ASL, unless otherwise indicated.
The emphasis of these criteria is placed upon the availability of the lowest usable landing
HAT/HAA and visibility for an aerodrome. In determining the lowest usable landing HAT/HAA
and visibility, the pilot should consider:
• the operational availability of the ground navigational equipment by consulting NOTAM;
• the compatibility of the aircraft equipment with the ground navigational equipment;
• the forecast surface wind conditions could dictate the landing runway and associated
approach minima;
• the operational applicability of terms BECMG, TEMPO, and PROB within the forecast
(see TC AIM RAC);
• all heights mentioned within a GFA are ASL heights, unless otherwise indicated, and the
terrain elevation must be applied in order to determine the lowest forecast ceiling at a
particular location; and
• alternate minima values determined from a previous flight operation may not be applicable
to a subsequent flight operation.
• Aerodrome forecasts (TAF) that contain the terms BECMG, TEMPO or PROB may be used to
determine the weather suitability of an aerodrome as an alternate, provided that:
• where conditions are forecast to improve, the forecast BECMG condition shall be
considered to be applicable as of the end of the BECMG time period, and these conditions
shall not be below the published alternate minima requirements for that aerodrome;
• where conditions are forecast to deteriorate, the forecast BECMG condition shall be
considered to be applicable as of the start of the BECMG time period, and these conditions
shall not be below the published alternate minima requirements for that aerodrome;
• the forecast TEMPO condition shall not be below the published alternate minima
requirements for that aerodrome; and
• the forecast PROB condition shall not be below the appropriate landing minima for that
aerodrome.

EFF 24 MAR 22
EFF 24 MAR 22
33
NOISE ABATEMENT PROCEDURES
General
Criteria have been established for two types of Noise Abatement Departure Procedure (NADP)
profiles that are applicable at some Canadian aerodromes. NADP 1 profile reduces noise in close
proximity to the departure end of an airport runway. NADP 2 reduces noise over area more distant
from the runway end. Two NADP-compliant procedures are described below. Each describes one
method, but not the only method, of providing noise reduction for noise-sensitive areas.
All NADP profiles must meet the required minimum climb gradient requirements specified in the
SID or departure criteria. Nothing in these procedures shall prevent the pilot-in command from
exercising his/her authority for the safe operation of the aircraft.
All aerodromes requiring specific noise abatement departure procedures will have the procedures
incorporated in the SID/departure procedure. Wherever possible, the aircraft operator will be given
the choice of NADP 1 or 2.
Example: RWY NADP
08 1
26 1 or 2
13 1
NADP 1
• Initial climb to at least 800 ft AAE:
• power/thrust as set for takeoff;
• flaps/slats in take-off configuration; and
• climb speed not less than V2 + 10 kt.
• At or above 800 ft AAE:
• initiate power/thrust reduction;
• maintain climb speed not less than V2 + 10 to 20 kt; and
• maintain flaps/slats in take-off configuration.
• At 3000 ft AAE:
• maintain positive rate of climb;
• accelerate to enroute climb speed; and
• retract flaps/slats on schedule.
Note: To assist in planning departure spacing, pilots intending to use NADP 1 at Canadian
airports are to notify ATC clearance delivery or ground control. At airports where NADP 1
is the only procedure to follow, ATC does not need to be notified.

EFF 24 MAR 22
EFF 24 MAR 22
34
NADP 2
• Initial climb to at least 800 ft AAE:
• power/thrust as set for takeoff;
• flaps/slats in take-off configuration; and
• climb speed not less than V2 + 10 kt.
• At or above 800 ft AAE, maintain a positive rate of climb and accelerate towards VZF,
and:
• retract flaps/slats on schedule; and
• reduce power/thrust at a point along the acceleration segment that ensures satisfactory
acceleration performance.
• Continue the climb to 3000 ft AAE at a climb speed not less than VZF.
• At 3000 ft AAE, transition to normal en route climb speed.

EFF 24 MAR 22
EFF 21 MAY 20
35
ALTITUDE CORRECTION CHART
Cold Temperature Corrections

Pressure altimeters are calibrated to indicate true altitude under ISA conditions. Any deviation
from ISA will result in an erroneous reading on the altimeter. In a case when the temperature is
higher than the ISA, the true altitude will be higher than the figure indicated by the altimeter and
the true altitude will be lower when the temperature is lower than the ISA. The altimeter error may
be significant and becomes extremely important when considering obstacle clearances in cold
temperatures.
The published minimum IFR altitudes (i.e. the MSA/TAA and the initial/intermediate/final and
missed approach segments, including the MDA/DA) must be adjusted when the ambient
temperature on the surface is much lower than that predicted by the standard atmosphere. As a
general rule, this is considered to be 0°C or, when MDAs/DAs are 1,000 ft HAA or higher, then
begin at +10°C.
Note: Should the pilot feel that the above rules do not adequately adjust the published minimum
IFR altitudes in the procedures to compensate for low temperatures, it is at the pilot's
discretion to apply temperature correction whenever the aerodrome temperature is below
ISA.
With respect to altitude corrections the following procedures apply:

1. IFR assigned altitudes may be either accepted or refused. Refusal in this case is based
upon the pilot’s assessment of temperature effect on obstacle clearance. IFR assigned
altitudes accepted by a pilot should not be adjusted to compensate for cold temperatures;
i.e. if a pilot accepts “maintain 3000” an altitude correction should not be applied to 3000'.
2. Vectoring altitudes assigned by ATC are temperature corrected and require no temperature
compensation by pilots.
3. When altitude corrections are applied to a published mandatory altitude, or missed approach
holding altitude, pilots should advise ATC of the temperature corrected altitude prior to
crossing the associated waypoint.
Altitude Correction Chart

A/D HEIGHT ABOVE THE ELEVATION OF THE ALTIMETER SETTING SOURCE (feet)
Temp °C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
+10 20 30 40 60 80 100
0 20 20 30 30 40 40 50 50 60 90 120 170 230 290
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 430 570 710
-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 600 890 1190 1500
Note: • The corrections have been rounded up to the next 10 ft increment.

• Values should be added to published minimum IFR altitudes.
• Temperature values from the reporting station (normally the aerodrome) nearest to the
position of the aircraft should be used.

EFF 21 MAY 20
EFF 6 FEB 14
36
Example: Aerodrome Elevation 2262 Aerodrome Temperature -50°C
Altitude HAA Correction Indicated Altitude

Procedure Turn 4000 feet 1738 feet +521.4 feet1 4600 feet2
FAF 3300 feet 1039 feet +311.4 feet 3700 feet
MDA Straight-in 2840 feet 578 feet +173.4 feet 3020 feet
Circling MDA 2840 feet 578 feet +173.4 feet 3020 feet
1Correction derived as follows:

(2000 ft at -50° error) 600 - (1500 ft at -50° error) 450 =150
Altitude difference of above (2000 - 1500) =500
Error per foot difference (150/500) =0.3
HAA =1738
Error at 1738 =
(1738 - 1500) x 0.3 = 71.4 + 450 (error -50° at 1500) =521.4
2Indicated Altitude derived as follows:

Calculated error at 1738 from above =521.4
Procedure Turn Altitude (4000) + error (521.4) =4521.4
Indicated Altitude rounded next higher 100 ft increment =4600

EFF 6 FEB 14
36 Canada Air Pilot
001/2014
EFF 15 OCT 15
37
SYMBOL LEGEND
General
Unless otherwise indicated:
• All chart distances are in nautical miles (NM)
• Visibility is expressed in statute miles (SM)
• Runway dimensions are in feet
• Runway Visual Range (RVR) is in hundreds of feet
• Elevations and altitudes (below 18,000') are expressed in feet above mean sea level
• Bearings, tracks and headings are magnetic (unless marked “G” for Grid or “T” for True)
Minimum altitudes meet obstacle clearance requirements under ISA conditions. The transition
altitude is 18,000' within Southern Domestic Airspace. Below this altitude, the pilot must set the
aircraft altimeter in accordance with CAR 602.35. In Canada, this area is known as the Altimeter
Setting Region.
Topography
Contours Spot Elevation Lakes Rivers
Culture
Buildings Built Up Area International Transmission

Boundary Line
Aerodrome
Note: The main aerodrome for which the procedure applies will be shown on the procedure
chart. Other aerodromes meeting NAV CANADA’s depiction criteria will also be shown.
SYMBOL LEGEND
EFF 15 OCT 15
EFF 28 FEB 19
38
SYMBOL LEGEND
Manoeuvering Areas
Hard Surfaced Sand, Gravel, etc. Steel Mat Ski Strip

(Labelled)
Closed or Displaced Turnaround Taxiway, Apron or

Abandoned Threshold Bay Holding Bay
Construction Stopway
Area
Other Aerodrome Elements
Control Tower (Aerodrome Beacon Hazard Beacon

shown when coincident with
Lighting Annotations
Control Tower)
F – Fixed Fl – Flashing Occ – Occulting
B – Blue R – Red G – Green
Lights are white unless otherwise annotated
Landing Direction Indicator – Unlighted
Landing Direction Indicator – Lighted Aerodrome Beacon (Rotating or Strobe)
Wind Direction Indicator – Unlighted Aerodrome Geometric Centre

Coordinates (AGCC)
Wind Direction Indicator – Lighted

Bi-directional Arrester Cable
Approach Slope Lights

(Slope given when other than 3.0°)
Uni-directional Arrester Cable
RVR Sensor
Arresting Barrier
Runway Gradient
Light Pole
Fence
An asterisk indicates that the CFS or another appropriate document is to be referenced

or that another piece of data on the same chart is to be referenced
SYMBOL LEGEND
EFF 28 FEB 19
EFF 28 FEB 19
39
SYMBOL LEGEND
Aircraft Parking Lead In Aircraft Parking Position
Taxilane Helicopter Parking Position
Taxilane with FATO

Inset Guidance Lights
Hot Spot
Taxilane with Non-Standard
Inset Guidance Lights
De-Icing Facility
Runway Guard Lights
Area of Significance
Stop Bar
Runway Holding Position – Pattern A
Intermediate Holding Position
Runway Holding Position – Pattern B
Note: Pattern A, the standard runway holding position, is not depicted on aerodrome or
supplementary charts to avoid unnecessary clutter.
Note: Runway holding positions are depicted based on a hierarchy of charts available.
• Aerodrome charts without any supplementary charts included will depict:
Pattern B with specific restriction ex: CAT I/II/III HOLD, Intermediate holding
positions, Stop Bars and Runway Guard Lights.
• Aerodrome charts without any supplementary taxi chart included will depict:
positions, Stop Bars and Runway Guard Lights (as provided by airport authority).
• Aerodrome charts with supplementary charts included will NOT depict Pattern B,
Intermediate holding positions, Stop Bars and Runway Guard Lights since they
will be provided on the supplementary charts.
• All supplementary charts (ie: Advisory, Taxi, and LOW Visibility charts) will depict
positions, Stop Bars and Runway Guard Lights (as provided by airport authority).
SYMBOL LEGEND
EFF 28 FEB 19
EFF 21 MAY 20
40
SYMBOL LEGEND
Significant Points
NDB VORTAC Intersection
VOR TACAN Waypoint
VOR/DME
ILS
Localizer Course
DME Localizer
A circle over a radio aid, intersection or waypoint denotes RNAV flyover.
The symbol used for a significant point will be based on a hierarchy of symbols in accordance with
NAV CANADA depiction specification and selected in the following order:
• radio navigation aid
• intersection
• waypoint symbol.
Procedure Symbols
Procedure Track Final Approach Profile View

Fix (FAF) Fix
Procedure Turn Vertical Path

Angle Scale Break
Missed Approach Radar Vector

Arrow Transition
Track
Procedure Turn
DME Arc VOR Radial
Altitude
Holding Pattern with Airspeed –

Profile View Shuttle Descent Indicates maximum assessed
within the Procedure Turn indicated air speed for hold or
shuttle
Holding Pattern with Distance –

Profile View Indicates end of outbound hold
Radio Navigation Aid leg is established by distance
ILS Glide Path
(in lieu of time value)
SYMBOL LEGEND
EFF 21 MAY 20
EFF 28 FEB 19
41
SYMBOL LEGEND
Obstacles
Unlighted Obstacle Unlighted Group Exceptionally High

Obstacles Unlighted Obstacle
(1000' AGL and above)
Lighted Group
Lighted Obstacle Exceptionally High
Obstacles
Lighted Obstacle
(1000' AGL and above)
Unlighted Unlighted Group
Wind Turbine Wind Turbine
Area Wind
Lighted Lighted Group Turbines
Wind Turbine Wind Turbine
Altitudes/Flight Levels
10000 FL200
4000 FL200 4000 FL200
4000 4000
Altitude/Flight Level Mandatory At or Above

