Air Traffic Control Manual of Operations

TABLE OF CONTENTS
FOREWORD
DEFINITIONS
ABBREVIATIONS
INDEX
PART 1 — GENERAL
PART 2 — COMMUNICATIONS
PART 3 — AIRPORT AND VFR CONTROL
PART 4 — AREA AND TERMINAL CONTROL
PART 5 — RADAR PROCEDURES
PART 6 — EMERGENCIES
PART 7 — SPECIAL PROCEDURES
PART 8 — ALTITUDE RESERVATIONS AND MILITARY DIRECTIVES
PART 9 — FLIGHT PROGRESS STRIP MARKING
PART 10 — FORMS AND REPORTS
APPENDIX 1 — AERONAUTICAL TERMINOLOGY

INTENTIONALLY LEFT BLANK
Original
ATC TOC-1
AIR TRAFFIC CONTROL
MANUAL OF OPERATIONS
FOREWORD
The contents of this Manual supersede the directives contained in the 1993 edition of the Air Traffic
Control Manual of Operations.
Although it is not mandatory to retain the “Blue Sheets”, which form an integral part of the ATC Directive
(ATCD) amendment process, users of this Manual are strongly encouraged to do so. The information
contained in the “Blue Sheets” is considered valuable to users, since it provides the rationale,
background and summary of each change made to this publication.
This edition of ATC MANOPS includes a “Page Verification Sheet” which identifies the current status of
each individual page.
Suggestions for improvements or comments concerning apparent errors or omissions should be

forwarded in writing through normal channels to the undersigned.
R.R. Speiran
Manager
ATS Standards and Procedures
APRIL 22, 1999
2006-04-13
ATC-I
RECORD OF AMENDMENTS
NUMBER DATE DATE ENTERED ENTERED BY
P-ATCD 1999-1 and Included in this electronic edition

P-ATCD1999-2
ATCD 1999-1 1999-04-22 Included in this electronic edition
P-ATCD 1999-3 1999-05-31 Included in this electronic edition
P-ATCD 1999-4 1999-06-01 Included in this electronic edition
1999-07-15
ATC-II
NUMBER DATE DATE ENTERED ENTERED BY