Window Altitude/Flight Level Altitude/Flight Level
Expect 5000
4000 FL200 4000 FL200
Expect FL200
Expected Recommended At or Below

Altitude/Flight Level Altitude/Flight Level Altitude/Flight Level
Altitude information charted for the safe altitude 100 NM, MSA, TAA, approach minima or within
the missed approach instruction and departure procedure continue to represent minimum altitudes
although they are not underlined. This also applies to the MOCA values charted on SID and STAR
procedures.
Indicated Airspeed
220 kt 200 kt 220 kt 250 kt
Mandatory Minimum Recommended Maximum

Airspeed Airspeed Airspeed Airspeed
SYMBOL LEGEND
EFF 28 FEB 19
EFF 19 MAY 22
42
SYMBOL LEGEND
Airspace Restrictions
Special Use Airspace

Restricted, Advisory, Danger, Blasting Areas, Military Operations Area
CYR 537
SFC TO 3000
CONT
Advisory Area Activity Codes:

(A) – Acrobatic (F) – Aircraft Test Area
(H) – Hang Gliding (M) – Military Operations
(P) – Parachute Dropping (S) – Soaring
(T) – Training
Circling Restriction
The asterisk in the circling approach minima line refers the user to the
circling restriction diagram. The category of aircraft to which the restriction
applies will be indicated by the presence of the asterisk in the applicable
column of the circling approach minima. The area where circling is
prohibited is indicated by the hatched area within the diagram.
CIRCLING
* 4060 (503) 1½
*4060 (503) 2
*
SYMBOL LEGEND
EFF 19 MAY 22
EFF 6 FEB 14
43
SYMBOL LEGEND
Magnetic Variation
Instrument Approach SID, STAR and Departure Visual Approach Charts

Procedures Procedures Night Circuit Procedures
SDA SDA NDA SDA & NDA

VAR 15°W
NDA
VAR N/A
SDA & NDA
Aerodrome/Heliport Charts
Taxi Charts
Parking Area and De-icing Positions and Procedure Charts
Operations in the Absence of Apron Control Charts
Start Boxes Charts
Magnetic variation changes over time. The magnetic variation depicted on an instrument procedure
represents the magnetic variation used in determining the procedure’s magnetic bearings, tracks
and radials on the chart. The magnetic variation used within aircraft avionics may be updated on
a different cycle and could result in the on board avionic system displaying slightly different magnetic
tracks from the charted values.
SYMBOL LEGEND
EFF 6 FEB 14
43 Canada Air Pilot
EFF 8 JAN 15
44
INSTRUMENT APPROACH PROCEDURES
The information and examples in this section are intended to define and explain the various parts
of the CAP approach chart. Information is provided for the generic approach chart, helicopter only
approach chart, visual approach chart, ILS category II or III approach chart as well as RNP AR
approach chart. All graphics presented here are for explanatory purposes only and are not intended
to be used for navigation.
Generic Approach Chart
Marginalia
Communication
Approach Summary
Plan View
Constant Descent Angle
Profile View
RASS
Rate of Minima
Descent
and Timing

EFF 8 JAN 15
EFF 2 DEC 21
45
Marginalia
Information shown in the periphery of the approach chart includes the procedure identification,
AGCC, primary variation or declination used in determining the procedure’s bearings, tracks or
radials, aerodrome identification, procedure effective date and chart number.
CYHZ-IAP-2A
HALIFAX/STANFIELD INTL, NS
ILS RWY 14 445247N 0633037W VAR 19°W CYHZ
ATIS – 121.0 CTR – 119.2 TWR – 118.4 236.6 GND – 121.9 275.8
110 580
130 690
150 800
ILS RWY 14 CYHZ
EFF 18 OCT 12
CYHZ-IAP-2A
Volume Bar Aerodrome Identifier

Procedure Identification AGCC
Chart Number Magnetic Variation
Aerodrome Name Effective Date
Province/Territory
Procedure Identification
Basic Naming
The procedure identification is the name used to uniquely identify the procedure at an aerodrome.
The first part of the procedure identification indicates the primary navigation type required for final
approach lateral guidance.
• NDB → “NDB”
• VOR or VORTAC → “VOR”
• Localizer → “LOC”
• ILS → “ILS”
• ILS Category II/III → “ILS CAT II or III”
• RNAV GNSS → “RNAV (GNSS)”
• RNAV RNP → “RNAV (RNP)”
The runway number follows the navigation type when the approach procedure provides minima
for a straight-in approach.
• VOR RWY 26
• RNAV (GNSS) RWY 14

EFF 2 DEC 21
EFF 2 DEC 21
46
Additional Navigation Requirements

When all minima lines of a VOR or NDB type approach chart also require the use of DME equipment
to identify fixes within the final segment, the procedure identification includes “/DME”.
• VOR/DME RWY 13
• NDB/DME RWY 35
In all other cases, additional navigation requirements are indicated within the minima lines of the
approach:
• ILS/DME
• LOC/DME
• LNAV/VNAV
• LP
• LPV
Pilots must determine in advance that the approach and missed approach can be accomplished
utilizing the navigation equipment on board their particular aircraft.
Multiple Procedures
When a single chart is used to show two approach procedures, the procedure identification
separates the navigation types using the term “or”. ILS and LOC procedures are considered one
approach for this purpose and are not separately identified.
• ILS or NDB RWY 25
Duplicate Procedures
Avionics database coding standards identify 8 navigation types applicable to straight-in procedure
identifications. They are:
• ILS
• LOC
• VOR
• VOR/DME
• NDB
• NDB/DME
• RNAV
Two approach procedures to the same runway requiring the use of the same navigation type
indicator are considered duplicate procedures for database coding purposes. To uniquely identify
these procedures, an alpha character starting with “Z” and generally proceeding backwards through
the alphabet (Z, Y, X…) is added to the procedure identification between the navigation type and
runway number. In some cases the “Y” or “X” alpha character may be omitted and reserved for
future procedure development. The procedure assigned the “Z” character is considered the
predominant procedure and will be the only retrievable procedure in avionics databases
having limited storage capabilities.
• RNAV (GNSS) Z RWY 26
• RNAV (RNP) Y RWY 26
• VOR Z RWY 13
• VOR Y RWY 13

EFF 2 DEC 21
EFF 13 SEP 18 46 Canada Air Pilot
EFF 8 SEP 22
47
Circling Only Procedures

Approach procedures providing only circling minima are not identified as associated to a specific
runway. Instead, these procedures are identified using an alpha character after the navigation
type starting with “A” and proceeding forward through the alphabet (A, B, C…). The next sequential
alpha character is assigned to the next circling only procedure for the site based on its order within
the Canadian instrument procedure inventory.
• RNAV (GNSS) A
• NDB B
Additional Suffixes
The procedure identification may be suffixed with one or a combination of the following suffixes.
• “(TRUE)” Identifies the procedure as existing in NDA
• “(DND)” Identifies the procedure as a procedure designed and maintained by the
Department of National Defence.
Chart Numbering
Within the entire inventory of effective Canadian instrument procedures, procedure charts are
sequenced according to NAV CANADA specifications. Chart numbers are then assigned to each
chart based on the established sequence. The sequencing is done considering the entire inventory
of procedures and is not applied within the isolation of one specific paper product (CAP, RCAP
or GPH 200 volume). For this reason, some chart numbers may appear to be missing when
observed within the isolation of one specific paper product.
Page numbers are assigned to a chart as explained here. Items 3 and 4 will only be used when
they are required.
CYKF-IAP-3C
Item
Item 1 is the four letter identification of the specific aerodrome or heliport site.
Item
Item 2 is expressed as one of eleven abbreviations representing the procedure chart type.
They include:
STAR Standard Terminal Arrival Chart AD Aerodrome Chart
IAP Instrument Approach Procedure Chart HP Heliport Chart
VAP Visual Approach Procedure Chart GM Ground Movement/Taxi Chart
SID Standard Instrument Departure Chart APD Aircraft Parking/Docking Chart
DP Departure Procedure Chart NCP Night Circuit Procedure Chart
NOR Noise Operating Restrictions/Noise Abatement Procedure Chart

EFF 8 SEP 22
EFF 2 DEC 21
48
Item
Item 3 is a one or two digit number. For STAR, VAP, SID and DP charts the number is assigned
sequentially based on the procedure. A subsequent number is not assigned to the additional chart
pages of a multi-page instrument procedure. These instances are accounted for using item 4
explained below.
For NOR, AD, HP and APD charts the number is assigned sequentially for each subsequent page.
For IAP charts, the item 3 number is assigned based on the type of IAP as follows:
1 Precision Approach Radar 6 VOR

2 ILS CAT I, II, III 7 TACAN
3 RNAV 8 NDB/DME
4 LOC 9 NDB
5 VOR/DME
For GM charts, the item 3 number is assigned based on the type of GM chart as follows:
1 Taxi Chart 3 Low Visibility Taxi Route Chart

2 Standard Taxi Route Chart 4 De-icing Chart
Item
Item 4 is expressed as an alpha character starting with “A” and proceeding forward through the
alphabet. It is assigned sequentially to each chart page that is not already uniquely numbered.
Communication
Under standard conditions, communication information is presented on a procedure chart using
a series of communication systems as explained here.
The five communication systems are defined as follows:

Automated Weather System: Pre-recorded or voice generated weather or site operations
information. Applicable communication agencies include ATIS, AWOS, LWIS and AUTO.
Arrival System: Communication information pertaining to the most common method upon
which a pilot would receive arrival instructions and/or approach clearance in low level controlled
airspace within 30 NM of the aerodrome site. Applicable agencies include CTR, ARR, TML,
RADIO and PAR.
Tower System: Communication information pertaining to aircraft movement (airborne and runway)
around the aerodrome site. Applicable agencies include tower (TWR), RADIO, UNICOM, airport
radio (APRT RADIO) and traffic (TFC).
Ground System: Communication information pertaining to aircraft movement (taxiways and
aprons) on the aerodrome site. When the agency identified in the tower system also provides the
ground system service, it is not restated here. When an aerodrome site uses a clearance delivery
service, it is stated as part of the ground system. Applicable agencies include clearance delivery
(CLNC DEL), APRON, ground (GND), pad control (PAD CTL) and ICEMAN.

EFF 2 DEC 21
EFF 13 NOV 14
49
Departure System: Communication information pertaining to the most common method upon
which a pilot would receive further departure instructions or control after take-off in low level
controlled airspace within 30 NM of the aerodrome site. In addition to this, an on-site FISE RCO
is shown when it is the only way to obtain IFR clearance on the ground prior to departure for at
least a portion of the day. Applicable agencies include CTR, DEP, TML and RADIO.
These five systems are arranged sequentially as they would be used during the arrival phase of
flight or during the departure phase of flight. These sequential arrangements are referred to as
the Arrival Communication String and the Departure Communication String.
Arrival Communication String 1. Automated Weather System

2. Arrival System
3. Tower System
4. Ground System
Departure Communication String 1. Automated Weather System
2. Ground System
3. Tower System
4. Departure System
Each procedure chart type incorporating communication information depicts one of the two
communication strings or a subset portion of it as shown here. When a communication system
block for a specific site has no information, it will remain blank.
STAR Chart 1, 2 & 3 of the Arrival Communication String

IAP Chart Entire Arrival Communication String
Aircraft Parking / Docking Chart 1 & 2 of the Departure Communication String
Aerodrome Ground Movement /Taxi Chart 1, 2 & 3 of the Departure Communication String
Aerodrome and Heliport Chart Entire Departure Communication String
SID and Graphic Departure Procedure Chart 3 & 4 of the Departure Communication String
If the site name of the communication agency is different than the aerodrome for which the
procedure exists, it is specified after the agency identifier (i.e. RADIO Edmonton, TWR City).
If an agency or frequency only operates for limited hours during the day, the agency identifier is
prefixed by a limited hours symbol (i.e. ). The CFS is to be consulted for the specific operating
times. Any agency that exists as a dial-up frequency is identified using a “DRCO” suffix (i.e. ).
Within the tower system block, when the TFC is also the frequency of the UNICOM, it is not restated
separately. Required traffic broadcasts are to be made on the frequency specified for the UNICOM
agency unless otherwise described.

EFF 13 NOV 14
EFF 30 APR 15
50
IAP Chart, Arrival Communication String
ATIS – ARR – TWR – GND –
Example 1
RADIO London –
LWIS – UNICOM –
Example 2
Automated Weather System Tower System
Arrival System Ground System
STAR Chart, Arrival Communication String
ATIS – 133.7 (En) 127.5 (Fr) ARR – 118.9 124.65 126.9 TWR – 119.9 267.1
132.85 268.3
Automated Weather System

Arrival System
Tower System
SID Chart, Departure Communication String
TWR – 118.7 (S) 119.55 (N) 226.5 DEP – 132.3 (S) 126.12 (N) 363.8
Tower System
Departure System

EFF 30 APR 15
EFF 6 FEB 14
51
ATF & MF Indication

Aerodrome sites having either an ATF area or an MF area around them are identified by charting
the appropriate symbol in the bottom right corner of the Tower System block. The ATF and MF
symbol may be complimented with other symbols to further define the specific details of the ATF
or MF area. The possible symbols are explained here:
Indicates the presence of an ATF area with standard dimensions

(5 NM, 3000' AAE, [±100']) around the aerodrome site.
Indicates the presence of an MF area with standard dimensions
(5 NM, 3000' AAE, [±100']) around the aerodrome site.
Indicates that the ATF or MF area exists for only a portion of the day.
Indicates that the ATF or MF area is non-standard. Non-standard is deemed to
exist if the area is not 5 NM in radius and 3000' AAE (±100'). In these cases,
the CFS is to be consulted for further information.
ATF CYGQ When a four letter aerodrome identification follows the ATF or MF symbol, this
MF CYAW indicates that the ATF or MF area is centred on an adjacent site. The adjacent
site is identified by the four letter identifier.
Tower System Examples
TWR – 119.7 119.1 239.6

RADIO – 122.2 RADIO Kamloops – 119.7
UNICOM – 122.8
ATF CYGQ

EFF 6 FEB 14
51 Canada Air Pilot
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EFF 6 FEB 14
52
Approach Summary
The Approach Summary includes six blocks of information summarizing the primary aspects of
the approach procedure.
SAFE ALT 100 NM LOC APCH MIN ALT

LDA
IOW CRS NAKRO
7000 109.5 251° 1500 8000
Safe Altitude 100 NM This block contains the safe altitude 100 NM.
Navigation Type This block specifies information for the navigation type used to
provide the final approach course lateral guidance. When the
lateral guidance may be provided by one of two navigation types
(i.e. combined ILS, LOC and NDB chart), this block contains the
navigation type information applicable to the higher performing
system (i.e. the LOC, not the NDB).
For conventional procedures, the navigation type, NAVAID
identification and NAVAID frequency is specified.
When the approach is RNAV without an LPV or LP line of minima,
the term “RNAV” is specified.
When LPV or LP is charted, the term “WAAS” along with the
WAAS channel number and reference path identifier is specified.
Final Approach Course This block indicates the final segment approach course.
FAF Altitude When an ILS line of minima exists on a chart, this block contains
the ILS glide path check altitude.
When an ILS line of minima does not exist on a chart, the
minimum FAF crossing altitude (intermediate segment altitude)
is specified.
For approach procedures that do not have a FAF, this block
remains blank.
Landing Distance When an approach procedure chart provides a straight-in line of
Available minima, this block specifies the Landing Distance Available for
the straight-in runway.
If an approach procedure chart only provides circling minima,
the pilot is referred to the aerodrome chart for specific LDA
information.
For helicopter only approach procedures, this block contains the
length and width or diameter of the helipad when known.

EFF 6 FEB 14
52 Canada Air Pilot
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EFF 19 JUL 18
53
Lighting This block specifies the lighting information applicable to the

straight-in runway. This includes any touch down zone lighting,
approach lights as well as PAPI or VASIS information. If the PAPI
or VASIS system is other than 3º, its angle is specified beside
the PAPI or VASIS code.
When the approach procedure provides circling only minima and
the runways existing at the aerodrome have approach lighting
systems, the text “LIGHTING: REFER TO AD CHART” is shown.
ARCAL is specified when it exists for the aerodrome site. The
abbreviations “(J)” or “(K)” may follow. In these cases, the CFS
should be referenced for more information about the use of type
J or type K ARCAL.
An asterisk associated to an approach light code, ARCAL, PAPI
or VASIS indicates that the system is non standard and the CFS
should be referenced for further information.
When the true track of the final approach course is offset from
the true runway bearing, an offset arrow and the amount of the
offset is charted. Within the lighting block, the offset arrow is
positioned right or left of the block’s north-south axis to represent
the position of the approaching aircraft relative to the runway’s
centreline. The offset arrow is not used when the approach
procedure only provides circling minima.
For helicopter only approach procedures, only the ARCAL and
lighting code information is charted.
Lighting Block Examples
ARCAL without ARCAL with TDZL, PAPI with

Lighting Diagram Lighting Diagram Lighting Diagram
LOC offset (2.8° rt) Circling Lighting ARCAL with

with Lighting Diagram Diagram Copter Lighting
Diagram

EFF 19 JUL 18
EFF 6 FEB 14
54
Plan View
The plan view of the approach procedure chart provides a scaled overview of the procedure from
an overhead perspective. Data within the plan view is drawn to scale unless a scale break and
“NOT TO SCALE” box is shown.
Example 1
25
20
15
10
5
0
Minimum Sector Altitude Procedure Turn

Other Land Aerodrome Abandoned/Closed Aerodrome
Missed Approach Track Intersection Symbol
Localizer NAVAID Localizer Front Course
Main Aerodrome Scale Indication
VOR/DME NAVAID Obstacle
NDB NAVAID Built Up Area
Inbound Final Approach Course Waypoint Symbol
No Procedure Turn Required Dead Reckoning Segment
Circling Restriction

EFF 6 FEB 14
54 Canada Air Pilot
001/2014
EFF 22 APR 21
55
Example 2
25
20
15
10
5
0
Hold/Shuttle Pattern Segment Minimum Altitude

Hold/Shuttle Assessed Speed Flyby Waypoint
Hold Leg Length Right Base TAA
Hold/Shuttle Inbound Track Straight-in TAA
Flyover Waypoint Left Base TAA
Missed Approach Track Hydrography
Main Aerodrome Scale Indication
Segment Distance Waypoint Identification
Segment Track Indicated Airspeed Restriction
Obstacle

EFF 22 APR 21
EFF 8 JAN 15 55 Canada Air Pilot
EFF 6 FEB 14
56
Example 3
25
20
15
10
5
0
Minimum Sector Altitude Procedure Turn

Operational Note Radial to Fix (or Bearing)
VOR/DME NAVAID DME Arc
NAVAID Identification and Information Segment Minimum Altitude
Other Land Aerodrome Lead Radial (or Bearing)
Obstacle Initial Approach Fix
Missed Approach Track Scale Indication
Intersection Symbol Radial of Final Approach Course
Inbound Final Approach Course DME Reference Facility
Intersection Identification and Definition Hospital Heliport
No Procedure Turn Required

EFF 6 FEB 14
56 Canada Air Pilot
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EFF 21 MAY 20
57
Segment Standard Airspeeds

For GNSS based approach procedures (including RNP AR), when no airspeed restriction is charted
within the plan view, the following standard airspeeds have been used in procedure development.
LPV, LP, LNAV/VNAV, LNAV & RNP AR Segment Standard Airspeeds
Indicated Airspeed by Aircraft Category (CAT)
Segment
A B C D
Feeder / Transition, Initial, Intermediate 150 180 250 250
Final 90 120 140 165
Missed Approach 110 150 240 265
When, for a given segment, a different indicated airspeed is used in the design of the approach
procedure, a speed restriction is charted.
Maximum Assessed Holding Indicated Airspeed
The size of the airspace that must be protected for a holding pattern is directly proportional to the
speed of the aircraft. In order to limit the amount of airspace that must be protected, maximum
holding speeds in knots indicated airspeed (KIAS) have been designated for specific altitude
ranges. Unless otherwise noted on the chart or when a climb in the hold is specified, holding
patterns have been assessed for the following airspeeds:
Maximum Assessed Holding Indicated Airspeeds for Holding Patterns
Altitude (ASL) Maximum Assessed Holding Airspeed (KIAS)
At or below 6000 feet 200
Above 6000 feet up to and including 14000 feet 230
Above 14000 feet 265
Shuttle climbs (all altitudes) 310
When a climb in the hold (shuttle climb) procedure is specified on a chart, an additional protected
area has been provided to allow for greater airspeeds in the climb for those aircraft requiring them.
This extra protected area is assessed for a maximum of 310 KIAS, unless a maximum holding
airspeed is noted on the chart, in which case that maximum assessed airspeed is applicable.
When in controlled airspace, pilots are to advise ATC immediately if airspeeds in excess of those
specified become necessary for any reason, including turbulence, or if they are unable to
accomplish any part of the holding procedure.
An airspeed notation associated with a hold or shuttle procedure does not alleviate the pilot's
responsibility to comply with appropriate regulatory obligations.
Minimum Sector Altitudes

Minimum Sector Altitudes (MSA) are shown as four separate quadrants; one in each corner of
the chart’s plan view. Each quadrant is delineated by standard cardinal bearings (090º, 180º, 270º,
360º) to the facility or waypoint.
The bearings are oriented to magnetic north in SDA and to true north in NDA. The MSA radius is
25 NM unless otherwise specified.
For RNAV approach procedures, the MSA altitudes are identical for all four quadrants. When
Terminal Arrival Areas (TAA) are charted for an RNAV procedure, MSA altitudes will not be charted.

EFF 21 MAY 20
EFF 21 MAY 20
58
CYA, CYR and known blasting areas are not considered in the establishment of MSA altitudes.
For this reason, it is the pilot’s responsibility to remain clear of these areas as applicable.
Northwest MSA Quadrant Northeast MSA Quadrant
Southwest MSA Quadrant Southeast MSA Quadrant
Waypoint Symbol Minimum Sector Altitude

Waypoint Identification NAVAID Symbol
MSA Radius Distance (Non Standard) NAVAID Identification
Inbound Track to the Waypoint Inbound Track to the NAVAID
Terminal Arrival Areas

When an RNAV approach procedure meets certain criteria, Terminal Arrival Areas (TAA) may be
charted instead of MSA. The objective of the TAA is to provide a seamless transition from the
enroute structure to the terminal environment for arriving aircraft equipped with GNSS equipment.
The TAA consists of three main areas; the straight-in area, the left base area and the right base
area. These areas are oriented within the chart’s plan view according to the orientation of the
RNAV approach procedure.
The straight-in area is a semicircle that extends to a 30 NM arc from the IAWPC/IWP. The flat
side of the semicircle is determined by the extension of both initial approach segment tracks. This
area may be further subdivided either by additional arcs or laterally by inbound bearings to the
arc centre.
Both base areas are bounded by the flat side of the straight-in area, the final approach course of
the approach and a 30 NM arc from the applicable IAWP. These areas may only be further
subdivided by additional arcs.
Variations to these three main areas may be seen when the approach procedure is other than a
standard ‘T’ shape approach.

EFF 21 MAY 20
EFF 2 DEC 21
59
Minimum altitudes are charted for each area or subdivision. CYA, CYR and known blasting
areas are not considered in the establishment of these altitudes. For this reason, it is the pilot’s
responsibility to remain clear of these areas as applicable.
I
EV
EL
to
NM
30
to ELEVI
NM 15
NM X
to KI N E
12
30
NM
to KIN E X
Straight-in TAA Left Base TAA Right Base TAA
Waypoint Symbol Inbound Track to the Waypoint
Waypoint Identification TAA Minimum Altitude
TAA Radius Distance
Operational Notes
Only operational notes specifically required for the approach procedure are charted. Where
possible, the content of an operational note is incorporated into the depiction of the procedure
itself using methods described here as well as the other symbols listed within these CAP
general pages.
The following is a list of possible operational notes that benefit from further explanation.
AUTHORIZATION Special authorization from Transport Canada is required to conduct RNP AR
REQUIRED approaches in Canada. For more information, refer to Transport Canada Advisory
Circular 700-024.
LOC ONLY Used on localizer based approach procedure charts when the runway being
NO GLIDE PATH served has no associated glide path.
Altimeter setting Used for sites when any portion of the day goes by without the local altimeter
being available and no remote altimeter is provided.
Limited altimeter Used when the capability to transmit the altimeter setting is limited to a portion of
availability. Prior to flight, the day.
contact operator listed in
CFS to ensure altimeter
avbl on arrival.
Baro VNAV not auth when If a part time remote altimeter is provided for an approach that contains
using remote altimeter. LNAV/VNAV minima, the LNAV/VNAV minima for Baro VNAV flight must not be
authorized during the times when the remote altimeter would be used. Use of
Baro VNAV is not permitted with a remote altimeter setting.
Baro VNAV not auth LNAV/VNAV approach is not authorized for aircraft using Baro VNAV systems.