1999-07-15
ATC-III
PAGE VERIFICATION SHEET
ATC-I 2006-04-13 1-21 1999-07-15 PART 3 3-70 2002-01-24
ATC-II 2006-04-13 1-22 1999-07-15 3-71 2004-07-08
ATC-III 1999-07-15 1-23 2005-04-14 3-1 2004-04-15 3-72 2004-07-08
ATC-IV 1999-07-15 1-24 2005-04-14 3-2 2004-04-15 3-73 2004-07-08
ATC-V 2004-09-30 1-25 2006-04-13 3-3 2006-01-19 3-74 2004-07-08
ATC-VI 2004-09-30 1-26 2006-04-13 3-4 2006-01-19 3-75 2006-01-19
ATC-VII 2006-07-20 1-27 2006-01-19 3-5 2002-01-24 3-76 2006-01-19
ATC-VIII 2006-07-20 1-28 2006-01-19 3-6 2002-01-24 3-77 2006-01-19
ATC-IX 2006-07-20 1-29 2006-01-19 3-7 2002-01-24 3-78 2006-01-19
ATC-X 2006-07-20 1-30 2006-01-19 3-8 2002-01-24 3-79 2005-09-29
1-31 2005-07-07 3-9 2005-01-20 3-80 2005-09-29
TOC-1 Original 1-32 2005-07-07 3-10 2005-01-20 3-81 2002-01-24
TOC-2 Original 1-33 2004-07-08 3-11 2005-04-14 3-82 2002-01-24
1-34 2004-07-08 3-12 2005-04-14
DEF-1 2006-01-19 1-35 2001-04-19 3-13 2004-09-30 PART 4
DEF-2 2006-01-19 1-36 2001-04-19 3-14 2004-09-30
DEF-3 2006-04-13 1-37 2004-01-22 3-15 2005-04-14 4-1 2005-01-20
DEF-4 2006-04-13 1-38 2004-01-22 3-16 2005-04-14 4-2 2005-01-20
DEF-5 2006-01-19 1-39 2006-01-19 3-17 2002-01-24 4-3 2005-01-20
DEF-6 2006-01-19 1-40 2006-01-19 3-18 2002-01-24 4-4 2005-01-20
DEF-7 2006-01-19 1-41 2003-07-10 3-19 2004-07-08 4-5 2005-01-20
DEF-8 2006-01-19 1-42 2003-07-10 3-20 2004-07-08 4-6 2005-01-20
DEF-9 2006-01-19 1-43 2004-09-30 3-21 2006-04-13 4-7 2006-07-20
DEF-10 2006-01-19 1-44 2004-09-30 3-22 2006-04-13 4-8 2006-07-20
DEF-11 2006-01-19 1-45 2003-01-23 3-23 2003-04-17 4-9 2006-07-20
DEF-12 2006-01-19 1-46 2003-01-23 3-24 2003-04-17 4-10 2006-07-20
DEF-13 2006-07-20 1-47 2001-01-25 3-25 2003-07-10 4-11 2005-01-20
DEF-14 2006-07-20 1-48 2001-01-25 3-26 2003-07-10 4-12 2005-01-20
DEF-15 2006-07-20 1-49 Original 3-27 2006-07-20 4-13 2005-01-20
DEF-16 2006-07-20 1-50 Original 3-28 2006-07-20 4-14 2005-01-20
DEF-17 2006-07-20 1-51 2006-01-19 3-29 2002-01-24 4-15 2005-07-07
DEF-18 2006-07-20 1-52 2006-01-19 3-30 2002-01-24 4-16 2005-07-07
1-53 Original 3-31 2006-01-19 4-17 2006-01-19
ABB-1 2006-07-20 1-54 Original 3-32 2006-01-19 4-18 2006-01-19
ABB-2 2006-07-20 1-55 2004-04-15 3-33 2002-01-24 4-19 2006-01-19
ABB-3 2006-04-13 1-56 2004-04-15 3-34 2002-01-24 4-20 2006-01-19
ABB-4 2006-04-13 1-57 2004-04-15 3-35 2006-01-19 4-21 2006-01-19
1-58 2004-04-15 3-36 2006-01-19 4-22 2006-01-19
IND-1 2006-07-20 1-59 2004-04-15 3-37 2006-01-19 4-23 2006-07-20
IND-2 2006-07-20 1-60 2004-04-15 3-38 2006-01-19 4-24 2006-07-20
IND-3 2006-07-20 3-39 2006-01-19 4-25 2006-07-20
IND-4 2006-07-20 PART 2 3-40 2006-01-19 4-26 2006-07-20
IND-5 2006-07-20 3-41 2005-01-20 4-27 2005-01-20
IND-6 2006-07-20 2-1 Original 3-42 2005-01-20 4-28 2005-01-20
IND-7 2006-07-20 2-2 Original 3-43 2006-01-19 4-29 2006-07-20
IND-8 2006-07-20 2-3 2006-07-20 3-44 2006-01-19 4-30 2006-07-20
IND-9 2006-07-20 2-4 2006-07-20 3-45 2002-01-24 4-31 2005-01-20
IND-10 2006-07-20 2-5 Original 3-46 2002-01-24 4-32 2005-01-20
2-6 Original 3-47 2002-01-24 4-33 2006-01-19
PART 1 2-7 2006-07-20 3-48 2002-01-24 4-34 2006-01-19
2-8 2006-07-20 3-49 2002-01-24 4-35 2006-01-19
1-1 2006-07-20 2-9 2006-07-20 3-50 2002-01-24 4-36 2006-01-19
1-2 2006-07-20 2-10 2006-07-20 3-51 2006-01-19 4-37 2005-01-20
1-3 2004-07-08 2-11 2006-07-20 3-52 2006-01-19 4-38 2005-01-20
1-4 2004-07-08 2-12 2006-07-20 3-53 2004-07-08 4-39 2005-01-20
1-5 2006-07-20 2-13 2006-07-20 3-54 2004-07-08 4-40 2005-01-20
1-6 2006-07-20 2-14 2006-07-20 3-55 2003-01-23 4-41 2006-01-19
1-7 2006-07-20 2-15 2006-07-20 3-56 2003-01-23 4-42 2006-01-19
1-8 2006-07-20 2-16 2006-07-20 3-57 2005-01-20 4-43 2005-04-14
1-9 2006-07-20 2-17 2006-07-20 3-58 2005-01-20 4-44 2005-04-14
1-10 2006-07-20 2-18 2006-07-20 3-59 2006-01-19 4-45 2006-07-20
1-11 2005-07-07 2-19 2006-07-20 3-60 2006-01-19 4-46 2006-07-20
1-12 2005-07-07 2-20 2006-07-20 3-61 2006-07-20 4-47 2006-01-19
1-13 2006-07-20 2-21 2006-07-20 3-62 2006-07-20 4-48 2006-01-19
1-14 2006-07-20 2-22 2006-07-20 3-63 2005-07-07 4-49 2005-01-20
1-15 2005-01-20 2-23 2006-07-20 3-64 2005-07-07 4-50 2005-01-20
1-16 2005-01-20 2-24 2006-07-20 3-65 2003-07-10 4-51 2005-01-20
1-17 2006-01-19 2-25 2006-07-20 3-66 2003-07-10 4-52 2005-01-20
1-18 2006-01-19 2-26 2006-07-20 3-67 2005-01-20 4-53 2006-01-19
1-19 2004-09-30 3-68 2005-01-20 4-54 2006-01-19
1-20 2004-09-30 3-69 2002-01-24 4-55 2005-01-20
2004-09-30
ATC-IV
4-56 2005-01-20 5-19 2006-04-13 6-22 Original 8-20 Original
4-57 2005-01-20 5-20 2006-04-13 6-23 2006-07-20 8-21 Original
4-58 2005-01-20 5-21 2006-07-20 6-24 2006-07-20 8-22 Original
4-59 2005-01-20 5-22 2006-07-20 6-25 2005-04-14 8-23 2002-01-24
4-60 2005-01-20 5-23 2005-01-20 6-26 2005-04-14 8-24 2002-01-24
4-61 2005-01-20 5-24 2005-01-20 6-27 2005-04-14 8-25 2002-10-03
4-62 2005-01-20 5-25 2005-01-20 6-28 2005-04-14 8-26 2002-10-03
4-63 2005-01-20 5-26 2005-01-20 6-29 Original 8-27 2002-04-18
4-64 2005-01-20 5-27 2002-01-24 6-30 Original 8-28 2002-04-18
4-65 2005-01-20 5-28 2002-01-24 6-31 2003-01-23 8-29 Original
4-66 2005-01-20 5-29 2006-01-19 6-32 2003-01-23 8-30 Original
4-67 2005-01-20 5-30 2006-01-19 6-33 2005-09-29 8-31 2002-01-24
4-68 2005-01-20 5-31 2004-01-22 6-34 2005-09-29 8-32 2002-01-24
4-69 2005-01-20 5-32 2004-01-22
4-70 2005-01-20 5-33 2005-09-29 PART 7 PART 9
4-71 2005-01-20 5-34 2005-09-29
4-72 2005-01-20 5-35 2004-01-22 7-1 2006-07-20 9-1 Original
4-73 2005-01-20 5-36 2004-01-22 7-2 2006-07-20 9-2 Original
4-74 2005-01-20 5-37 2006-07-20 7-3 2006-07-20 9-3 2003-01-23
4-75 2005-01-20 5-38 2006-07-20 7-4 2006-07-20 9-4 2003-01-23
4-76 2005-01-20 5-39 Original 7-5 2006-07-20 9-5 2004-04-15
4-77 2005-01-20 5-40 Original 7-6 2006-07-20 9-6 2004-04-15
4-78 2005-01-20 5-41 2002-10-03 7-7 2004-07-08 9-7 2006-07-20
4-79 2005-01-20 5-42 2002-10-03 7-8 2004-07-08 9-8 2006-07-20
4-80 2005-01-20 5-43 2006-01-19 7-9 2004-09-30 9-9 2006-07-20
4-81 2005-01-20 5-44 2006-01-19 7-10 2004-09-30 9-10 2006-07-20
4-82 2005-01-20 5-45 2000-04-20 7-11 2005-04-14 9-11 Original
4-83 2005-01-20 5-46 2000-04-20 7-12 2005-04-14 9-12 Original
4-84 2005-01-20 5-47 2006-01-19 7-13 2005-04-14 9-13 2004-07-08
4-85 2005-01-20 5-48 2006-01-19 7-14 2005-04-14 9-14 2004-07-08
4-86 2005-01-20 5-49 2002-01-24 7-15 2006-01-19 9-15 1999-10-07
4-87 2006-01-19 5-50 2002-01-24 7-16 2006-01-19 9-16 1999-10-07
4-88 2006-01-19 5-51 2006-01-19 7-17 2005-04-14 9-17 2006-07-20
4-89 2006-01-19 5-52 2006-01-19 7-18 2005-04-14 9-18 2006-07-20
4-90 2006-01-19 5-53 2006-01-19 7-19 2005-04-14 9-19 2002-01-24
4-91 2005-01-20 5-54 2006-01-19 7-20 2005-04-14 9-20 2002-01-24
4-92 2005-01-20 5-55 2002-01-24 7-21 2005-04-14 9-21 1999-10-07
4-93 2006-01-19 5-56 2002-01-24 7-22 2005-04-14 9-22 1999-10-07
4-94 2006-01-19 5-57 2005-01-20 7-23 2005-04-14 9-23 2006-07-20
4-95 2005-01-20 5-58 2005-01-20 7-24 2005-04-14 9-24 2006-07-20
4-96 2005-01-20 5-59 2001-01-25 7-25 2005-04-14 9-25 Original
4-97 2006-07-20 5-60 2001-01-25 7-26 2005-04-14 9-26 Original
4-98 2006-07-20 5-61 2004-07-08 7-27 2006-01-19 9-27 2004-04-15
4-99 2005-01-20 5-62 2004-07-08 7-28 2006-01-19 9-28 2004-04-15
4-100 2005-01-20 5-63 2004-07-08 7-29 2005-04-14 9-29 2003-07-10
4-101 2005-01-20 5-64 2004-07-08 7-30 2005-04-14 9-30 2003-07-10
4-102 2005-01-20 7-31 2006-07-20 9-31 2006-07-20
4-103 2005-01-20 PART 6 7-32 2006-07-20 9-32 2006-07-20
4-104 2005-01-20 9-33 2006-04-13
6-1 2005-09-29 PART 8 9-34 2006-04-13
PART 5 6-2 2005-09-29 9-35 2005-07-07
6-3 2004-09-30 8-1 2002-04-18 9-36 2005-07-07
5-1 2002-01-24 6-4 2004-09-30 8-2 2002-04-18
5-2 2002-01-24 6-5 2006-01-19 8-3 2006-01-19 PART 10
5-3 2004-01-22 6-6 2006-01-19 8-4 2006-01-19
5-4 2004-01-22 6-7 2003-01-23 8-5 2006-01-19 10-1 2002-10-03
5-5 2005-07-07 6-8 2003-01-23 8-6 2006-01-19 10-2 2002-10-03
5-6 2005-07-07 6-9 2005-04-14 8-7 2006-04-13 10-3 2006-07-20
5-7 2005-07-07 6-10 2005-04-14 8-8 2006-04-13 10-4 2006-07-20
5-8 2005-07-07 6-11 1999-10-07 8-9 Original 10-5 1999-10-07
5-9 2006-01-19 6-12 1999-10-07 8-10 Original 10-6 1999-10-07
5-10 2006-01-19 6-13 2006-01-19 8-11 2006-01-19 10-7 2006-07-20
5-11 2005-01-20 6-14 2006-01-19 8-12 2006-01-19 10-8 2006-07-20
5-12 2005-01-20 6-15 2005-01-20 8-13 2006-01-19 10-9 2004-04-15
5-13 2006-07-20 6-16 2005-01-20 8-14 2006-01-19 10-10 2004-04-15
5-14 2006-07-20 6-17 2003-01-23 8-15 Original 10-11 2003-04-17
5-15 2005-01-20 6-18 2003-01-23 8-16 Original 10-12 2003-04-17
5-16 2005-01-20 6-19 2006-01-19 8-17 2005-04-14 10-13 2005-04-14
5-17 2006-01-19 6-20 2006-01-19 8-18 2005-04-14 10-14 2005-04-14
5-18 2006-01-19 6-21 Original 8-19 Original 10-15 2004-01-22
2006-07-20
ATC-V
10-16 2004-01-22
10-17 2000-04-20
10-18 2000-04-20
10-19 2004-09-30
10-20 2004-09-30
10-21 2003-10-02
10-22 2003-10-02
APPENDICE 1
APP1-1 2006-01-19
APP1-2 2006-01-19
APP1-3 2004-01-22
APP1-4 2004-01-22
APP1-5 2002-07-11
APP1-6 2002-07-11
APP1-7 2006-07-20
APP1-8 2006-07-20
APP1-9 2002-07-11
APP1-10 2002-07-11
APP1-11 2002-07-11
APP1-12 2002-07-11
APP1-13 2006-07-20
APP1-14 2006-07-20
APP1-15 2002-07-11
APP1-16 2002-07-11
APP1-17 2002-07-11
APP1-18 2002-07-11
APP1-19 2002-07-11
APP1-20 2002-07-11
APP1-21 2002-07-11
APP1-22 2002-07-11
APP1-23 2006-01-19
APP1-24 2006-01-19
2006-07-20
ATC-VI
DEFINITIONS
As used in this Manual, the following terms have the meanings defined:
ABEAM — The general position of an aircraft in relation to a fix, point or object that is approximately 90
degrees to the right or left of the aircraft’s track.
ABORT — To terminate a planned aircraft manoeuvre.
ACCIDENT — Any aviation occurrence where, at any time during the period commencing when the
first person boards an aircraft for the purpose of flight and ending when the last person disembarks from
the aircraft after the flight:
A. a person, other than a stowaway, sustains a serious injury or fatal injury, that is not self-inflicted or
inflicted by another person or caused by natural causes, as a result of that person:
1. being in the aircraft;
2. coming into direct contact with any part of the aircraft, including any part that may have become
detached from the aircraft; or
3. being directly exposed to the jet blast of the aircraft;
B. the aircraft sustains damage or structural failure adversely affecting the structural strength,
performance or flight characteristics of the aircraft and normally requiring major repair or
replacement of any affected component part, other than damage or failure that is limited to:
1. the engine, its cowlings, or its accessories;
2. the propellers, wing tips, antennas, tires, brakes or fairings; or
3. small dents or puncture holes in the aircraft skin; or
C. the aircraft is missing or is completely inaccessible.
ACTIVE RUNWAY — Any runway currently being used for takeoff or landing. When multiple runways
are being used, they are all considered active runways.
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.
AERONAUTICAL GROUND LIGHT — Any light specially provided as an aid to air navigation, other
than a light displayed on an aircraft.
AIR TAXI — Movement of a helicopter above the surface of an aerodrome, but normally not above 100
feet AGL. The aircraft may proceed via either hover taxi or flight at speeds more than 20 knots. The pilot
is solely responsible for selecting a safe airspeed/altitude for the operation being conducted. (See
HOVER TAXI).
AIR TRAFFIC — All aircraft in flight or operating on the manoeuvring area of an aerodrome.
AIR TRAFFIC CONTROL CLEARANCE — An authorization issued by an ATC unit for an aircraft to
proceed within controlled airspace in accordance with the conditions specified by that unit.
2006-01-19
ATC DEF-1
AIR TRAFFIC CONTROL INSTRUCTION — A directive issued by an ATC unit for ATC purposes.
AIR TRAFFIC CONTROL OPERATIONS SUPPORT SPECIALIST — An employee assigned to

perform non-control functions in an ATC unit.
AIR TRAFFIC CONTROL UNIT — As the circumstances require, this may be:
A. an ACC established to provide air traffic control service to IFR aircraft and controlled VFR aircraft;
or
B. a control tower established at an airport to provide air traffic control service to airport traffic.
AIR TRAFFIC CONTROLLER — A person holding a valid licence to control air traffic.
AIR TRAFFIC SERVICES — The following services that are provided by ATC units:
A. IFR CONTROL SERVICES
1. AREA CONTROL SERVICE — The control service provided by ACCs to IFR and CVFR
aircraft operating within specified control areas.
2. TERMINAL CONTROL SERVICE — The control service provided by ACCs to aircraft
operating within specified control areas.
B. VFR CONTROL SERVICES
1. AIRPORT CONTROL SERVICE — The control service provided by Airport Control Towers to
airport traffic.
2. RADAR SERVICE — The control service provided by ATC units to:
a. VFR aircraft operating within Class B C and D airspace; and
b. aircraft in a Tower Radar Area.
C. INFORMATION SERVICES
1. AIRCRAFT MOVEMENT INFORMATION SERVICE (AMIS) — The service provided by ACCs
for the collection, processing, and dissemination of aircraft movement information, for use by air
defence units.
2. ALERTING SERVICE — The service provided by ATC units to notify appropriate organizations
regarding aircraft in need of search and rescue aid, and to assist such organizations, as
required. This service also includes the alerting of crash equipment, ambulances, doctors, and
any other safety services.
3. FLIGHT INFORMATION SERVICE — The service provided by ATC units for the purpose of
giving advice and information, useful for the safe and efficient movement of aircraft. This service
includes:
a. information on adverse weather conditions as reported, visually observed, or radar observed;
b. information on the unserviceability of NAVAIDs and facilities;
c. traffic information;
d. radar assistance, on request, to all aircraft operating within radar coverage and desiring
position information, navigational guidance, or both; and
e. VHF/UHF direction-finding assistance to aircraft operating within the range of stations so
equipped.
2006-01-19
ATC DEF-2
D. SUPPLEMENTARY SERVICES
1. ALTITUDE RESERVATION SERVICE — The service provided by ARE, ARW and ACCs to
provide reserved altitudes for specified air operations in controlled airspace and to provide
information concerning these reservations and military activity areas in controlled and
uncontrolled airspace.
2. CUSTOMS NOTIFICATION SERVICE (ADCUS) — Expression used by pilots to request that
ATC advise U.S. Customs on their behalf of the estimated time of landing at destination.
AIRBORNE COLLISION AVOIDANCE SYSTEM — An aircraft system, based on secondary