EFF 2 DEC 21
EFF 2 DEC 21
60
Aerodrome assessed for An Aerodrome Operator Attestation is required for a non-certified aerodrome
aircraft wingspans less when IAPs are published within the CAP or within the RCAP when the minima
than 79'. are lower than 500 feet.
Rwy 01/19 assessed for When an aerodrome’s runways have been attested by the aerodrome operator,
aircraft wingspans less a note is used to communicate the maximum aircraft wingspan for which the
than 118'. runways have been assessed. This information advises the pilot flying the
instrument approach procedure that the obstacle free airspace for the visual
Circling to rwy 08 not segment of the procedure meets recognized safety parameters for aircraft having
auth due to visual a wingspan within the value specified. This advisory information ties the instrument
surfaces not assessed. procedure to the aerodrome and provides the pilot with information to make an
informed decision regarding use of the procedure.
If one of the runways at an aerodrome has not been attested, a note is used to
not authorize circling to that runway.
3300 from “YXE” VOR to When graphic depiction of a transition creates an unacceptable amount of chart
SASOD R-137 5.2 NM. clutter, an operational note is used instead.
CATEGORY When LNAV/VNAV or RNP AR minima are included, a temperature limit is shown
LNAV/VNAV indicating the temperature range outside of which the procedure (LNAV/VNAV
(min. -3 °C, max. 46°C) or RNP AR) is not authorized for uncompensated Baro VNAV systems.
c LNAV
CIRCLING
AUTHORIZATION
REQUIRED
(min. -20° C)
(max. 54° C)
RF Required Some RNAV equipped aircraft are not capable of flying radius-to-fix type
segments. For this reason, when procedures are developed using this segment
type, the procedure (or a specific transition of the procedure) needs to be labelled
as requiring RF capability.
Simultaneous approach Used when the approach procedure is authorized for use during simultaneous
auth with RWY 06L approach operations with all ILS and/or RNAV procedures to a given parallel
runway.
Simultaneous approach Used when the approach procedure is authorized for some simultaneous parallel
auth with ILS RWY 05, approach operations, but not with all ILS and/or RNAV procedures to a given
RNAV (RNP) Y RWY 05 parallel runway.
LNAV procedure not auth Simultaneous parallel operations are currently only supported by ILS and RNAV
during simultaneous APV approach procedures. This note will be charted when RNAV (GNSS)
operations procedures with LNAV minima published on the same chart with LPV or
LNAV/VNAV minima is authorized for use during simultaneous approach
operations.
Rwy 14/32 not assessed This note indicates that the given runway (and its threshold positions) has not
for circling procedures. been used in the development of the circling area and obstacle assessment.
Despite this, circling within a given sector is not restricted unless specifically
indicated with the use of the circling restriction diagram.

EFF 2 DEC 21
EFF 23 FEB 23
61
CAUTION: Procedure Used when a procedure’s initial, intermediate, final and/or missed approach
overlaps Points North segments overlap another procedure at a different aerodrome and is in
Landing (CYNL) uncontrolled (class G) airspace.
procedures.
Procedure on the fringe When WAAS coverage for an aerodrome is expected to be marginal or
of WAAS coverage. unavailable, WAAS-based approach procedures will normally not be designed.
Occasional outages may However, at aerodromes on the fringe of WAAS coverage areas, for which LPV,
occur. LP or WAAS-based LNAV/VNAV lines of minima have been published, pilots will
be alerted that occasional outages may occur by a note on the chart.
A grey line below the missed approach track in the profile view of the approach
procedure chart and the operational note “Proceed VFR” indicate the point-in-
space aspect of a helicopter approach procedure. When this is shown, arrival at
the missed approach point must be followed by the pilot executing one of two
options:
• Proceed VFR to the landing site, or
• Conduct the specified missed approach procedure.
The bearing and distance from the MAP to the landing site will be shown on the
corresponding visual approach chart. This bearing and distance information does
not indicate a required flight path or the direction of approach to the landing site.
It simply identifies the location of the landing site relative to the point where VFR
flight is accepted by the pilot (i.e. the MAP).
When required for helicopter only procedures, the final and missed approach
airspeed limitation will be noted on the applicable segment of the plan view.
For helicopter point-in-space approaches, the height of the MDA above the highest
terrain/surface within a 5200' radius of the MAP is shown in the profile view at
the MAP. This is known as the Height Above the Surface (HAS).
Constant Descent Angle

Constant Descent Angle (CDA) is a technique for flying the final approach segment of a
non precision instrument approach procedure as a constant descent from an altitude at or above
the final approach fix altitude. CDA information is provided as supporting information to the
non precision approach procedure and it is the pilot’s responsibility to determine how he/she
intends to use the information in flight. Although the constant descent angle accounts for all
minimum segment altitudes between the procedure’s intermediate fix and the point of arriving at
the MDA, it is still the pilot’s responsibility to ensure the aircraft is always operated at or above
any minimum altitude.
The constant descent angle is projected from:

• A point normally 50 feet above the aligned runway threshold for procedures meeting
straight-in alignment,
• A point 50 feet above the aerodrome elevation abeam the earliest usable landing surface for
circling only procedures which do not meet straight-in alignment, or
• The lowest MDA at the missed approach point for helicopter point-in-space approach
procedures.

EFF 23 FEB 23
EFF 21 MAY 20
62
CDA depiction includes three elements:

• Distance/Altitude Table,
• CDA Altitudes at profile view fixes, and
• Rate of Descent Information
CDA information is charted for every non precision (non vertically guided) approach procedure
that meets NAV CANADA’s criteria for the depiction of CDA information. This includes
non precision approach procedures that are combined with a precision approach procedure
(i.e. NDB and LOC charted with an ILS). When a non precision approach procedure does not meet
NAV CANADA’s criteria for the depiction of CDA information, the CDA information is left uncharted.
CATEGORY A B C D
LNAV (727) 1¾
Knots ft/min Min:Sec CIRCLING (727) 2¼ (747) 2¼

70 420
90 540
110 650
130 770
150 890
RNAV (GNSS) RWY 03 CYYE

EFF 18 OCT 12
Distance/Altitude Table Bounded Shaded Blocks

CDA Altitudes Rate of Descent Information

EFF 21 MAY 20
EFF 8 SEP 22
63
RNAV Approach – No CDA Information
CATEGORY A B C D
LNAV 1980 (727) 1¾
Knots ft/min Min:Sec CIRCLING 1980 (727) 2¼ 2000 (747) 2¼
70
90
110
130
150
RNAV (GNSS) RWY 03 CYYE

EFF 18 OCT 12
Distance/Altitude Table
The distance/altitude table lists a series of distances from a specified location and the appropriate
altitude that equates to the constant descent angle at that distance.
Example 1
Example 2
First Altitude Constant Descent Angle

Initial Descent Altitude Distance Value
Last Altitude CDA Altitude
‘Distance From’ Point
Within the distance/altitude table, the first altitude is provided for the distance located at:
• The IWP for RNAV approaches,
• The procedure turn distance for conventional procedures incorporating the use of a
procedure turn, or
• The charted IF for conventional procedures that do not incorporate the use of a
procedure turn.

EFF 8 SEP 22
EFF 8 SEP 22
64
The last altitude equates to the lowest non precision MDA and the distance at which that
altitude is found on the constant descent angle.
The bold distance and altitude found within the table is the initial descent altitude. This is the
distance at which the highest initial segment altitude is found on the constant descent angle. If this
distance and altitude is found to be inside the FAF (i.e. between FAF and MAP), the altitude is
increased to be the FAF crossing altitude rounded up to the next 100' altitude. The associated
distance is then the point where this altitude is found on the constant descent angle.
All distances are referenced from the point indicated in the distance and altitude table. Normally
this point is the MAP or MAWP applicable to the procedure. When the procedure incorporates the
use of DME, the distance information will be DME distance from the identified DME source.
Except for the first, last and initial descent altitudes, all distances within the distance/altitude table
are whole nautical mile distances at 1 NM intervals. If space is insufficient, the interval may be
increased from 1 NM but will not be greater than 3 NM. Some whole NM values may be skipped
if an adjacent value is within 0.5 NM.
The applicable constant descent angle for the approach procedure is specified in the distance and
altitude table as well. The distance and altitude table is oriented from left to right or right to left in
a similar fashion to the profile view.
CDA Altitudes at Profile View Fixes

All CDA altitudes are shown within the profile view as recommended altitudes (not underlined).
Minimum segment altitudes are underlined and shown within bounded shaded blocks. The profile
view of the approach procedure chart shows the initial descent altitude above the level flight track
line prior to the descent point except when a procedure turn is depicted. When a procedure turn
is depicted, the standard procedure turn profile view symbol is used and the altitude is underlined
to indicate that it is a minimum altitude.
Other CDA altitudes are shown in the profile view for each charted fix. When a non precision
approach procedure is charted with an ILS procedure, the ILS glide path check altitude serves as
the CDA altitude for that fix.
Rate of Descent Information

When CDA is charted for a procedure, rate of descent information applicable to the constant
descent angle is shown. This information is shown as feet/minute descent rates applicable to the
given ground speed values.

EFF 8 SEP 22
EFF 21 MAY 20
65
Profile View
The profile view is oriented on the chart according to the predominant direction of the approach
procedure.
ILS (Combined with LOC and NDB)
Conventional (Circling Only)
Missed Approach Instruction Minimum Descent Altitude Indication

Aerodrome Elevation Segment Minimum Altitude
Touch Down Zone Elevation Procedure Inbound Track
NAVAID Identification Constant Descent Angle
NAVAID Threshold Crossing Height
Glide Path Check Altitude Aerodrome Profile
Glide Path Angle Segment Distance
Procedure Outbound Track Missed Approach Track
Procedure Turn Minimum Altitude Procedure Turn Note
Bounded Shaded Block Glide Path
Final Approach Fix Procedure Turn Entry Altitude*
* When a Procedure Turn Entry Altitude is charted, the altitude must be maintained until crossing
the procedure turn fix while proceeding outbound, or abeam the procedure turn fix and proceeding
outbound.

EFF 21 MAY 20
EFF 21 MAY 20
66
RNAV (LPV, LP, LNAV/VNAV, LNAV)
LPV only
Missed Approach Instruction Minimum Descent Altitude Indication
Aerodrome Elevation Procedure Inbound Track
Touch Down Zone Elevation Segment Minimum Altitude
Waypoint Identification Threshold Crossing Height
Intersection or Waypoint Profile Aerodrome Profile
CDA Altitude Segment Distance
Vertical Path Angle Missed Approach Track
Bounded Shaded Block Initial Descent Altitude
Final Approach Fix
RASS
When the approach procedure requires the use of either a full-time or part-time RASS, the
procedure indicates one of the following.
Use CYND. Used when the procedure minima has a RASS adjustment built-in.
The altimeter setting from the identified site must be used.
Use CYND. Indicates that the identified altimeter setting source is available for limited
hours of the day.
When using CYND add Used when a RASS adjustment factor is provided to the pilot for the times
150'. when the local altimeter setting is not available. When using the altimeter
setting from the identified site, the pilot must add the RASS adjustment factor
to the intermediate, final and missed approach segment minimum altitudes.
When using CYND Indicates that the identified altimeter setting source is available for limited
add 150'. hours of the day.
When using CYND add Indicates that the final segment descent gradient is exceeded during the
150'. Circling minima application of the RASS adjustment. For this reason, only circling minima
apply. apply when using the RASS.

EFF 21 MAY 20
EFF 21 MAY 20
67
Minima
The minima box of the approach procedure chart lists one or more navigation type requirements
and the associated minimum altitudes (MDA or DA), heights (HAA, HAT, HATh or DH) and advisory
visibility for each aircraft category. In addition to statute miles, the advisory visibility is also provided
as an RVR value when the straight-in runway has an associated RVR sensor and the advisory
visibility is 1 SM or less.
Minima Box for ILS, LOC, NDB and Circling

CATEGORY A B C D
ILS 3750 (202) ½ RVR 26
LOC 4000 (452) 1 RVR 50
4040
NDB (492) 1 RVR 50
CIRCLING
* 4060 (503) 1½
*4060 (503) 2
*4160 (603) 2
Minima Box for LPV, LNAV/VNAV, LNAV and Circling

CATEGORY A B C D
LPV 1310 (255) 1
LNAV/VNAV
(min. -20°C, max. 54°C)
1420 (365) 1
LNAV 1420 (365) 1
CIRCLING 1560 (505) 1½ 1560 (505) 2 1700 (645) 2
Minima Box for LPV only

CATEGORY A B C D
LPV 1310 (255) 1
Aircraft Categories Height Above Touchdown Zone

Straight-in Minima Circling Restriction Reference
Circling Minima Circling Minimum Descent Altitude
Navigation Type Height Above Aerodrome
Decision Altitude Temperature Limitation
(applicable to uncompensated Baro VNAV systems)
Decision Height
Decision Height or Height Above Threshold
Advisory Visibility (SM)
Height Above Touchdown Zone or
Advisory Visibility (RVR) Height Above Threshold
Minimum Descent Altitude Expanded circing approach radii apply

EFF 21 MAY 20
EFF 24 MAR 22
68
Additional navigation requirements, beyond what is listed in the procedure identification, are
indicated within the minima lines of the approach
• ILS/DME
• LOC/DME
• LNAV/VNAV
• LPV
An LP minima line indicates a WAAS based RNAV non precision (non vertically guided) approach
procedure.
The circling procedure minima provided on an approach chart is always based on the non precision
(non vertically guided) components of the chart (missed approach point, etc.). When a procedure
chart does not include a non precision (non vertically guided) procedure, circling minima are not
provided. Circling minima are always at or above the straight-in minima (MDA) of the non precision
procedures depicted on the same chart. In rare situations, the circling minima may be lower than
the charted LNAV/VNAV straight-in minima due to the application of procedure design criteria.
Circling approach protected areas developed prior to 2020 used the radius distances shown in
the following table. Approaches using standard circling approach areas can be identified by the
absence of the symbol on the circling line of minima.
Standard Circling Approach Radii
Approach Category and Circling Radius (NM)
Circling MDA in feet MSL
CAT A CAT B CAT C CAT D CAT E
All Altitudes 1.3 1.5 1.7 2.3 4.5
Circling approach protected areas developed in 2020 or later use a radius distance based on the
aircraft category as well as the altitude of the circling MDA, which accounts for increases to true
airspeed with altitude. The following table provides radius values for each aircraft category within
five altitude bands. Approaches using expanded circling approach areas can be identified by the
presence of the symbol on the circling line of minima.
Expanded Circling Approach Radii
Approach Category and Circling Radius (NM)
Circling MDA in feet MSL
CAT A CAT B CAT C CAT D CAT E
1000 or less 1.3 1.7 2.7 3.6 4.5
1001 - 3000 1.3 1.8 2.8 3.7 4.6
3001 - 5000 1.3 1.8 2.9 3.8 4.8
5001 - 7000 1.3 1.9 3.0 4.0 5.0
7001 - 9000 1.4 2.0 3.2 4.2 5.3

EFF 24 MAR 22
EFF 15 JUN 23
69
An aircraft is certified in only one approach category, and although a faster approach may require
higher category minimums to be used, an aircraft cannot be flown to the minimums of a slower
approach category. For example, a Category C aircraft cannot utilize Category B minima. If the
requirement for a faster approach speed places the aircraft in a higher speed approach category,
the minima for the appropriate higher category must be used. The aircraft categories are defined
as follows. Category E is not charted for civil approach procedures.
Category A or COPTER B C D E
Speeds up to 90 kt 91 to 120 kt 121 to 140 kt 141 to 165 kt above 165 kt
(includes all rotorcraft)
Only minima that are authorized to be flown as part of the approach procedure are shown. Absence
of charted approach minima for a specific navigation type (i.e. LNAV/VNAV, circling, etc.) indicates
the procedure type is not authorized to be flown.
When LNAV/VNAV or RNP AR minima are included, a temperature limit is shown. This indicates
the temperature range outside of which the procedure (LNAV/VNAV or RNP AR) is not authorized
for use when using an uncompensated Baro VNAV system.
Rate of Descent and Timing

When required, rate of descent and timing information is provided for the identified ground speed
values.
“YC” NDB to MAP 4.2 NM
Knots ft/min Min:Sec Distance Statement
70 370 3:36
Ground Speed
90 480 2:48
110 580 2:17 Rate of Descent
130 690 1:56
Timing Information
150 800 1:41
Rate of descent information is provided as a feet/minute value when CDA information is charted
for the approach procedure and corresponds to the constant descent angle charted for the
approach.
Timing information is provided when the approach procedure contains a conventional MAP defined
by distance from the FAF. The defined distance of the MAP from the FAF is translated into the
number of minutes and seconds to be flown at the specified ground speed value.

EFF 15 JUN 23
EFF 21 MAY 20
70
Helicopter Only Approach Chart

Although the helicopter only approach chart is similar to the generic approach chart, there are a
number of differences.
1. The procedure identification of a helicopter only approach procedure is always prefixed with
the term “COPTER”. When the procedure is not to a runway, the procedure identification
incorporates the use of the final approach course instead of a runway number.
i.e. COPTER RNAV (GNSS) 049º
2. The only approach category charted on the helicopter only approach chart is the “COPTER”
category. This equates to category A.
3. Circling minima are not charted for helicopter only approach procedures.
4. Point-in-space helicopter approach procedures are identified by charting the “Proceed VFR”
note associated with the grey line under the missed approach track in the profile view. The
presence of this note indicates that once the pilot reaches the MAP, he/she must proceed
VFR from the MAP to the landing area or conduct the specified missed approach procedure.
The bearing and distance from the MAP to the landing site is shown on the accompanying
visual approach chart. This bearing and distance information does not indicate a required
flight path or the direction of approach to the landing site. It simply identifies the location of
the landing site relative to the point where VFR flight is accepted by the pilot (i.e. the MAP).
5. Point-in-space helicopter approach procedures indicate a HAS value at the MAP in the
profile view. The HAS is the height of the MDA above the highest terrain/surface within a
5,200' radius of the MAP.
6. For RNAV (GNSS) helicopter only approaches:
• The standard indicated airspeed for feeder / transition, initial and intermediate segments
is 140 knots.
• When no maximum airspeed is charted on the final and missed approach segment, the
maximum final and missed approach airspeed limitation is 90 knots. Final and missed
approach maximum airspeed limitations are only charted when they are less than
90 knots. The missed approach airspeed limitation applies until the aircraft is established
on the inbound course to the missed approach clearance limit.
• Approach mode is to be armed 30 NM prior to the HRP/AGCC.
7. All helicopter only approach procedures that do not have a MAP coincident with a runway
threshold have a supplementary visual approach chart.

EFF 21 MAY 20
EFF 21 MAY 20
71
Copter Chart
CDL3-IAP-3
DAYSLAND HEALTH CENTRE, AB
COPTER RNAV (GNSS) 049° 525208N 1121623W VAR 15°E CDL3
CTR Edmonton –
TFC –
SAFE ALT 100 NM APCH MIN ALT

HELIPAD
RNAV CRS XULPU
25
Source of C
20
13 NAV CANADA All rights reserved

5
0
(NM)
RASS: Use CYEG. CATEGORY COPTER

Knots 70 90 110 130 150 LNAV (513) ¾
ft/min 370 480 580 690 800
Min:Sec
COPTER RNAV (GNSS) 049° CDL3

EFF 18 OCT 12
REGULATORY REVIEW 8 APR 2013 CDL3-IAP-3
Procedure Identification Rate of Descent and Timing Information

Plan View Minima Information
Profile View Regulatory Review Date
(Restricted Instrument Procedures Only)
RASS Information

EFF 21 MAY 20
EFF 21 MAY 20
72
Visual Approach Chart

Visual approach charts are provided in two cases:
1. On request from air traffic control, and
2. As a supplement to helicopter only approaches where the MAP is not a runway threshold.
When a visual approach chart is provided for a specific runway, the applicable runway is identified
in its procedure identification (i.e. VISUAL APPROACH RWY 26L). If the visual approach chart
applies to the site in general and is not specific to a runway, it is identified simply as VISUAL
APPROACH CHART.
In cases where the visual approach chart is provided as supplementary information to a helicopter
only approach, the bearing and distance from the MAP to the landing site are shown. This bearing
and distance information does not indicate a required flight path or the direction of approach to
the landing site. It simply identifies the location of the landing site relative to the point where VFR
flight is accepted by the pilot (i.e. the MAP).

EFF 21 MAY 20
EFF 21 MAY 20
73
Visual Approach Chart – ATC Request

• Waiting for Vancouver COMM to finish creating this graphic
EFF 22 AUG 13
CYVR-VAP-2
VANCOUVER INTL, BC
VISUAL APPROACHES RWY 12 491141N 1231102W VAR 17°E CYVR
ATIS – ARR – TWR – (N) (S) GND – (N)
(S)
20
15
10
5
(NM) 0
VISUAL APPROACHES RWY 12 CYVR

EFF 18 OCT 12
CYVR-VAP-2

EFF 21 MAY 20
EFF 21 MAY 20
74
Visual Approach Chart – Supplement to Helicopter Only Approach
CDL3-VAP
DAYSLAND HEALTH CENTRE, AB
VISUAL APPROACH CHART 525208N 1121623W VAR 15°E CDL3
CTR Edmonton –
TFC –
2.0
1.5
1.0
0.5
VISUAL APPROACH CHART CDL3

(NM) 0
EFF 18 OCT 12
CDL3-VAP

EFF 21 MAY 20
EFF 21 MAY 20
75
ILS CAT II or III Approach Chart

Most of the information charted on the ILS CAT II or III approach chart is similar to the generic
approach chart. The main difference is found in the minima and terrain profile view. Operation to
category II or category III minima is not authorized unless specific authorization has been obtained
from Transport Canada or the equivalent military authority.
ILS CAT II or III Approach Chart
CYYZ-IAP-2B
TORONTO/LESTER B. PEARSON INTL, ON
ILS CAT II or III RWY 05 434036N 0793750W VAR 10°W CYYZ
ATIS – 120.82 ARR – 132.8 124.47 125.4 TWR – 118.7 118.35 GND – 121.65 121.9
119.1
SAFE ALT 100 NM LOC APCH GP
LDA
ITX CRS ZLP
4900 109.7 057° 1920 10640
25
20
SourceData: © 2013 NAV CANADA All rights reserved

5
0
(NM)
PRIOR AUTH REQUIRED FROM TC
CAT II 664 (100) RVR 12
CAT III A RVR 6
CAT III B NOT AUTHORIZED
CAT III C NOT AUTHORIZED
ILS CAT II or III RWY 05 CYYZ

EFF 18 OCT 12
CYYZ-IAP-2B

EFF 21 MAY 20
EFF 21 MAY 20
76
Legend for ILS CAT II or III Approach Chart
Decision Altitude CAT II Decision Height based

on Radio Altimeter
Decision Height
Decision Height Point
Runway Visual Range
Missed Approach Track
Terrain Profile View
Terrain Profile Distance
Glide Path
Threshold Crossing Height
Terrain Profile
Ground Point Interception

EFF 21 MAY 20
EFF 21 MAY 20
77
RNP AR Approach Chart

Special authorization from Transport Canada is required to conduct RNP AR approaches in
Canada. For more information, refer to Transport Canada Advisory Circular 700-024.
RNP Value
RNP AR approaches are designed in Canada using standard RNP values for each segment.
These standard RNP values are as follows:
Standard RNP Values for RNP AR Approaches
Segment Standard RNP Value
Feeder / Transition 2.00
Initial 1.00
Intermediate 1.00
Final 0.30
Missed Approach 1.00
When circumstances require (i.e. obstacle environment, operational requirements, etc.) an RNP
value other than the standard value may apply within the feeder / transition, initial or intermediate
segment. In these cases, the RNP value is charted at the waypoint where the non-standard RNP
value commences. The non-standard RNP value then continues until another non-standard value
is specified or until a subsequent segment's standard RNP value is equal to or less than the
previous segment's non-standard value.
Multiple RNP values may exist for the final segment and are represented with their applicable
Decision Altitude (DA) in the approach minima section of the chart. Only the largest RNP value
will be coded into the avionics database however pilots will have the ability to enter the lower
values if their equipment permits.
When the missed approach segment requires an RNP value less than 1.00, the missed approach
instruction includes the statement, “Missed approach requires RNP less than 1.00”.
Use of Multiple Intermediate Fixes (IF)

In certain situations, RNP AR approach procedures will be designed with multiple IFs. These
waypoints will be identified on the approach chart as Intermediate Waypoints (IWPs). In these
cases, the profile view will only show the flight track from the first common waypoint to the Missed
Approach Waypoint (MAWP) and into the missed approach. Intermediate segment information
will not be provided in the profile view but instead can be obtained from the plan view of the
approach chart.
Validation of the Navigation Database for RNP AR Approaches

Validation of the navigation database for Canadian RNP AR approaches can be accomplished by
referencing the data published in the AIRAC Canada document. AIRAC Canada can be obtained
by contacting [email protected].
In addition to this, an arrangement to receive procedure data through a licencing agreement can
be made by contacting NAV CANADA Customer and Commercial Services,
[email protected].