surveillance radar (SSR) transponder signals, which operates independently of ground-based
equipment, to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR
transponders.
AIRCRAFT MOVEMENT — A takeoff, landing, or simulated approach by an aircraft.
AIRCRAFT MOVEMENT SURFACE CONDITION REPORT — The report that details the surface
conditions for all aircraft movement areas including runway, taxiways and aprons.
AIRCRAFT OCCURRENCE — Any deviation from the Canadian Aviation Regulations associated with
the operation of an aircraft.
AIRFILE — Flight plan or flight itinerary information filed from an aircraft in flight.
AIRMET — Short-term meteorological information intended primarily for aircraft in flight, to notify pilots
of potentially hazardous weather conditions not described in the current area forecast and not requiring
a SIGMET.
The criteria for issuing an AIRMET are the unforeseen development, dissipation or non-occurrence of
forecast
A. IFR conditions (broken or overcast cloud condition at less than 1000 ft. AGL and/or visibility less
than 3 SM);
B. freezing precipitation (not requiring a SIGMET);
C. moderate icing;
D. moderate turbulence;
E. thunderstorms (isolated as opposed to a line);
F. an increase in the surface mean wind over a large area to 20 kt. or more, or an increase in gusts to
30 kt. or more, when no winds were originally forecast; or
G. a difference between the forecast and observed wind direction greater than 60°.
AIRPORT — An aerodrome in respect of which an airport certificate is in force.
AIRPORT CONTROLLER — Duty controller assigned to the airport control position in an Airport
Control Tower.
AIRPORT TRAFFIC — All traffic on the manoeuvring area of an airport and all aircraft flying in the
vicinity of an airport.
ALTIMETER SETTING REGION — Designated areas within which aircraft use the altimeter setting of
the nearest station along the route of flight.
2006-04-13
ATC DEF-3
ALTITUDE — The vertical distance of a level, a point or an object considered as a point, measured from
mean sea level.
ALTITUDE READOUT — SSR Mode C-derived altitude information displayed in a data tag or tabular
list.
ALTITUDE RESERVATION — An airspace of defined dimensions within controlled airspace, reserved

for the use of a civil or military agency during a specified period. An altitude reservation may be confined
to a fixed area (stationary) or moving in relation to the aircraft that operate within it (moving).
ALTITUDE RESERVATION SPECIALIST — An employee in ARE or ARW assigned responsibility for

processing requests for altitude reservations.
AMIS SECTION — A section established within an ACC to provide Aircraft Movement Information
Service to air defence units.
* APPROACH AREA — (see Final Approach).
APPROACH LIGHTS — Lights indicating a desired line of approach to a landing area.
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 necessary for such purposes.
ARC — The track over the ground, of an aircraft flying at a constant distance from a NAVAID, by
reference to distance measuring equipment (DME).
AREA CONTROLLER — Duty controller assigned to a control position in an ACC.
AREA NAVIGATION (RNAV) — A method of navigation which permits aircraft operation on any desired
flight path within the coverage of station-referenced NAVAIDs or within the limits of the capability of self-
contained aids, or a combination of these.
AREA OF RESPONSIBILITY — A geographical area within which alerting service is provided by an

ATS unit designated as the responsible unit.
ARRIVAL CONTROLLER — Duty controller assigned to an arrival control position.
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) — The provision, throughout the day or a
specified portion of the day, of current, routine information to arriving and departing aircraft by means
of continuous and repetitive recorded broadcasts.
BACKTRACK — The taxiing of an aircraft on a runway in use in a direction opposite to the landing or
takeoff direction.
BASE LEG — A flight path extending from the end of the downwind leg to the extended centreline of
the approach end of the landing runway (or landing path).
2006-04-13
ATC DEF-4
BEACON — An aeronautical light arranged, either through optical design or mechanical motion, to be
visible to all azimuths, either continuously or consecutively, to designate a particular point on the
surface of the earth.
CANADIAN RUNWAY FRICTION INDEX — The average of the runway friction as measured by a
mechanical or electronic decelerometer and reported through the Aircraft Movement Surface Condition
Report.
CAUTIONARY (WAKE TURBULENCE) — Information transmitted to an aircraft on one of the

following:
A. the possible location of wake turbulence.
B. the location of a heavy or medium aircraft behind which it will pass or follow.
CAVOK — An abbreviation indicating the simultaneous occurrence of the following meteorological

conditions:
A. no cloud below 5,000 feet, or below the highest minimum sector altitude, whichever is higher, and
no cumulonimbus;
B. a visibility of 6 statute miles or more; and
C. no precipitation, thunderstorms, shallow fog, or drifting snow.
CEILING — The lesser of:

A. the height above ground or water of the base of the lowest layer of cloud covering more than half
the sky; or
B. the vertical visibility in a surface-based layer which completely obscures the whole sky.
CLEARANCE LIMIT — The point to which an aircraft is granted an ATC clearance.
CLEARED FOR THE OPTION —

A. For an arriving aircraft — ATC authorization for an aircraft to make a touch-and-go, low approach,
missed approach, stop and go, or full stop landing at the discretion of the pilot.
B. For a departing aircraft — ATC authorization for an aircraft to make a simulated rejected takeoff,
reduced power takeoff and a simulated engine out failure on departure procedure at the discretion
of the pilot.
CLOSED RNAV STAR — A STAR that terminates at the Final Approach Course Fix (FACF). Normally
used when the inbound track is within plus or minus 90 degrees, of the final approach course, to the
runway.
COAST LIST — A tabular record of flight data on previously correlated targets whose position updates
are no longer received by RDPS.
COASTING — A function that displays the predicted position of a target for a flight plan-correlated radar
tracks in the event of a missed or ambiguous radar return.
CODE (SSR Code) — The number assigned to a particular multiple-pulse reply signal transmitted by
a transponder.
2006-01-19
ATC DEF-5
COMMON POINT —
A. A single fix, whether a ground based NAVAID, a fix derived from NAVAIDs, or geographical
coordinates expressed in degrees of latitude and longitude, over which two or more aircraft will
pass, or have passed before proceeding on the same track or diverging tracks.
B. For the purpose of longitudinal separation between aircraft using DME and/or GPS, a common
point is defined as the same DME NAVAID, the same GPS reference position or a collocated DME
NAVAID/GPS reference position.
COMPULSORY REPORTING POINT — A reporting point over which an aircraft must report to ATC.
CONFLICT — Actual or predicted convergence of aircraft that violates one or more separation minima.
CONFLICT RESOLUTION — The resolution of potential conflicts between IFR/VFR and VFR/VFR
aircraft that are radar identified and in communication with ATC.
CONTACT APPROACH — An approach wherein an aircraft on an IFR flight plan, having an ATC
authorization and operating clear of clouds with at least 1 mile flight visibility and a reasonable
expectation of continuing to the destination airport in those conditions, may deviate from the instrument
approach procedure and proceed to the destination airport by visual reference to the surface of the
earth.
CONTROLLED AIRPORT — An airport at which an airport control service is provided.
CONTROLLED AIRSPACE — An airspace of defined dimensions within which ATC service is

provided.
CONTROLLED VFR FLIGHT — A flight conducted under visual flight rules within Class B Airspace
and in accordance with an ATC clearance.
CONTROLLER JURISDICTION SYMBOL (CJS) — Symbol that identifies a sector.
COORDINATING CONTROLLER — A duty controller assigned to coordinate flight data between two
or more control positions.
CORRELATION — A function that matches a radar track with flight plan data on the basis of an
aircraft’s discrete SSR code or a manual input.
CORRELATION LINE — A line, with reference to which aircraft movement information is required.
CROSSING TRACK — A term used in the application of separation, indicating tracks that converge or
diverge at an angle of 45 degrees to 135 degrees inclusive.
CROSSWIND — For runway operations a crosswind is considered to exist whenever the surface wind
exceeds an angle of 19 to 90 degrees to the runway in use, thus subtracting from the ground speed of
an aircraft using that particular runway.
2006-01-19
ATC DEF-6
CROSSWIND COMPONENT — The wind speed measured in knots at angles from 20 to 90 degrees
from the runway in use which would equal the effect of a wind applied at 090 degrees to the runway in
use. Components are specified in a component table for a specified permissible crosswind.
DAYLIGHT — The period of time during any day that begins with the morning civil twilight and ends with
the evening civil twilight.
DEPARTURE CONTROLLER — Duty controller assigned to a departure control position.
DISCRETE EMERGENCY FREQUENCY — A frequency used by ARFF at specified airports for direct
ground communications with cockpit crews during an incident.
DISTANCE MEASURING EQUIPMENT (DME) — Airborne and ground equipment used to measure the
slant range distance from a DME NAVAID in nautical miles.
DME FIX — A geographical position determined by reference to a NAVAID, which provides distance
and azimuth information and is defined by a specified distance in nautical miles and a radial in degrees
magnetic or true from the NAVAID.
DOWNWIND LEG — A flight path parallel to the landing runway (or landing path) in the direction
opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg.
DOWNWIND TERMINATION WAYPOINT (DTW) — The waypoint located downwind to the landing
runway abeam the FACF where an open RNAV STAR terminates.
EMERGENCY CO-ORDINATION CENTRE (ECC) — A facility established at selected airports to