EFF 21 MAY 20
EFF 15 AUG 19 77 Canada Air Pilot
EFF 21 MAY 20
78
RNP AR Approach Chart
CYYC-IAP-3D
CALGARY INTL, AB
RNAV (RNP) X RWY 17L 510721N 1140048W VAR 15°E CYYC
ATIS – 128.22 ARR – 126.52 125.9 TWR – 118.4 (W) 118.87 (E) 236.6 GND – 121.9 (W)
125.35 (E)
275.8
SAFE ALT 100 NM APCH MIN ALT

LDA
RNAV CRS RUBTI
13,800 165° 4800 14000
25
20
15
10
5
0
(NM)
CATEGORY A B C D
RNP 0.17 3896 (290) 1
RNP 0.30 3955 (349) 1¼

AUTHORIZATION
REQUIRED
(min. -26° C)
(max. 42° C)
RNAV (RNP) X RWY 17L CYYC

EFF 24 JUL 14
CYYC-IAP-3D

EFF 21 MAY 20
78 Canada Air Pilot
EFF 24 MAY 18
79
STANDARD INSTRUMENT DEPARTURES
Standard Instrument Departures

All graphics presented here are for explanatory purposes only and are not intended to be used
for navigation.
Generic SID Chart
Marginalia
Plan View
Communication

EFF 24 MAY 18
EFF 24 MAY 18
80
Marginalia
Information shown in the periphery of the SID chart includes the procedure identification,
aerodrome identification, procedure effective date and chart number.
CYYZ-SID-4B
SID (RNAV) TORONTO/LESTER B. PEARSON INTL, ON
DEDKI ONE DEP (DEDKI1.) DEPARTURE ROUTES CYYZ
TWR – 118.
EFF 18 OCT 12
CYYZ-SID-4B
Volume Bar Chart Number

Procedure Type Aerodrome Name
Plain Language Designator Province/Territory
Coded Designator Aerodrome Identifier
Chart Content Indication Effective Date
The procedure identification of a SID chart includes the primary procedure identification and the
enroute transition identification. The information presented here also applies to DEPARTURE
PROCEDURE (RNAV) charts.
Primary Procedure Identification

The primary procedure identification consists of the following three elements:
• Procedure type
• Plain language designator
• Coded designator
Procedure Type
The procedure type is shown as one of the following:
• SID (VECTOR) – identifies the procedure as a vector SID
• SID (PILOT NAV) – identifies the procedure as a pilot navigation SID
• SID (RNAV) – identifies the procedure as a PBN SID
• DEPARTURE PROCEDURE (RNAV) – identifies the procedure as a PBN departure
procedure.

EFF 24 MAY 18
EFF 18 SEP 14
81
Plain Language Designator

The plain language designator is the spoken identification for the SID procedure. It consists of a
basic indicator, validity number and the term “DEP”. The validity number is a number between
1 and 9 assigned sequentially after a qualifying procedure amendment. A qualifying procedure
amendment is a change in a procedure track or other significant change affecting the database
coding of the procedure.
• WINNIPEG TWO DEP
• BOMET SIX DEP
Coded Designator
The coded designator is the database/flight planning identification for the SID procedure. It consists
of a coded version of the plain language basic indicator and the validity number.
• (CYWG2.)
• (BOMET6.)
Similar to the procedure identification of approach procedures, the primary procedure identification
for SID procedures may be suffixed with one or both of the following suffixes.
• (TRUE) Identifies the procedure as existing in NDA
• (DND) Identifies the procedure as a procedure designed and maintained by the
Department of National Defence
Enroute Transition Identification

When a SID procedure includes transitions to the enroute airspace structure, the en route
transitions are identified in similar fashion to the main SID procedure. The enroute transition
identification includes a plain language designator and a coded designator. The plain language
designator is the spoken identification for the en route transition and is usually derived from the
name of the last point of the enroute transition. The coded designator is the database/flight planning
identification for the enroute transition and is derived from both the primary procedure identification
and the en route transition plain language designator.
• MIVOK TRANSITION: (BOMET6.MIVOK)
• HIGH LEVEL TRANSITION: (ROVNA1.YOJ)

Coded Designator
Communication
The communication information shown on a SID chart follows the principles explained for the
instrument approach procedure charts. The tower system and departure system of the departure
string apply to SID charts.
TWR – 118.35 118.7 DEP – 128.8 127.57

Tower System
Departure System

EFF 18 SEP 14
EFF 24 MAY 18
82
Plan View
The plan view of SID charts is charted to scale. The scale indication is usually shown in the bottom
left corner of the chart plan view (with the chart oriented north up).
Often times the SID procedure is charted over multiple pages. This enables a clearer depiction of
the procedure around complex runway environments and a larger scaled product. The first page
of the SID procedure includes departure route descriptions and communication failure procedures.
Operational Notes
Similar principles as those explained for instrument approach procedure charts also exist for SID
operational notes.
Jet acft only Indicates that the SID procedure is restricted for use by jet aircraft only.
A jet aircraft is an aircraft powered by jet engines. This does not include
propeller powered aircraft. (i.e. A320, B737, CL60)
Turbo prop acft only Indicates that the SID procedure is restricted for use by turbo propeller
aircraft only. A turbo propeller aircraft is an aircraft powered by one or
more propellers that are driven by turbine engines.
(i.e. DH8C, BE20, C441)
Non jet acft only Indicates that the SID procedure is restricted for use by non jet aircraft
only. A non jet aircraft is an aircraft powered by any engine type other than
a jet engine. Turbo propeller and piston propeller aircraft fit within this
group. (i.e. DH8C, SW4, PA31)
CAT H Indicates that the SID procedure is restricted for use by helicopter aircraft
only.
For use by GNSS or D/D/I When a SID procedure is authorized for use by D/D/I equipped aircraft,
equipped acft. Acft with suitable operational procedures must be in place by D/D/I users to ensure
selectable CDI must be set to the necessary navigation system performance can be achieved. This
1 NM sensitivity. Acft without includes:
selectable CDI must use flight • NOTAMs should be checked to verify the health of all critical DMEs
director. D/D/I or GNSS required. when using a D/D/I navigation system; and
• D/D/I aircraft must ensure the aircraft navigation system position is
confirmed within 1,000 feet at the start point of the take-off roll.
For non GNSS equipped acft: When a SID procedure is authorized for use by D/D/I equipped aircraft, a
YWT, YMS and YSO DMEs must DME signal coverage assessment is undertaken to ensure a suitable DME
be operational. coverage exists to support D/D/I navigation. When this assessment
For non GNSS equipped acft: reveals critical DME facilities, they are listed. These DME facilities must
Departures from rwys 23, 24L & be operational for the SID procedure to be used by D/D/I equipped aircraft.
24R, YWT and YTP DMEs must The critical DMEs are specified with respect to the site as a whole or based
be operational. on departure from the specific runways listed.
* Holding @ LINNG 220 kt or less, When a hold procedure requires speed limitations, leg length limitations
10 NM legs, FL220 or below and/or altitude limitations, they are specified in an operational note.
An asterisk is charted with the hold procedure symbol referring the user
to the applicable operational note.

EFF 24 MAY 18
EFF 24 MAY 18
83
PBN SID
CYYZ-SID-4A
DEDKI ONE DEP (DEDKI1.) CYYZ
Departure Route Description
Unless otherwise assigned by ATC:
All rwys: Maintain 5000.
Rwy 05: Depart rwy 05, climb hdg 057° to 1000. Climbing LEFT turn hdg 047° or as assigned.
Expect radar vectors to ALKUT (or as assigned) then proceed via depicted route.
Rwy 06L: Requires a minimum climb gradient of 220 ft/NM to 1100. Depart rwy 06L, climb
hdg 057° to 1000. Continue climb hdg 057° or as assigned. Expect radar vectors to
ALKUT (or as assigned) then proceed via depicted route.
Rwy 06R: Requires a minimum climb gradient of 210 ft/NM to 1500. Depart rwy 06R, climb
hdg 057° to 1000. Continue climb hdg 057° or as assigned. Expect radar vectors to
ALKUT (or as assigned) then proceed via depicted route.
Rwy 15L: Requires a minimum climb gradient of 410 ft/NM to 3000. Depart rwy 15L, climb
hdg 147° or as assigned. Expect radar vectors to DEDKI (or as assigned) then proceed
via depicted route.
Rwy 15R: Requires a minimum climb gradient of 390 ft/NM to 3000. Depart rwy 15R, climb
hdg 147° or as assigned. Expect radar vectors to DEDKI (or as assigned) then proceed
via depicted route.
Rwy 23: Depart rwy 23, climb hdg 237° to 1100. Climbing RIGHT turn hdg 245° or as assigned.
Expect radar vectors to SAVUR (or as assigned) then proceed via depicted route.
Rwys 24L & 24R: Depart rwy 24L/R, climb hdg 237° to 1000. Climbing LEFT turn hdg 235° or as assigned.
Expect radar vectors to SAVUR (or as assigned) then proceed via depicted route.
Rwy 33L: Requires a minimum climb gradient of 250 ft/NM to 900. Depart rwy 33L, climb hdg 327°
to 1100. Climbing RIGHT turn hdg 345° or as assigned. Expect radar vectors to VIVET
(or as assigned) then proceed via depicted route.
Rwy 33R: Depart rwy 33R, climb hdg 327° to 1100. Climbing RIGHT turn hdg 345° or as assigned.
Expect radar vectors to VIVET (or as assigned) then proceed via depicted route.
DEPARTURE CLIMB RATE V/V (FPM)

GROUND SPEED 90 120 140 160 180 200 250 300
210 FT/NM 320 420 490 560 630 700 880 1050
220 FT/NM 330 440 520 590 660 740 920 1100
250 FT/NM 380 500 590 670 750 840 1050 1250
390 FT/NM 590 780 910 1040 1170 1300 1630 1950
410 FT/NM 620 820 960 1100 1230 1370 1710 2050
MIGLO TRANSITION: (DEDKI1.MIGLO)

OLABA TRANSITION: (DEDKI1.OLABA)
WATERTOWN TRANSITION: (DEDKI1.ART)
Communication Failure
On recognition of failure 20 minutes or less after take-off and in IFR weather conditions proceed as follows:
1. Select transponder code 7600;
2. Beyond 10 NM from CYYZ proceed directly on course;
3. Do not climb above last assigned altitude for 5 minutes after recognition of failure, then;
4. Climb to flight planned altitude.
DEDKI ONE DEP (DEDKI1.) CYYZ

EFF 18 OCT 12
CYYZ-SID-4A

EFF 24 MAY 18
EFF 18 SEP 14
84
CYYZ-SID-4B
DEP – 128.8 127.57
TWR – 118.35 118.7

EFF 18 OCT 12
CYYZ-SID-4B

EFF 18 SEP 14
EFF 18 SEP 14
85
CYYZ-SID-4D
DEDKI ONE DEP (DEDKI1.) TRANSITION ROUTES CYYZ
DEP – 128.8 127.57
TWR – 118.35 118.7
DEDKI ONE DEP (DEDKI1.) TRANSITION ROUTES CYYZ

EFF 18 OCT 12
CYYZ-SID-4D

EFF 18 SEP 14
EFF 6 FEB 14
86
Pilot NAV SID
CYYJ-SID-2A
SID (PILOT NAV) VICTORIA INTL, BC
MILL BAY SEVEN DEP (MB7.) CYYJ
Departure Route Description
All rwys: Contact Victoria Terminal after passing 1000 unless instructed otherwise by
ATC. Maintain 4000 or as assigned.
Rwy 27 – ½: Requires a minimum climb gradient of 380 ft/NM to 3200. Climb direct to
“MB” NDB.
Rwy 31 – ½: Restricted to Cat A & B acft only. Requires a minimum climb gradient of
340 ft/NM to 3100. Climb hdg 315° to 740. Then climbing LEFT turn direct to
“MB” NDB.
DEPARTURE CLIMB RATE V/V (FPM)
GROUND SPEED 90 120 140 160 180 200 250 300
340 FT/NM 510 680 800 910 1020 1140 1420 1700
380 FT/NM 570 760 890 1020 1140 1270 1590 1900
DISCO TRANSITION: Cross “MB” NDB. Then climbing LEFT turn hdg 102°, intercept
(MB7.DISCO) OBD “YYJ” R-131 to DISCO.
VANCOUVER TRANSITION: Cross “MB” NDB. Then climbing RIGHT turn, intercept OBD
(MB7.YVR) track 304° from “MB” NDB. Cross “YVR” R-205, turn RIGHT
intercept INBD R-210 to “YVR” VOR.
NOTE: Refer to noise abatement procedures for additional requirements.
Communication Failure
On recognition of failure proceed as follows:
1. Select transponder code 7600;
2. Maintain last assigned altitude until 10 minutes after take-off, then;
3. Climb to flight planned altitude.