provide assistance to aircraft experiencing emergencies such as bomb threats or acts of unlawful
interference.
ESTABLISHED HOLDING AREA — A holding area which has been predetermined by the unit
responsible for the airspace concerned.
ESTIMATE — The time, in UTC, at which an IFR aircraft is calculated, by either the controller or pilot,
to arrive over a significant point.
ESTIMATED — The terminology used within Air Traffic Services when communicating an ATC
estimate.
ESTIMATED TIME OF ARRIVAL — The time at which it is estimated that the aircraft will land, provided
that no delay is experienced. Calculation of the ETA in the case of an IFR flight, to an aerodrome served
by one or more NAVAIDs, is based on the average time required by the aircraft to complete an
instrument approach procedure at the aerodrome.
ESTIMATING — The terminology used within Air Traffic Services when communicating a pilot
estimate.
2006-01-19
ATC DEF-7
EVENING CIVIL TWILIGHT — Relative to the standard meridians of the time zones, the period of time
that begins at sunset and ends at the time specified by the Institute of National Measurement Standards
of the National Research Council of Canada.
Note: Evening civil twilight ends in the evening when the centre of the sun's disc is 6 degrees
below the horizon.
EXPANDED FRONTAL WIDTH — Either the lateral distance between the outermost aircraft in a
moving altitude reservation, when such distance has been stated in an APREQ and has been approved,
or the approved frontal width for a non-standard formation flight.
EXPECT APPROACH CLEARANCE TIME — The time at which it is expected that an aircraft will be
cleared to commence approach for a landing.
EXPECT FURTHER CLEARANCE TIME — The time at which it is expected that further clearance will
be issued to an aircraft.
FACT FINDING BOARD — A team convened following an operating irregularity involving air traffic
controllers, to investigate the occurrence.
FINAL APPROACH — The segment of an instrument approach between the final approach fix or point
and the runway, airport or missed approach point, whichever is encountered last, wherein alignment
and descent for landing are accomplished.
FINAL APPROACH COURSE — The localizer, global positioning system (GPS) or area navigation
(RNAV) course, LF/MF bearing or VHF/UHF radial that defines the final approach track specified in an
instrument approach procedure (IAP) or, in the case of a radar approach, the extended runway
centreline.
FINAL APPROACH COURSE FIX — A fix or waypoint aligned on the final approach course of an
instrument procedure:
A. prior to the point of glide path intercept on a precision approach;
B. prior to the final approach fix on a non-precision approach procedure that has a designated final
approach fix;
C. prior to any step-down fixes on a non-precision approach with designated fixes but no final
approach fix; and
D. on a non-precision approach procedure with no final approach fix or step-down fixes at a point that
would permit a normal landing approach.
FINAL APPROACH FIX — The fix of a non-precision instrument approach procedure where the final
approach segment commences.
FINAL APPROACH LEG OR FINAL LEG — A flight path extending from the end of the base leg in the
direction of landing, to and along the extended centreline of the runway (or landing path), to the
threshold of the landing runway (or landing path).
2006-01-19
ATC DEF-8
FINAL APPROACH SEGMENT — That part of an instrument approach procedure (IAP) from the time
that the aircraft:
A. completes the last procedure turn or base turn, where one is specified;
B. crosses the the final approach fix (FAF), waypoint or point; or
C. intercepts the last track specified for the procedure until it reaches the missed approach point
(MAP). It is in this part of the procedure that alignment and descent for landing are accomplished.
FIX — A geographical location determined either by visual reference to the ground, or by means of
radio aids or other navigational devices.
FIX TOLERANCE AREA — An area determined by considering the position indication errors
applicable to a particular type of fix.
FLIGHT INFORMATION REGION (FIR) — An airspace of defined dimensions, extending upwards

from the surface of the earth, within which flight information service and alerting service are provided.
FLIGHT LEVEL — An altitude expressed in hundreds of feet, indicated on an altimeter set to 29.92
inches of mercury or 1013.2 MB.
FLIGHT LINE — The actual photographic run of a photo survey aircraft, in which a series of
overlapping photographic exposures are being taken and in which the aircraft must necessarily move
precisely along a predetermined track or tracks and at a predetermined critical altitude.
FLIGHT MANAGEMENT SYSTEM (FMS) — A computer system that uses a large database to allow
routes to be programmed and fed into the system by means of a data loader. The system is constantly
updated with respect to position and accuracy by reference to conventional navigational aids.
FLIGHT PLAN — Specified information submitted in accordance with the Canadian Aviation
Regulations with regard to the intended flight of an aircraft.
FLIGHT PLAN OFFICE — The office at which flight plans are to be filed. This may be an ATC unit, an
FSS, an operations office, or other designated airport office.
FLIGHT VISIBILITY — The average range of visibility at any given time, forward from the cockpit of
an aircraft in flight.
FLY-BY WAYPOINT - A waypoint that requires the use of turn anticipation to avoid overshoot of the
next flight segment.
FLY-OVER WAYPOINT - A waypoint that precludes any turn until the waypoint is overflown by an
intercept manoeuvre of the next flight segment.
2006-01-19
ATC DEF-9
FORMATION FLIGHT — More than one aircraft which, by prior arrangement between the pilots,
normally operate as a single aircraft with regard to navigation and position reporting. Formation flights
may be identified on individual IFR flight plans or may be contained within an ALTRV. As circumstances
require, they may be:
A. Standard formation — One in which:
1. the formation leader will operate at the assigned altitude and the other formation aircraft will be
within one hundred feet vertically of the altitude of the formation leader;
2. the formation will occupy a maximum frontal width of one NM; and
3. the formation will have a maximum longitudinal spacing of one NM between the first and the last
aircraft.
B. Non-standard formation — An individual flight plan formation, whereby through prior arrangement
with ATC, the flight leader has requested and ATC has approved other than standard formation
dimensions.
FREE AREA — An area of defined dimensions, within which the flight of an aircraft, under certain
conditions, does not normally require AMIS action.
FUEL REMAINING — A phrase used by both pilots and ATS when referring to the amount of fuel
remaining on board until actual fuel exhaustion. When transmitting such information, either in response
to an ATS query or a pilot initiated advisory, pilots will state the approximate number of minutes the flight
can continue with the fuel remaining. All reserve fuel should be included in the time stated, as should
an allowance for established fuel gauge system error.
FUNCTION — A single task performed by the system, either automatically or in response to a manual
input.
GO AROUND — An instruction to abandon an approach or landing.
GROUND CONTROLLER — Duty controller assigned to the ground control position in an Airport
Control Tower.
GROUND VISIBILITY — The visibility at an airport, as reported by an observer accredited by the

Minister for that purpose or the prevailing visibility as observed by an airport controller.
HAND-OFF — The process of transferring radar identification of an aircraft target and radio
communications for that aircraft, to another controller, to enable uninterrupted provision of radar
service.
HAZARDOUS SITUATION — An occurrence in which flight safety was jeopardized, or was not
assured for a period of time.
HEADING — The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in
degrees from north (true, magnetic, compass, or grid).
HEAVY AIRCRAFT — An aircraft certificated for a maximum take-off weight of 136,000 kilograms
(300,000 pounds) or more.
2006-01-19
ATC DEF-10
HOLDING AREA — The airspace to be protected for holding aircraft, in accordance with the ATC
Holding Criteria Document.
HOLDING FIX — A fix that is specified as a reference point in establishing and maintaining the position
of a holding aircraft.
HOVER TAXI — Movement of a helicopter above the surface of an aerodrome and in ground effect at
airspeeds less than approximately 20 knots. The actual height may vary, and some helicopters may
require hover taxi above 25 feet AGL, to reduce ground effect turbulence or provide clearance for cargo
slingloads. (See AIR TAXI).
IFR AIRCRAFT — An aircraft operating in accordance with the instrument flight rules.
IFR FLIGHT — A flight conducted in accordance with the instrument flight rules.
INITIAL APPROACH FIX (IAF) — A fix at which an aircraft leaves the en route phase of operations in
order to commence the approach.
INITIAL APPROACH SEGMENT — That segment of an instrument approach between the initial
approach fix or waypoint and the intermediate fix or waypoint, wherein the aircraft departs the en route
phase of flight and manoeuvres to enter the intermediate segment.
INSTRUMENT APPROACH PROCEDURE — A series of predetermined manoeuvres for the orderly

transfer of an aircraft under instrument flight conditions, from the beginning of the initial approach to a
landing or to a point from which a landing may be made visually.
INSTRUMENT FLIGHT RULES (IFR) — A set of rules governing the conduct of flight under instrument
meteorological conditions.
INSTRUMENT METEOROLOGICAL CONDITIONS — Meteorological conditions less than the minima

specified in CARs 602 for visual meteorological conditions (VMC), expressed in terms of visibility and
distance from cloud.
INSTRUMENT RUNWAY — Runway intended for the operation of aircraft making a precision or non-
precision instrument approach.
INTERMEDIATE APPROACH SEGMENT — That segment of an instrument approach between the

intermediate fix or point and the final approach fix or point, wherein aircraft configuration, speed and
positioning adjustments are made in preparation for the final approach.
INTERMEDIATE FIX (IF) — The fix at which the aircraft enters the intermediate approach segment of
an instrument approach.
INTERSECTION — As the circumstances require, this may be:

A. the point defined by a combination of courses, radials, arcs or bearings of two or more navigational
aids; or
B. the point where two runways, a runway and a taxiway, or two taxiways cross or meet.
2006-01-19
ATC DEF-11
ITINERANT AIRCRAFT — For the purpose of completing air traffic records, itinerant aircraft are
considered as:
A. aircraft proceeding to or arriving from another location; or
B. aircraft that leave the circuit, but will be returning to land.
KNOWN AIRCRAFT — Aircraft of whose movements ATS has been informed.
LAHSO (Land and Hold Short Operations) — Operations which include simultaneous takeoffs and
landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller
to hold-short of the intersecting runway/taxiway or designated hold-short point.
LANDING — In relation to an aircraft, means the act of coming into contact with a supporting surface
and includes the immediately preceding and following acts and, in relation to an airship or free balloon,
means the act of bringing the airship or balloon under restraint and includes the immediately preceding
and following acts.
LATERAL SEPARATION — Separation between aircraft at the same altitude expressed in terms of
distance or angular displacement between tracks.
LIGHT AIRCRAFT — An aircraft certificated for a maximum take-off weight of 5,700 kilograms (12,500
pounds) or less.
LOCAL AIRCRAFT — For the purpose of completing air traffic records, local aircraft are considered
as aircraft which remain in the circuit.
LONGITUDINAL SEPARATION — Separation between aircraft at the same altitude, expressed in

units of time or distance along track.
LOSS OF SEPARATION — An occurrence in which less than the authorized minimum existed, or in
which the minimum was not assured.
LOW APPROACH — An approach over an airport or runway following an instrument or VFR approach,
including the go-around manoeuvre, where the pilot intentionally does not make contact with the
runway.
MACH-NUMBER TECHNIQUE — The assignment by ATC of Mach-number values to aircraft that are
in level flight, climbing or descending, in order to ensure that longitudinal separation is maintained.
MANAGER — The person responsible for subordinate personnel. Authority may be delegated to a
subordinate level unless otherwise indicated.
MANOEUVRING AREA — That part of an aerodrome intended to be used for the takeoff and landing
of aircraft, and for the movement of aircraft associated with takeoff and landing, excluding aprons.
MARKERS — Objects of a conventional shape, flags, or painted signs used to indicate specific areas
and obstructions.
2006-01-19
ATC DEF-12
MARSA — A term used, whereby the military command/pilots involved, assume responsibility for
separation of participating aircraft in a formation flight, or indicating that a military agency originating an
ALTRV APREQ will assume responsibility for the separation of:
A. all aircraft operating within the same ALTRV; or
B. all aircraft operating within ALTRVs that are separated by less than the minima in Section 820.
MEAN WIND — In OIDS, wind direction and speed as determined from a sample reading every second
over the last two minutes. The display value is updated every 5 seconds.
MEDEVAC — A term used to request Air Traffic Service priority handling for a medical evacuation
flight, based on a medical emergency in the transport of patients, organ donors, organs or other urgently
needed life-saving medical material. The term is to be used on flight plans and if a pilot determines that
a priority is required in radiotelephony communications.
MEDIUM AIRCRAFT — An aircraft certificated for a maximum take-off weight of more than 5,700
kilograms (12,500 pounds), but less than 136,000 kilograms (300,000 pounds).
MINIMUM FUEL — An aircraft declaration that its fuel supply has reached a state where, upon reaching
the destination, it can accept little or no delay. This is not an emergency situation but merely indicates
an emergency situation is possible should any undue delay occur.
MINIMUM IFR ALTITUDE — The lowest IFR altitude established for use in a specific airspace.
Depending on the airspace concerned, the minimum IFR altitude may be a MOCA, MEA, AMA,
minimum sector altitude, minimum vectoring altitude, safe altitude 100 nautical miles, transition altitude
or missed approach altitude. The minimum IFR altitude provides obstruction clearance, but may or may
not be within controlled airspace.
MINIMUM VECTORING ALTITUDE — The lowest altitude for vectoring aircraft by ATC that meets
obstruction clearance and radio coverage requirements in the airspace specified.
MISSED APPROACH POINT (MAP) — That point on the final approach track which signifies the
termination of the final approach and the commencement of the missed approach. It may be:
A. the intersection of an electronic glide path with a Decision Height;
B. a navigational facility located on the aerodrome;
C. a suitable fix (eg. DME);
D. specified distance past the NAVAID or final approach fix, not to exceed the distance from that
NAVAID or fix to the nearest boundary of the aerodrome.
MISSED APPROACH PROCEDURE — The procedure to be followed if, after an instrument approach,
a landing is not effected. This action may be either:
A. PUBLISHED MISSED APPROACH PROCEDURES — Instructions published on the Canada Air
Pilot approach chart or approved restricted instrument procedure chart; or
B. ALTERNATE MISSED APPROACH INSTRUCTIONS — ATC-originated instructions which take
precedence over published missed approach procedures.
2006-07-20
ATC DEF-13
MISSED APPROACH SEGMENT — That part of an instrument approach procedure (IAP) between
the missed approach point (MAP), the missed approach waypoint (MAWP), or the point of arrival at
decision height (DH), and the specified missed approach NAVAID, intersection, fix or waypoint, as
appropriate, at the minimum IFR altitude. It is in this part of the approach procedure that the aircraft
climbs and returns to the en route structure or is positioned for holding or a subsequent approach. The
route of flight and altitudes are depicted on instrument approach charts.
MISSING AIRCRAFT NOTICE (MANOT) — A message issued by an RCC to FSS and ATC units,
giving details of a missing aircraft.
MODE (SSR) — The conventional identifier related to specific functions of the interrogation signals
transmitted by a SSR interrogator.
MORNING CIVIL TWILIGHT — Relative to the standard meridians of the time zones, the period of time
that begins at the time specified by the Institute for National Measurement Standards of the National
Research Council of Canada and ends at sunrise.
Note: Morning civil twilight begins in the morning when the centre of the sun's disc is 6 degrees
below the horizon.
MOVEMENT AREA — That part of an aerodrome intended to be used for the surface movement of
aircraft and that includes the manoeuvring area and aprons.
NAVAID — Any visual or electronic device, airborne or on the surface of the earth, that provides point-
to-point guidance information or position data to aircraft in flight.
NAVIGATION CHANGEOVER POINT — The geographical point, between two specified NAVAIDs or
between a geographical location and a NAVAID, at which a change is made from one navigation
reference to another.
NIGHT — The period of time during any day that starts at the end of evening civil twilight and ends at
the start of morning civil twilight.
NO TRANSGRESSION ZONE — A corridor of airspace of defined dimensions, located centrally

between the two extended runway centrelines, where controller intervention is required to manoeuvre
the non-blundering aircraft, when the airspace is penetrated by an aircraft conducting a simultaneous
approach to the adjacent parallel or near-parallel instrument runway.
NON-RADAR ROUTE — A route on which an aircraft is able to determine its position, track, and,
consequently, the minimum IFR altitude, without the benefit of radar information.
NON-RVSM AIRCRAFT — An aircraft that does not meet aircraft RVSM certification/operator approval
requirements.
NON-RADAR RULES AND PROCEDURES — The rules and procedures contained in Part 4.
NON-RADAR SEPARATION MINIMA — The separation minima contained in Part 4.
2006-07-20
ATC DEF-14
NORMAL OPERATING ZONE — An airspace of defined dimensions, extending to either side of an ILS
localizer centreline. Only the inner half of the normal operating zone is taken into account in
independent approaches.
NOTAM — A notice distributed by means of telecommunication containing information concerning the

establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely
knowledge of which is essential to personnel concerned with flight operations.
NOW WIND — In OIDS, wind direction and speed as determined from a sample reading every second
and averaged over the last five seconds. The display value is updated every second.
OMNI FACILITY — A VOR, TVOR, VORTAC, or TACAN, which provides azimuth information through
360 degrees, expressed as radials in degrees from the NAVAID.
OPEN RNAV STAR — A STAR that terminates at a Downwind Termination Waypoint (DTW). Normally
used for aircraft approaching the airport via the downwind leg to the DTW.
OPERATING IRREGULARITY — A situation which occurs when ATS are being provided and when a
preliminary investigation indicates that safety may have been jeopardized, less than minimum
separation may have existed, or both.
OPERATING POSITION — A position within a sector from which ATS are provided. There may be one
or more operating positions within a sector.
OVERLAY APPROACH — GPS Overlays are selected NDB, VOR or VOR/DME non-precision
approaches that can be flown by GPS equipped aircraft, suffix “G”.
PAR CONTROLLER — Duty controller assigned to a precision radar approach control position.
PHOTO BLOCK — An area of Canadian Domestic Airspace, approximately 30 by 40 miles in lateral

dimensions, which is charted to facilitate flight planning by photo survey operators and which is
delineated by quadrangles based on a modified National Topographic System for mapping.
PIREP — A pilot weather report pertaining to current weather conditions encountered in flight.
POINT OF ACTIVATION — A position, expressed in either 4-letter, 4-digit geographical reference

(GEOREF) or 4-digit latitude and longitude, from which an aircraft departs or is estimated to be along
its intended track.
POINT-OUT — An action taken by a controller to coordinate the radar identification of an aircraft target
with another controller, when radio communication will not be transferred.
PRECISION RADAR APPROACH — An instrument approach in which the final approach is conducted
in accordance with directions issued by a controller, referring to a precision approach radar display.
PROCEDURE — A recommended or optional directive or a mode of operation.
2006-07-20
ATC DEF-15
PROCEDURE TURN — A manoeuvre in which a turn is made away from a designated track followed
by a turn in the opposite direction, both turns being executed so as to permit the aircraft to intercept and
proceed along the reciprocal of the designated track. Procedure turns are designated “left” or “right”
according to the direction of the initial turn. However, if possible, the procedure turn is designated “left.”
RADAR — A radio detection device which provides information on range, azimuth and/or elevation of
objects.
A. PRIMARY RADAR — A radar system which uses reflected radio signals.
B. SECONDARY RADAR — A radar system wherein a radio signal transmitted from a radar station
initiates the transmission of a radio signal from another station.
RADAR APPROACH — Approach executed by an aircraft under the direction of a radar controller.
RADAR CONTROLLED AIRSPACE — Controlled airspace within which radar control service is
provided.
RADAR IDENTIFICATION — The process of ascertaining that a particular target is the radar return from
a specific aircraft.
RADAR POSITION SYMBOL — The visual indication, in symbolic form, on a radar display, of the
position of an aircraft obtained after automatic processing of positional data derived from primary and/
or secondary surveillance radar.
RADAR SERVICE — The term used to indicate a service provided directly by means of radar.
A. RADAR ADVISORY — The provision of advice and information based on radar observations.
B. RADAR CONTROL SERVICE — The control of aircraft through the provision of radar vectors in
order to establish required separation and/or desired spacing between aircraft and between aircraft
and obstructions.
C. RADAR MONITORING — The use of radar for the purpose of providing aircraft with information
and advice relative to significant deviations from their normal flight path.
D. RADAR NAVIGATIONAL ASSISTANCE — The provision of position information, vectors, or track
and ground speed checks.
E. RADAR SEPARATION — Radar spacing of aircraft in accordance with established minima, with
information derived from radar sources.
RADIAL — A bearing from an OMNI facility, usually designated in degrees magnetic.
RECIPROCAL TRACK — A term used in the application of separation, indicating tracks that converge
or diverge at an angle of 136 degrees to 180 degrees inclusive.
REDUCED VERTICAL SEPARATION MINIMUM — The application of 1,000 feet vertical separation
between RVSM aircraft in RVSM airspace.
REPORTING POINT — A specific fix in relation to which the position of an aircraft can be reported.
RESPONSIBLE UNIT — The unit assigned an area of responsibility in the VFR flight planning and
alerting service.
2006-07-20
ATC DEF-16
RESTRICTED INSTRUMENT PROCEDURE — an approach, departure or transition procedure,
approved by Transport Canada for use by an operator or number of operators, that is not published in
the Canada Air Pilot.
RNAV APPROACH — A published IFR approach coded and included in an aircraft’s navigation
database and published in graphic and textual form to be used by aircraft appropriately equipped to
conduct this approach.
RNAV SID — A published IFR standard instrument departure procedure coded and included in an
aircraft’s navigation database, published in graphic and textual form to be used by aircraft appropriately
equipped and authorized to conduct this procedure.
RNAV STAR — A published IFR air traffic control arrival procedure coded and included in an aircraft’s
navigational database, published in graphic and textual form to be used by aircraft appropriately
equipped and authorized to conduct this procedure.
ROLLING TAKEOFF — One in which an aircraft taxies onto the runway and departs in one continuous
motion.
ROTATION POINT — The location, along a runway, where an aircraft is brought to the flying attitude
as take-off speed is reached.
RULE — A mandatory directive or a condition relating to the application of a separation minimum.
RUNWAY HEADING — The magnetic or true, as applicable, direction that corresponds with the
runway centreline; not the painted runway number.
RUNWAY LIGHTS — Lights that are arranged along a runway to indicate the area available for landing
and taking off.
RVSM AIRCRAFT — An aircraft that meets aircraft RVSM certification/operator approval requirements.
SAFETY ALERT — Notification by an air traffic controller to an aircraft that it is at an altitude which, in
the controller's judgment, places it in unsafe proximity to terrain, obstructions or other aircraft.
SAME TRACK — A term used in the application of separation, indicating identical tracks or tracks that
converge or diverge at an angle of 1 degree to 44 degrees inclusive.
SECTOR — A part of an air traffic control unit that has a designated area of responsibility, in which air
traffic services are provided.
SEPARATION — The spacing between aircraft, altitudes, or tracks.
SEPARATION MINIMUM — A statement of the least allowable amount of lateral, longitudinal, or