EFF 18 OCT 12
CYYJ-SID-2A

EFF 6 FEB 14
86 Canada Air Pilot
001/2014
EFF 6 FEB 14
87
CYYJ-SID-2B
SID (PILOT NAV) VICTORIA INTL, BC
TML – 133.85
TWR – 119.7 119.1 239.6
RADIO Kamloops – 119.7

EFF 18 OCT 12
CYYJ-SID-2B

EFF 6 FEB 14
87 Canada Air Pilot
001/2014
EFF 21 MAY 20
88
Legend for Standard Instrument Departure Charts
Procedure Type Waypoint Identification

Plain Language Designator NAVAID Symbol
Coded Designator NAVAID Identification
Communication Information Special Use Airspace
Departure Route Description MOCA
Departure Climb Rate Table Segment Track
En Route Transition Identification Segment Distance
Communication Failure Procedure International Boundary
Magnetic Variation Radar Vector Expectation
Operational Notes Following Page Reference
Operational Altitude Restriction Previous Page Reference
Scale Indication Intersection Symbol
Waypoint Symbol Intersection Identification
Helicopter Only Departure/SID Chart

Although the helicopter only departure / SID chart is similar to the generic SID chart, there are a
number of differences.
1. Helicopter departure / SID procedures are Point-in-Space (PinS) 'proceed VFR' procedures.
No obstacle protection is provided from the point of departure to the IDF. The pilot must
cross the IDF at or above the minimum crossing altitude specified and must remain in VFR
conditions to see and avoid obstacles until crossing the IDF. After passing the IDF,
instrument departure criteria provide obstacle protection and flight in IFR conditions may
commence.
2. A chart inset is included on the graphic page of the procedure providing better detail for
navigating between the point of departure and the IDF.

EFF 21 MAY 20
EFF 21 MAY 20
89
Copter Departure/SID Chart
CBC7-SID-1A
SID (RNAV) VANCOUVER/HARBOUR (PUBLIC), VANCOUVER, BC
(DUNIP1.) CBC7
(DUNIP1.) CBC7
EFF 30 JAN 20
EFF 6 FEB 14 CBC7-SID-1A

EFF 21 MAY 20
89 Canada Air Pilot
EFF 21 MAY 20
90
CBC7-SID-1B
SID (RNAV) VANCOUVER/HARBOUR (PUBLIC), VANCOUVER, BC
(DUNIP1.) CBC7
TWR Harbour – DEP Vancouver –
TFC –
(DUNIP1.) CBC7
EFF 30 JAN 20
EFF 10 NOV 16 CBC7-SID-1B

EFF 21 MAY 20
90 Canada Air Pilot
EFF 21 MAY 20
91
Legend for Copter Departure/SID Chart
“Proceed VFR” Procedure Bearing and distance of the IDF

from the point of departure
Initial Departure Fix (IDF)
Inset

EFF 21 MAY 20
91 Canada Air Pilot
EFF 24 MAY 18
92
STANDARD TERMINAL ARRIVALS
Standard Terminal Arrivals

All graphics presented here are for explanatory purposes only and are not intended to be used
for navigation.
Generic STAR Chart
Marginalia
Plan View
Communication

EFF 24 MAY 18
EFF 24 MAY 18
93
Marginalia
Information shown in the periphery of the STAR chart includes the procedure identification,
aerodrome identification, procedure effective date and chart number.
CYYZ-STAR-7A
STAR (RNAV) TORONTO/LESTER B. PEARSON INTL, ON
UDNOX TWO ARR (RAGID.UDNOX2) TRANSITION ROUTES CYYZ
ATIS – 120.
EFF 25 JUN 15
CYYZ-STAR-7A
Volume Bar Chart Number

Procedure Type Aerodrome Name
Plain Language Designator Province/Territory
Coded Designator Aerodrome Identifier
Chart Content Indication Effective Date
The procedure identification of a STAR chart includes the primary procedure identification and the
enroute transition identification.
Primary Procedure Identification

The primary procedure identification consists of the following three elements:
• Procedure type
• Plain language designator
• Coded designator
Procedure Type
The procedure type is shown as one of the following:
• STAR – identifies the procedure as a conventional STAR
• STAR (RNAV) – identifies the procedure as a PBN STAR

EFF 24 MAY 18
EFF 2 MAR 17
94

The plain language designator is the spoken identification for the STAR procedure. It consists of
a basic indicator, validity number and the term “ARR”. The validity number is a number between
1 and 9 assigned sequentially after a qualifying procedure amendment. A qualifying procedure
amendment is a change in a procedure track or other significant change affecting the database
coding of the procedure.
• HOPE NINE ARR
• UDNOX ONE ARR
Coded Designator
The coded designator is the database/flight planning identification for the STAR procedure. It
consists of the identification of the first significant point of the STAR procedure’s common section
followed by a coded version of the plain language basic indicator and the validity number.
• (HE.HE9)
• (RAGID.UDNOX1)
Similar to the procedure identifications for approach procedures, the primary procedure
identification for STAR procedures may be suffixed with one or both of the following suffixes.
• “(TRUE)” Identifies the procedure as existing in NDA
• “(DND)” Identifies the procedure as a procedure designed and maintained by the
Department of National Defence
Enroute Transition Identification

When a STAR procedure includes transitions from the enroute airspace structure, the enroute
transitions are identified in similar fashion to the main STAR procedure. The enroute transition
identification includes a plain language designator and a coded designator. The plain language
designator is the spoken identification for the enroute transition and is usually derived from the
name of the first point of the enroute transition. The coded designator is the database/flight planning
identification for the enroute transition and is derived from both the enroute transition plain language
designator and the primary procedure identification.
• PHILIPSBURG TRANSITION: (PSB.LLEEO2)
• METOW TRANSITION: (METOW.GRIZZ3)
• TORNI TRANSITION: (TORNI.UDNOX1)

Coded Designator

EFF 2 MAR 17
EFF 10 DEC 15 94 Canada Air Pilot
EFF 24 MAY 18
95
Communication
The communication information shown on a STAR chart follows the principles explained for the
instrument approach procedure charts. The automated weather system, arrival system and tower
system of the arrival string apply to STAR charts.
ATIS – 120.82 ARR – 132.8 124.47 125.4 TWR – 118.35 118.7
Automated Weather System

Arrival System
Tower System
Plan View
The plan view of STAR procedures is charted to scale. The scale indication is usually shown in
the bottom left corner of the chart plan view (with the chart oriented north up).
Often times the STAR procedure is charted over multiple pages. This enables a clearer depiction
of the procedure around complex runway environments and a larger scaled product.
Operational Notes
Similar principles as those explained for instrument approach procedure charts also exist for STAR
operational notes.
RNP 1 For PBN STAR procedures, PBN requirements will be listed within a PBN
requirements box. This includes items such as the navigation specification, sensor
RNAV 1 limitations and any functional requirements not mandatory within the basic
navigation specification itself. For more information on RNP 1 and RNAV 1, see
Transport Canada Advisory Circulars 700-025 (RNP 1) and 700-019 (RNAV 1).
Jet acft only Indicates that the STAR procedure is restricted for use by jet aircraft only. A jet
aircraft is an aircraft powered by jet engines. This does not include propeller
powered aircraft. (i.e. A320, B737, CL60)
Turbo prop acft only Indicates that the STAR procedure is restricted for use by turbo propeller aircraft
only. A turbo propeller aircraft is an aircraft powered by one or more propellers
that are driven by turbine engines. (i.e. DH8C, BE20, C441)
Non jet acft only Indicates that the STAR procedure is restricted for use by non jet aircraft only.
A non jet aircraft is an aircraft powered by any engine type other than a jet engine.
Turbo propeller and piston propeller aircraft fit within this group.
(i.e. DH8C, SW4, PA31)
CAT H Indicates that the STAR procedure is restricted for use by helicopter aircraft only.

EFF 24 MAY 18
EFF 10 DEC 15
96
For non GNSS equipped When a STAR procedure is authorized for use by D/D/I equipped aircraft, a DME
acft, YWT, YMS and YSO signal coverage assessment is undertaken to ensure a suitable DME coverage
DMEs must be exists to support D/D/I navigation. When this assessment reveals critical DME
operational. facilities, they are listed. These DME facilities must be operational for the STAR
procedure to be used by D/D/I equipped aircraft. The critical DMEs are specified
TUKIR Transition: For with respect to the procedure as a whole or based on specific routes or transitions
non GNSS equipped acft, within the procedure.
YWT and YTP DMEs must
be operational.
* Holding @ LINNG 220 kt When a hold procedure requires speed limitations, leg length limitations and/or
or less, 10 NM legs, FL220 altitude limitations, they are specified in an operational note. An asterisk is charted
or below with the hold procedure symbol referring the reader to the applicable
operational note.

EFF 10 DEC 15
EFF 24 MAY 18
97
ONLY
PBN STAR
CYYZ-STAR-7A
TWR – 118.35 118.7
ARR – 132.8 124.47 125.4
ATIS – 120.82

EFF 25 JUN 15
CYYZ-STAR-7A

EFF 24 MAY 18
EFF 2 MAR 17
98
CYYZ-STAR-7B
UDNOX TWO ARR (RAGID.UDNOX2) ARRIVAL ROUTES CYYZ
TWR – 118.35 118.7
ARR – 132.8 124.47 125.4
ATIS – 120.82
UDNOX TWO ARR (RAGID.UDNOX2) ARRIVAL ROUTES CYYZ

EFF 25 JUN 15
CYYZ-STAR-7B

EFF 2 MAR 17
EFF 10 DEC 15 98 Canada Air Pilot
EFF 24 MAY 18
99
PBN STAR (with DTW and FACF)
CYUL-STAR-3B
STAR (RNAV) MONTRÉAL/PIERRE-ELLIOTT-TRUDEAU INTL, QC
HABBS ONE ARR (HABBS.HABBS1) ARRIVAL ROUTES CYUL
TWR – 119.9 267.1
ARR – 118.9 124.65 126.9
132.85 268.3
ATIS – 133.7 (En) 127.5 (Fr)
HABBS ONE ARR (HABBS.HABBS1) ARRIVAL ROUTES CYUL

EFF 25 JUN 15
CYUL-STAR-3B

EFF 24 MAY 18
EFF 13 NOV 14
100
Conventional STAR
CYVR-STAR-3B
STAR VANCOUVER INTL, BC
CASDY NINE ARR (CASDY.CASDY9) ARRIVAL ROUTES CYVR
TWR – 119.55 (N) 118.7 (S) 226.5
ARR – 128.6 133.1 134.22 352.7
ATIS – 124.6
CASDY NINE ARR (CASDY.CASDY9) ARRIVAL ROUTES CYVR

EFF 18 OCT 12
CYVR-STAR-3B

EFF 13 NOV 14
EFF 10 DEC 15
101
Legend for Standard Terminal Arrival Charts

Procedure Type Hold Pattern
Plain Language Designator Hold Inbound Track
Coded Designator Operational Altitude Restriction
Communication Information Operational Speed Restriction
En Route Transition Identification Radar Vector Expectation
Magnetic Variation Downwind Termination Waypoint
Operational Notes Final Approach Course Fix
Scale Indication Special Use Airspace
Waypoint Symbol Localizer Front Course
Waypoint Identification RNAV Approach Reference
MEA/MOCA (when MEA and MOCA NAVAID Symbol
values differ, both are charted;
NAVAID Identification
the MOCA is then denoted with
an asterisk) Operational Altitude to Expect
Segment Track Intersection Symbol
Segment Distance Intersection Identification
International Boundary PBN Requirements Box
Following Page Reference