vertical separation to be applied.
2006-07-20
ATC DEF-17
SIGMET — A weather advisory issued concerning weather significant to the safety of aircraft. SIGMET
advisories include:
A. active thunderstorm areas or lines of thunderstorms;
B. hurricanes, tropical storms;
C. moderate hail;
D. severe turbulence;
E. severe icing;
F. marked mountain waves;
G. widespread sand or dust storms;
H. volcanic ash;
I. severe squall lines;
J. low-level wind shear; and
K. tornadoes or waterspouts.
SIGNIFICANT POINT — An expression used to describe a NAVAID, a fix derived from a NAVAID, or
a geographical location as expressed in latitude and longitude.
SIMULATED APPROACH — An instrument approach, conducted in VFR weather conditions by an

aircraft not on an IFR clearance.
SPECIAL AVIATION EVENT — An air show, low-level air race, aerobatic competition, fly-in or balloon
festival.
SPECIAL USE AIRSPACE — Includes airspace classified as:

A. Class F advisory (CYA) or Class F restricted (CYR), which can be controlled airspace, uncontrolled
airspace or a combination of both;
B. Military Operations Area (MOA), (below FL180 in the U.S.A.);
C. ATC-Assigned Airspace (Military Area) (ATCAA) (FL180 and above in the U.S.A.);
D. Airspace restricted by NOTAM for forest fire aircraft operating restrictions; and
E. Other airspace restricted by NOTAM to cover specific situations such as well fires, disaster areas,
airshows, etc.
SPECIAL VFR FLIGHT (SVFR) — Visual flight authorized by an ATC unit to operate within a control
zone under meteorological conditions that are below VFR weather conditions.
STACK — Aircraft holding at a common fix with vertical separation.
STANDARD INSTRUMENT DEPARTURE (SID) — An IFR air traffic control departure procedure,
published in the CAP for pilot and controller use. SIDs may be either:
A. Pilot Navigation (Pilot Nav.) SIDs — SIDs where the pilot is required to use the applicable SID
chart as reference for navigation to the en route phase; or
B. Vector SIDs — SIDs established where ATC will provide radar navigational guidance to a filed or
assigned route, or to a fix depicted on the applicable SID chart. Pilots are expected to use the SID
chart as reference for navigation, until radar vectoring is commenced.
STANDARD PRESSURE REGION — The area within Canada outside the altimeter setting region.
2006-07-20
ATC DEF-18
STANDARD TERMINAL ARRIVAL (STAR) — An IFR ATC arrival procedure published in the CAP for
pilot and controller use.
STATION — One or more transmitters or receivers, or a combination of transmitters and receivers,

including the accessory equipment, necessary at one location for carrying on a radiocommunication
service.
STOP-AND-GO — A procedure in which an aircraft lands, makes a complete stop on the runway,
and then commences a takeoff from that point.
STRAIGHT-IN APPROACH (IFR) — An instrument approach in which final approach is begun without
first having executed a procedure turn.
STRAIGHT-IN APPROACH (VFR) — An approach in which the traffic circuit is entered on the final leg,
without having executed any other part of the circuit.
SURVEILLANCE APPROACH — An emergency radar approach intended to assist an aircraft in

executing an approach and landing.
TAILWIND — For runway operations a tailwind is considered to exist whenever the surface wind
exceeds an angle of 90 degrees to the runway in use, thus adding to the ground speed of an aircraft
using that particular runway.
TAILWIND COMPONENT — The wind speed measured in knots at angles from 91 to 179 degrees from
the runway in use which would equal the effect of a wind applied at 180 degrees to the runway in use.
Components are specified in a component table for a specified permissible tailwind.
TAKEOFF — In relation to an aircraft, means the act of abandoning a supporting surface and includes
the immediately preceding and following acts and, in relation to an airship or balloon, means the act of
freeing the airship or balloon from restraint and includes the immediately preceding and following acts.
TARGET — The indication on a radar display of a primary radar return or a transponder reply.
TARGET/RESOLUTION — In the application of radar separation, an action to ensure that radar targets
do not touch.
TAXIWAY LIGHTS — Lights marking a taxiway.
TERMINAL AREA ENTRY FIX (BEDPOST) — A significant point located along the established en route
structure over which an aircraft, cleared for a conventional or RNAV STAR, is required to pass prior to
entering the terminal airspace.
TERMINAL CONTROL SERVICE — Control service provided to aircraft operating in the vicinity of a
selected airport by:
A. a dedicated Terminal Control function (specialty/sub-unit) within an ACC;
B. an en route sector of an ACC adjacent to a terminal control/specialty/sub-unit to permit the
transition from 3 miles radar separation to 5 miles radar separation.
ATC DEF-19
TERMINAL CONTROLLER — Duty controller assigned to the terminal control position.
THRESHOLD LIGHTS — Lights placed across the ends of a runway or landing strip to indicate its
usable limits.
TIME OF ACTIVATION — The time, expressed in Coordinated Universal Time (UTC), at which an
aircraft departs from, or is estimated to arrive over, a specified point of activation.
TOUCH-AND-GO — A procedure in which an aircraft lands and then commences a takeoff, without
stopping.
TOWER RADAR AREA — An area of defined dimensions surrounding an airport within which radar
service is provided.
TOWER RADAR PLAN — A plan containing the rules and procedures applicable in a Tower Radar
Area.
TRACK — The projection on the earth's surface of the path of an aircraft, the direction of which path
at any point is usually expressed in degrees from North (true, magnetic, or grid).
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM — An airborne collision avoidance system
based on radar beacon signals which operate independent of ground-based equipment. TCAS-I
generates traffic advisories only. TCAS-II generates traffic advisories, and resolution (collision
avoidance) advisories in the vertical plane.
TRAFFIC INFORMATION — Information issued to advise pilots of known or observed air traffic, which
may be in such proximity to their position or intended route of flight, to warrant their attention.
TRANSITION — A published procedure used to connect the basic SID to one or more en route
airways, or to connect one or more en route airways to the basic STAR. More than one transition may
be published in the associated SID/STAR.
TRANSPONDER — The SSR receiver-transmitter installed in an aircraft.
UNINTERRUPTIBLE POWER SUPPLY — A power system that is not subjected to any interruption
when a break occurs in the normal power supply.
URGENT PIREP — A pilot report containing weather information significant to the safety of flight. An
urgent PIREP includes information on the following:
A. volcanic ash;
B. tornado, funnel cloud, waterspout;
C. severe turbulence;
D. severe icing;
E. hail;
F. low-level wind shear; and
G. any other reported weather phenomena considered to be hazardous or potentially hazardous to
flight operations.
ATC DEF-20
VECTOR —
A. A heading issued to an aircraft, for the purpose of providing navigational guidance by means of
radar.
B. To issue headings to an aircraft, for the purpose of providing navigational guidance by means of
radar.
VERTICAL SEPARATION — The vertical spacing of aircraft.
VFR AIRCRAFT — An aircraft operating in accordance with visual flight rules.
VFR FLIGHT — A flight conducted in accordance with the visual flight rules.
VISIBILITY — The distance at which prominent unlighted objects may be identified by day and
prominent lighted objects may be identified by night.
VISUAL APPROACH — An approach wherein an aircraft on an IFR flight plan (FP), operating in visual
meteorological conditions (VMC) under the control of ATC and having ATC authorization, may proceed
to the airport of destination.
VISUAL FLIGHT RULES (VFR) — Rules that govern the procedures for conducting flight under visual
meteorological conditions.
VISUAL METEOROLOGICAL CONDITIONS — Meteorological conditions, expressed in terms of

visibility, and distance from cloud, equal to or greater than the minima specified in CAR 602.
VISUAL SEPARATION — A means employed by controllers to separate aircraft operating in VMC.

A. VFR — The controller having determined that a potential conflict exists, issues clearances,
instructions or information, as necessary in order to either aid aircraft in establishing visual contact
with each other or to assist aircraft in avoiding other aircraft.
B. IFR or CVFR — Following a pilot's report that the traffic is in sight, the controller issues the
clearance and instructs the aircraft to provide its own separation by manoeuvring the aircraft as
necessary to avoid or follow the traffic.
WAKE TURBULENCE — The turbulent air behind an aircraft caused by any of the following:
A. Wing-tip vortices.
B. Rotor-tip vortices.
C. Jet-engine thrust stream.
D. Rotor downwash.
E. Prop wash.
WAYPOINT - A specified geographical location, defined by longitude and latitude used for defining
routes, terminal segments, and progress reporting purposes.
WET RUNWAY — A wet runway is covered with sufficient moisture to cause it to be reflective, but is
not "contaminated".
WIND DIRECTION INDICATOR — The actuated device to indicate visually to aircraft the direction of
the surface wind.
ATC DEF-21
WIND SHEAR — A change in wind speed and/or wind direction in a short distance. It can exist in a
horizontal or vertical direction and occasionally in both.
ATC DEF-22
ABBREVIATIONS
As used in this Manual, the following abbreviations have the meanings defined:
ACA Arctic Control Area ATS Air Traffic Services

ACAS Airborne Collision Avoidance ATSAMM Air Traffic Services Administration
System and Management Manual
ACC Area Control Centre AVANA Approval Void if Aircraft Not
ADC Air Defence Command Airborne by (time)
ADCUS Advise Customs AWY Airway
ADF Automatic Direction Finding BDRY Boundary
Equipment CADORS Civil Aviation Daily Occurrence
ADIZ Air Defence Identification Zone Reporting System
ADMIS Aircraft Departing with Minimum CAP Canada Air Pilot
Separation (minutes) CARs Canadian Aviation Regulations
AFTN Aeronautical Fixed CARF Central Altitude Reservation
Telecommunication Network Function (U.S.)
AGDL Air-Ground Datalink CASARA Civil Air Search and Rescue
AGL Above Ground Level Association
AIRFL Air Refuelling CAVOK Ceiling and Visibility OK (See
ALSF2 High Intensity Approach Lighting Definition)
System Category II configuration CCT Circuit
with RAIL CDA Canadian Domestic Airspace
ALTRV Altitude Reservation CELNAV Celestial Navigation Training
ALTRV APVLAltitude Reservation Approval CIRVIS Communication Instructions for
AMA Area Minimum Altitude Reporting Vital Intelligence
AMC USAF Air Mobility Command Sightings
AMIS Aircraft Movement Information CIV Civil
Service CJS Controller Jurisdiction Symbol
AMSCR Aircraft Movement Surface CMNPS Canadian Minimum Navigation
Condition Report Performance Specifications
AOR Area of Responsibility CRFI Canadian Runway Friction Index
APREQ Approval Request CST Coast
APVL Approval CTA Control Area
ARE Altitude Reservations East CVFR Controlled VFR
ARFF Aircraft Rescue and Fire Fighting DAH Designated Airspace Handbook
ARTCC Air Route Traffic Control Center DCPC Direct Controller-Pilot
ARW Altitude Reservations West Communication
ASDE Airport Surface Detection DEF Discrete Emergency Frequency
Equipment DF Direction Finding
ASL Above Sea Level DME Distance Measuring Equipment
ATC Air Traffic Control DND Department of National Defence
ATC MANOPSAir Traffic Control Manual of DSCND Descend
Operations DTW Downwind Termination Waypoint
ATIS Automatic Terminal Information DVFR Defence VFR
Service EC Environment Canada
ATOS Air Traffic Operations Specialist ECC Emergency Coordination Centre
2006-07-20
ATC ABB-1
ECM Electronic Counter-Measures LLA Low-Level Airspace
EET Estimated Elapsed Time LTD Along Track Distance
ELT Emergency Locator Transmitter LVLOF Level Off
EMO Emergency Measures MALSR Medium Intensity Approach
Organization Lighting System with RAIL
ESCAT Emergency Security Control of Air MANOT Missing Aircraft Notice (See
Traffic Plan Definition)
ETA Estimated Time of Arrival MARSA Military Assumes Responsibility
ETD Estimated Time of Departure for Separation of Aircraft (See
ETE Estimated Time En Route Definition)
EXCDS Extended Computer Display MB Millibars
System MCP Maintenance Control Position
FAA Federal Aviation Administration MEA Minimum En Route Altitude
(U.S.) MET Meteorological or Meteorology
FACF Final Approach Course Fix MHz Megahertz
FAF Final Approach Fix MNPS Minimum Navigation Performance
FAR Federal Aviation Regulations Specifications
(U.S.) MOA Military Operations Area
FIR Flight Information Region MOCA Minimum Obstruction Clearance
FL Flight Level Altitude
FMS Flight Management System MRA Minimum Reception Altitude
FP Flight Plan MVA Minimum Vectoring Altitude
FSS Flight Service Station NADS Northern Airspace Display
GAATS Gander Automated Air Traffic System
System NARDS NAV CANADA Auxiliary Radar
GEOREF Geographical Reference Display System
GND Ground NAT North Atlantic
GNE Gross Navigation Error NAVAID Navigation Aid (See Definition)
GPWS Ground Proximity Warning NCA Northern Control Area
System NCAMS NAV CANADA Aircraft Movement
HLA High-Level Airspace System
IAS Indicated Airspeed NDB Non-Directional Beacon
IBASF Interval Between Aircraft in NFDPS National Flight Data Processing
Stream-Type Formation (minutes) System
IBCSF Interval Between Cells in Stream- NM Nautical Miles
Type Formation (minutes) NOF International NOTAM Office
ICAO International Civil Aviation NOPAR Do Not Pass to Aerospace
Organization Defence Radar
IFPFP Individual Flight Plan From this NORAD North American Aerospace
Point Defence Command
IFR Instrument Flight Rules NORDO No Radio
ILS Instrument Landing System NOZ Normal Operating Zone
IMC Instrument Meteorological NTZ No Transgression Zone
Conditions OCA Oceanic Control Area
INS Inertial Navigation System ODALS Omni Directional Approach
ISSR Independent Secondary Lighting Systems
Surveillance Radar OIDS Operational Information Display
kHz Kilohertz System
LAHSO Land and Hold Short Operations OMNI Omnirange
2006-07-20
ATC ABB-2
OSAF Operational Software Adaption SELCAL Selective Calling System
Facility SID Standard Instrument Departure
OSY Open Skies Treaty designator SIR Scramble, Intercept, and
PADRA Pass to Air Defence Radar Recovery
PAL Peripheral SIRO Simultaneous Intersecting
PAPI Precision Approach Path Runway Operations
Indicators SSALR Simplified Short Approach
PAR Precision Approach Radar Lighting System with RAIL
PARROT Position Adjustable Range SSR Secondary Surveillance Radar
Reference Orientation STAR Standard Terminal Arrival
Transponder STOL Short Takeoff and Landing
PDC Pre-Departure Clearance SUA Special Use Airspace
PIREP Pilot Report of Weather SVFR Special VFR
Conditions Encountered by TACAN Tactical Air Navigation Aid
Aircraft in Flight TAS True Airspeed
PLN Plan TAWS Terrain Awareness and Warning
PPI Plan Position Indicator System
PSR Primary Surveillance Radar TC Transport Canada
QNH Altimeter Setting for Altitude TC AIM Transport Canada Aeronautical
Above Sea Level Information Manual
RAIL Runway Alignment Indicator TCAS Traffic Alert and Collision
Lights (Sequenced Flashing Avoidance System
Lights which are installed only in TOCC Technical Operations
combination with other light Coordination Center
systems) TRA Tower Radar Area
RAPCON Radar Approach Control (U.S.) TRP Tower Radar Plan
RATCON Radar Terminal Control Unit TSB Transportation Safety Board
(Canadian Armed Forces) TSR Terminal Surveillance Radar
RBL Range Bearing Line TVOR Terminal VOR
RCAP Restricted Canada Air Pilot TWR Control Tower
RCC Rescue Coordination Centre UHF Ultra High Frequency
RCO Remote Communications Outlet UPS Uninterruptible Power Supply
RDPS Radar Data Processing System USTATCOM United States Strategic Command
RNAV Area Navigation UTC Coordinated Universal Time
RNPC Required Navigation Performance VASIS Visual Approach Slope Indicator
Capability System
RONLY Receiver Only VDF VHF Direction Finding System
RPS Radar Position Symbol VFR Visual Flight Rules
RSC Runway Surface Condition VHF Very High Frequency
RSE Radar Site Equipment VIP Very Important Person
RSiT RDPS Situation Display VMC Visual Meteorological Conditions
RVR Runway Visual Range VMI Vertical Movement Indicator
RVSM Reduced Vertical Separation VOR VHF Omnidirectional Range
Minimum VORTAC Collocated VOR and TACAN
RWY Runway VSP Variable System Parameter
SAOC Sector Air Operations Control WS Wind Shear
Centre Z Coordinated Universal Time
SCA Southern Control Area
2006-04-13
ATC ABB-3
INDEX
A VFR climb or descent, 436

ACAS, 127 altitude deviation reports, 118
accident, information required, 124 altitude filters, 504
air refuelling tracks altitude readout, 503
military flights outside ALTRVs, 843.5 altitude reservations
military operations, 860 abbreviations, 803
air regulations, deviation from, 103 application, 801
areas of authority, 805
air show, 751 controller procedures, 830
air taxi, 353.4 definitions, 804
aircraft forms, 1030
accident, 124 MARSA, 807
identification, 216 military, 812
incident, 123 NOTAM, 815
noise complaints, 122.1 responsibilities, 806
separation, 820
AIRMET, 162
amendments, to clearances, 415
airport
conditions, 322 appearance, personal, 112.1
equipment, 305 approach(es)
lighting, 370 below minima, 455.3
surface detection equipment, 307 clearance IFR, 465
traffic, 350 clearance VFR, 343
airport control contact, 466
arrivals and departures, 352 emergency surveillance, 672
provision of service, 301 interception of final, 564
lighting, 373
airways and air route, identification, 219 missed, 565
alerting service, 620 sequence, 464
alternative instructions, 413, 466.2 simultaneous dependent parallel ILS, 572
simultaneous independent parallel ILS, 571
altimeter visual, 566
issuing of, 135
settings, 407 approach, category II, 140
altitude arrester gear, 323

1,000 on top, 435, 712.1 arrival
assignment, 430 approach clearance, 343
controlled VFR, 438 clearance limit, 463
direction of flight, 432 general (radar), 561
minimum, 433 initial clearance, 342
preference, 132.1 landing clearance, 344
report of, 437 landing information, 341, 461
separation between flight levels and altitudes precision approach radar (PAR), 582
ASL, 434 successive (radar), 562
2006-07-20
ATC IND-1
taxi authorization for take-off, 334 chaff, information, 163
taxi authorization on landing, 345 CIRVIS, messages, 244
ASDE, 307 class F, aircraft entering, 161.6
assistance clearance, 217.2
marine vessels, 621.2 alternative instructions, 413
VFR aircraft in IFR weather conditions, 640 amendments to, 415
ATC clearance form, 1011 conditional, 303.3
ATC licence, 111.4 denial of, 315
departure, 441
ATIS, 170 departure delays, 445
distribution, 174 flight of short duration, 425
message composition, 172 format (IFR), 412
message retention, 175 initial (VFR), 342
recording, 173 landing, 344
aviation occurrence report form, 1041 limits, 421, 463
relay of IFR, 333.2, 416
AWOS, 134
release time, 443
route description, 422
B take-off, 336
backtrack, 345.1 clearances, instructions and readbacks, 133
below minima CMNPS
aircraft on approach, 455.3 application, 741
operations, 314 lateral separation, 745
longitudinal separation, 746
bilingual, environment, 730
longitudinal separation using Mach-number
bird activity, information, 164 technique, 747
birdstrike, 164 non-CMNPS aircraft in CMNPS airspace,
741.2
bomb threats, 650 separation, 743
braking action reports tracks, 742
CRFI/RSC, 169 vertical separation, 744
relaying, 322.2 coast guard aircraft, identification, 216.5
briefings code assignment SSR, 523
relieving personnel, 112.3
weather, 112.2, 134 communication
ATC message, 201.1
authorized, 203
C confidentiality, 204
canadian runway friction index (CRFI), 169, 322 failure, 610, 612
search, 630
cancellation of take-off clearance, 337 transfer HF, 494.3
CARs, 103 transfer IFR, 494
CAT II/III ILS approaches, 140, 346, 534, 535 transfer VFR, 363
unlawful use of ATC frequencies, 205
cautionaries, wake turbulence, 128
complaint, aircraft noise, 122.1
CAVOK, use of, 134.6
completion of duty, 112
2006-07-20
ATC IND-2
composite, flight plan, 414 radar minima, 532
confidentiality, 204 release time IFR, 443
successive - visual separation, 335
conflict resolution, 394 take-off clearance, 336
contact approach, 466 VFR departure of IFR aircraft, 338
VFR release of IFR aircraft, 444
control service
outside hours - towers, 137 deviation form assigned airspace, 508
priority, 131 direction finding
control transfer cloud-breaking, 642
control tower, 362 daily operational check, 185
general, 139 general, 181
IFR unit, 495 homing, 184
radar, 583 locating aircraft, 304
provision of service, 183
controlled airspace, entering and leaving, 424
types of service, 182
controlled VFR, 438
direction of flight
coordination altitudes appropriate to, 432
arrival-precision approach radar (PAR), 582 exemption to altitude appropriate to, 432.2
emergency, 652, 653
display failure, 680
flight data transfer, 491
general, 138, 360, 490, 580 distance to threshold, position information, 545
IFR unit - IFR unit, 492 distance, transmission, 214.4
IFR unit - TWR (radar), 581
IFR unit - TWR /FSS, 493 diversions, aircraft, 496
cross wind component, 302.5 DME separation