EFF 10 DEC 15
101 Canada Air Pilot
EFF 8 SEP 22
102
AERODROME CHART LEGEND

All graphics presented here are for explanatory purposes only and are not intended to be used for navigation.
CYUL-AD-1
MONTRÉAL/PIERRE-ELLIOTT-TRUDEAU INTL, QC
AERODROME CHART CYUL
ATIS – (En) (Fr) CLNC DEL – TWR – DEP – (S) (SE) (SW)
APRON – (W) (NW) (NE)
GND –
TORA 11000 11000 9600 9600 7000 7000 7000 7000

TODA 11984 11984 10584 10584 7984 7984 7984 7984
ASDA 11000 11000 9600 9600 7000 7000 6000 6000
LDA 11000 11000 9600 9600 7000 7000 7000 7000
AERODROME CHART CYUL

CYUL-AD-1

EFF 8 SEP 22
EFF 8 SEP 22
103
Aerodrome Chart Legend

Declared Distance Night Obstruction
Take Off Run Available Building
Take Off Distance Available Threshold Elevation
Accelerate Stop Distance Available Runway Number
Landing Distance Available CAT I Holding Bar
Landing Distance Available Table Apron Identification
Magnetic Variation Runway
Latitude Coordinate Departure Procedure
Threshold Displacement Note Runway Slope Gradient
Visual Glide Slope Indicator NAVAID within AD Limit
Displaced Runway Threshold Operational Notes
Turnaround Bay Control Tower
Centreline Light Longitude Coordinate
Runway Bearing Construction Area
RVR Sensor Departure Climb Rate Table
Approach Lighting Reduced Visibility Operation Table
Wind Direction Indicator Low Visibility Operation Table
Taxiway Take-off Minima Box
Taxiway Identification Scale Bar
Aerodrome Geometric Centre Coordinate Geographic Grid
Runway Dimensions Hot Spot

EFF 8 SEP 22
EFF 31 DEC 20
104
LOW/REDUCED VISIBILITY TAXI CHART LEGEND

All graphics presented here are for explanatory purposes only and are not intended to be used for navigation.
CYUL-GM-3C
LOW VISIBILITY TAXI CHART MONTRÉAL/PIERRE-ELLIOTT-TRUDEAU INTL, QC
(RVR LESS THAN 1200 TO 600 FT) CYUL
ATIS – 133.7 (En) 127.5 (Fr) CLNC DEL – 125.6 TWR – 119.9 124.3 267.1
APRON – 122.07
GND – 121.9 275.8
(RVR LESS THAN 1200 TO 600 FT)

LOW VISIBILITY TAXI CHART
CYUL
CYUL-GM-3C

EFF 31 DEC 20
EFF 10 SEP 20
105
Legend for Low Visibility Taxi Chart

Communication Box Taxiway Identification
Magnetic Variation One Way Taxi
Operational Notes Taxiway with Centre Light
Stop Bar Low Visibility Taxiway
Runway with Centreline Light Building
Runway Number Runway Guard Lights
Touchdown Zone Lighting

EFF 10 SEP 20
EFF 15 SEP 16
106
APPROACH LIGHTS LEGEND
AC CENTRE ROW AD CENTRE ROW AE CENTRE ROW
CATEGORY II LOW INTENSITY CATEGORY I

HIGH INTENSITY HIGH INTENSITY
(Combined high (Combined high
intensity and intensity and
AD system) AD system)
09 09 09
Green Green Green
1000' 1000'
Side Red
Bars
Red
White Yellow
White
Minimum Length 2400' Minimum Length 2400' Minimum Length 2400'
AF CENTRE ROW AJ CENTRE ROW AO ODALS
MODIFIED CALVERT LOW INTENSITY OMNI-DIRECTIONAL

HIGH INTENSITY APPROACH LIGHTING SYSTEM
(Combined high
intensity and
AD system)
09 Green
09
NOTE: Threshold Green
outline in GREEN at
1000'
DND bases only.
09
White Sequenced
1500' flashing
Yellow
lights
Minimum Length 2400' Minimum Length 2400'

SF lights may or may not be SF lights may or may not be Standard Length 1500'
installed in outer 2000' installed in outer 2000'
RUNWAY THRESHOLD VISUAL ALIGNMENT

AS IDENTIFICATION
AZ GUIDANCE SYSTEM SF
LIGHTS AND RUNWAY
IDENTIFICATION LIGHTS Sequenced flashing strobe
lights installed in the approach
(UNI-DIRECTIONAL FLASHING (UNI-DIRECTIONAL ROTATING lighting at some aerodromes.
STROBE LIGHTS) BEAMS CREATING FLASHING EFFECT) System includes runway
threshold identification lights.
09 09
* A small asterisk after system
identification letters within the
approach summary indicates a
modification to the basic system.
See CFS for details.

EFF 15 SEP 16
EFF 15 SEP 16
107
AM MALSR AN SSALR AL ALSF-2
MEDIUM INTENSITY HIGH INTENSITY CATEGORY II/ III

APPROACH LIGHT HIGH INTENSITY
SYSTEM WITH RUNWAY
ALIGNMENT INDICATOR 09
LIGHTS Green
500' White
1000'
09 Green
Red
2400' Red
1400' White
White
2400' Sequenced
flashing
Sequenced lights
1000'
flashing lights
Standard Length 2400'
Standard Length 2400' NOTE: May be operated as SSALS or SSALR

during favourable weather conditions.
AR MALS AW SSALS AK MALSF
MEDIUM INTENSITY HIGH INTENSITY MEDIUM INTENSITY

APPROACH LIGHT APPROACH LIGHT
SYSTEM SYSTEM WITH
SEQUENCED
FLASHING 09 Green
LIGHTS
09 Green
1000'
White
1400'
1400' White Sequenced
flashing
lights
Standard Length 1400' Standard Length 1400'

EFF 15 SEP 16
EFF 15 SEP 16
108
Threshold and Runway Lighting
TE THRESHOLD and RUNWAY END STDZ SIMPLE TOUCHDOWN ZONE LIGHTS
Green White STDZ

18
Red
Touchdown
Zone STDZ
Marking
Red Aiming Point

Marking
36
Green THRESHOLD
Physical Graphic
Portrayal Representation
A CENTRELINE and TOUCHDOWN ZONE and

RAPID EXIT TAXIWAY RUNWAY CENTRELINE LIGHTING
TDZL
Red 1000'
Alt
Red 2000'
&
White
3000'
White
TDZL
THRESHOLD
Green
Physical Graphic
Portrayal Representation
Aircraft Radio Control of Aerodrome Lighting (ARCAL)

Type J To operate all aerodrome lighting for duration of approximately 15 minutes key mike
5 times within 5 seconds. The timing cycle may be restarted at any time by repeating the
keying sequence.
Note: Some systems will indicate when the duration period is over by flashing once, then
remaining on for a further 2 minutes before extinguishing completely. Other systems offer
no indication that the period is ending. The control system may operate H24 or between
sunset and sunrise.
Type K To operate all aerodrome lighting for a duration of approximately 15 minutes, key mike
7 times initially. This will ensure all lights are on maximum intensity. The intensity may
be adjusted up or down to any one of three settings by keying the mike 7, 5 or 3 times
within 5 seconds for high, medium or low intensity settings respectively. The timing cycle
may be restarted at any time by repeating the initial keying sequence. Where Runway
Indication Lights (code AS) are available, keying the microphone 3 times on the
appropriate frequency will turn them off.

EFF 15 SEP 16
EFF 15 SEP 16
109
Visual Glide Slope Indicators (VGSI)

Visual Approach Slope Indicator System (VASIS)
Bars may be located on either or both sides of the runway (Ref TC AIM AGA).
2 BAR VASIS for aircraft with eye-to-wheel height up to 10'

2 BAR VASIS for aircraft with eye-to-wheel height up to 25'
AVASIS – Abbreviated VASIS for aircraft with eye-to-wheel height up to 10'
(shown in brackets, 2 light units)
TWO BAR VASIS
Above
Approach
Slope
Bars:
On
Upwind
Approach
Downwind Slope
Below
Approach
Slope
LEGEND: White Red

EFF 15 SEP 16
EFF 6 FEB 14
110
Precision Approach Path Indicator (PAPI)

PAPI for aircraft with eye-to-wheel height up to 10'
APAPI – Abbreviated PAPI for aircraft with eye-to-wheel height up to 10'
Military PAPI Civil PAPI APAPI
Too High
Too High
Slightly High
On Correct
Approach Path On Correct
Approach Path
Slightly Low
Too Low Too Low
LEGEND: White Red

EFF 6 FEB 14
110 Canada Air Pilot
EFF 21 MAY 20
111
PSR/PAR
Military PSR/PAR
All military PSR/PAR operates continuously during IFR unless otherwise noted.
Note: PSR/PAR will be automatically alerted during actual or forecast IFR upon receipt of
a flight plan.
These DAs apply to civil pilots except when radar controller’s limits are higher than those
published below.
Civil Minima
Location Runway TDZE DA or HAT or VIS & RVR Frequencies
MDA HAA
Cold Lake, AB PAR-13L 1772 1972 200 ½ 119.4
PAR-13R 1771 1971 200 ½
PAR-22 1767 1967 200 ½
PAR-31R 1775 1975 200 ½ RVR 26 336.0
Goose Bay, NL PAR-08 160 360 200 ½ RVR 26 119.9 255.4
PAR-26 153 353 200 ½
Greenwood, NS PAR-08 85 285 200 ½ RVR 26 118.1 258.6
PAR-26 88 323 235 ½ RVR 26
PAR-30 91 329 238 ½
Moose Jaw, SK PAR-11L 1882 2082 200 ½ 119.0 227.6
PAR-29R 1881 2081 200 ½ RVR 26
Shearwater, NS Copter 156 141 341 200 ¼ 134.1
(Halifax) Copter 336 144 344 200 ¼ 289.4
PSR/PAR
EFF 21 MAY 20

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CAP CAUTION: THE INFORMATION

IN THIS PUBLICATION MAY

GEN BE SUPERSEDED BY NOTAM

GENERAL INFORMATION ........................................................................................................... 1

Published by NAV CANADA in accordance with ICAO Annexes 4 and 15

INTENTIONALLY LEFT BLANK

ii Canada Air Pilot

All aeronautical data questions should be directed to:

NAV CANADA IFR ATC Customer Service

ABBREVIATIONS AND ACRONYMS

A ATC Air Traffic Control

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

clb climb Eng English

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

HIRO High Intensity Runway Operations K

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

rt right TFC Traffic

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

ACCELERATE STOP DISTANCE AVAILABLE (ASDA):

AERODROME TRAFFIC FREQUENCY AREA (ATF):

BEFORE PROCEEDING ON COURSE (BPOC):

DECISION ALTITUDE (DA):

DECISION HEIGHT (DH):

FINAL APPROACH AND TAKE-OFF AREA (FATO):

GROUND ADVISORY SERVICE (GND ADV):

HEIGHT ABOVE AERODROME (HAA):

HEIGHT ABOVE THE SURFACE (HAS):

HEIGHT ABOVE THRESHOLD (HATh):

HEIGHT ABOVE TOUCHDOWN ZONE ELEVATION (HAT):

LANDING DIRECTION INDICATOR:

LANDING DISTANCE AVAILABLE (LDA):

MANDATORY FREQUENCY AREA (MF):

MINIMUM DESCENT ALTITUDE (MDA):

MINIMUM SECTOR ALTITUDE (MSA):

NON JET AIRCRAFT:

PROCEDURE TURN ENTRY ALTITUDE:

REGULATORY REVIEW DATE (RRD):

REQUIRED VISUAL REFERENCE:

RUNWAY VISUAL RANGE (RVR):

SAFE ALTITUDE 100 NM:

TAKE OFF DISTANCE AVAILABLE (TODA):

TAKE OFF RUN AVAILABLE (TORA):

THRESHOLD CROSSING HEIGHT (TCH):

TOUCHDOWN AND LIFT-OFF AREA (TLOF):

TOUCHDOWN ZONE (TDZ):

TOUCHDOWN ZONE ELEVATION (TDZE):

TURBO PROPELLER AIRCRAFT:

VERTICAL PATH ANGLE (VPA):

WIDE AREA AUGMENTATION SYSTEM (WAAS):

DESIGNATED MOUNTAINOUS REGIONS

Effective 0901Z 10 AUG 2023 to 0901Z 5 OCT 2023