lateral, 473.11
longitudinal, 474
D duties
daily air traffic record alcoholic beverage, 111.3
itinerant, 1021 preparation for and completion of, 112
local, 1022 restrictions, 111.3
within a sector, 113.6
dangerous goods, 702
dead end runways
backtrack, 345.1 E
delay, IFR departure clearance, 445 ECC, 660
denial of clearance, 315 ECM, 848
departure ELT, 625
clearances, 336, 441 emergency
delays, 445 alerting service, 620
IFR aircraft (general), 440 assistance, 601.2
IFR clearance, 333 bombthreat, 650
intersection, 334.4 communication failure, 612
messages - IFR and CVFR, 242 communication search, 630
pre-taxi, 332 coordination centre, 660
radar (general), 551 descent, 603
2006-07-20
ATC IND-3
ELT signals, 625 local aircraft movements, 1022
guidelines, 601 monthly traffic summary, 1023
hijack, 651 position reports, 406
local or national, 116 preparation, 1002
locator transmitter, 625 unit log, 1042
notification of RCC, 624 frequency change
phases, 624 departure IFR or CVFR aircraft, 363.4
radar data, 602 departure VFR aircraft, 363.2, 363.3
RDPS/DSE failure, 680 military single-piloted aircraft, 167
SSR, 602.1 to the ECC, 661
surveillance approach, 672
triangular pattern, 602.1 frequency, unlawful use, 205
VFR aircraft in IFR weather, 640 fuel
en route dumping, 701
altimeter settings, 407 shortage, 132.4
descent, 462
holding, 450 G
position reports, 406
geographic separation (VFR), 392.5
entering, controlled airspace, 424
GPWS, 127
equipment
airport, 305 gross navigation error reports, 118
radar performance, 501.2, 501.4
unit, 190 H
hand-off
F radar, 510
flight transferring controller, 512
of short duration, 425 hang gliders and ultra-light aeroplanes, 317
priority, 132
hazards, reporting of flight safety, 117
flight information service, 160
heavy workload, relief from, 113.5
flight information, parachute activity, 161.11
helicopters
flight plan on intersecting runways, 352.6
composite, 414 operations, 353
messages IFR and CVFR, 243
hijacking, 650
formation flights
holding
civil IFR/CVFR, 703
areas, 451
military IFR, 843
clearances, 454
VFR, 313
fixes, 452
forms and reports patterns, 453
altitude reservation activity package, 1033 sequencing, 455
ATC clearance form, 1011
homing (DF), 184
aviation occurrence, 1041
daily altitude reservation record, 1032 hours of operation, towers, 137
flight progress strips, 1012 hover taxi, 353.4
itinerant movements, 1021
2006-07-20
ATC IND-4
I L
identification landing
aircraft, 216 clearance, 344
airways and air route, 219 information, 341, 461
NAVAID, 218 landing information, format, 461.2
radar procedures, 511
unit, 215 language
change of, 734
IFR clearances, 733
clearance format, 333.2 coordination IFR units, 736
provision of service, 401 identification, 731
ILS strips, 731
malfunction, 193 traffic information, 732
operation, 192 use of, 734
incident lasers and other directed bright lights, 161.15
handling and reporting, 123 lateral separation
information CMNPS, 745
dissemination during emergency, 623 IFR, 473
general, 133 RNPC, 483
non-radar traffic, 166 leaving, controlled airspace, 424
radar traffic, 165
release of, 123 legal advice, 115
traffic, 405 legal responsibility
initial separation, 475 NAV CANADA, 115
of employee, 114
initials, use of, 121
licence, 111.4
instructions, 133, 217.2
light signals, 316.3
instrument approaches, en route, 426
lights
intensity setting, airport lights, 378 airport, 370
intercept, final approach, 564 approach, 373
interphone apron flood, 377.1
acceptable messages, 231 beacon, 377.2
procedures, 211 centreline, 374
intensity, 375, 378
intersection lead-in, 377.1
departure, 334.4, 334.5 obstruction, 377.2
usable length of runway, 334.5 PAPI, 375
itinerant movements forms, 1021 runway, 374
runway indentification, 373
taxiway, 376
J VASIS, 375
jet, approaches and penetration turns, 847 wind direction indicator, 377.3
line squalls, 162.1
local
aircraft movement forms, 1022
IFR flights, 423
2006-07-20
ATC IND-5
longitudinal separation NARDS, 680
CMNPS, 746 NAVAIDS
IFR, 474 change in serviceability, 161.3
RNPC, 484 identification, 218
interruptions to, 194
M monitoring, 413.1
malfunction navigation assistance, radar, 168

airport equipment, 305.3 NCAMS, 1021
ILS, 193 noise
unit equipment, 191.3 abatement procedures, 136
management, of VFR aircraft, 312 abatement reports, 136.3
mandatory frequency, 494.4 noise abatement, 302.5, 342.6
manoeuvring area, visual scanning, 308 NORDO and RONLY, 316
MANOT, 627 notification
MARSA, 807 in case of accident, 124
of ECC, 620
meal and relief breaks, 113.5 of operator, 626
MEDEVAC of RCC, 624
identification, 216 numbers and phonetics, 212
U.S., 132
medical certificate, 111.4
O
message, format, 217
obstruction clearance, 546
microbursts, 162.1
oceanic control, 126
military aircraft
identification, 216.5 OIDS, units of measurement, 214.2
IFR formation flights, 843 OJI, monitoring of trainees, 113.6
inter-ACC coordination, 842 omni-track separation, 473.12
jet approaches, 847
minimum fuel requirements, 842.1 one thousand on top, 435
modification of minima, 841 operating initials, 121
penetration turns, 847 operating irregularity, reporting of, 125
USAF Bomber Cell flights, 845
USAF Tanker Celestial Navigation, 846 Operational Condition Reports (OCRs), 105.2
minimum altitudes, 433
minimum fuel, 132.5 P
missed approach instructions, 466.2 parallel offset procedures, 506
missed approaches, 565 pedestrians and vehicles, 354
monthly traffic summary, 1023 personal, appearance, 112.1
phonetics and numbers, 212
N phraseology
transmitting technique, 201.8
NADS, 720
2006-07-20
ATC IND-6
PIREPS display presentation, 502
controller request, 162.4 mosaiced, 532.1
general, 134 observed chaff, 163
point-out, 514 observed weather, 162.6
originating controller, 514 position information, 545
receiving controller, 515 position reports, 505
separation minima, 532
position service by control tower, 390
information, 545 simultaneous arrivals arrival/departure, 573
of aircraft, 545.1 sole source (SSR), 501.9
position reports transponder operation, 521
altitude, 161.10 radar procedures
en route aircraft, 406 approach information, 563
messages, 243 arrivals, 560
omission of, 505.1 emergency codes, 602
radar identified aircraft, 505 equipment performance, 501.5
position responsibility, relief, 113 hand-offs, 512
identification, 510
powerback, 334.1
interception of final, 564
preparation missed approaches, 565
for duty, 112 navigation assistance, 168
of forms, 1002 obstruction clearance, 546
pre-taxi, 332 operation in HLA without transponder, 522.1
point-out, 514
priority
provision of service, 501
control service, 131
separation, 530
flight, 132
simultaneous dependent parallel ILS ap-
heads of state, 132.2
proaches, 572
military aircraft, 132.1, 132.3
simultaneous independent parallel ILS ap-
proficiency of operational personnel, 119 proaches, 571
provision of service SSR code assignment, 523
airport control, 301 successive arrivals, 562
IFR control, 401 terrain clearance, 546
radar control, 501 traffic information, 165
transponder operation, 521
pushback, 334.1 vectoring, 540
visual approach, 566
R wake turbulence minima, 533
radar radio
altitude filters, 504 checks, 331.1
altitude readouts, 503 operation (general), 220
bird activity, 164.3 radio aid shutdown, 194
conflict resolution, 532.1
2006-07-20
ATC IND-7
radio and interphone, procedures, 210 S
RCC, notification of, 624 safety alert, 507
RDPS, failure, 680 safety alerts, 321.2
readback, 133, 201.5 safety hazards, flight, 117
recall, from break, 113.5 sector
recording of ATIS, 173 attendance, 113.6
regulation of IFR traffic, 401.3 separation
airspace to be protected on turns, 473.10
relay, IFR clearance, 416
altitude reservations, 820
release application, 471
of information, 122 between flight levels and altitudes, 434.1
to other than NC officials, 123.2 crossing tracks, 474.12
VFR of an IFR aircraft, 444 departure minima, 475, 551.2
release time, IFR aircraft, 443 df bearing information, 304.1
DME lateral separation, 473.11
relief from position, 113 DME longitudinal separation, 474.10, 474.11
reports, 1000 fix tolerance areas, 473.6
responsibilities from airspace restricted by the Minister, 477
ATC licence holder, 111.4 from class F airspace, 476, 532.4
incident, 111.1 from photographic survey, 478
legal, of employee, 114 from terrain, 546
legal, of NAV CANADA, 115 fuel dumping, 701
operational restrictions, 111.3 general, 470
position, 113 geographic, 473, 473.5, 473.6, 473.7, 473.8
within a sector, 113.6 initial, 475
lateral, 473
restriction longitudinal, 474
approach clearance, 465.4 omni-track, 473.12
VFR aircraft by IFR unit, 403 parallel runways, 571, 572
RNAV routes, navigation, 541.1 reduced for military, 825
RNPC, 482, 483, 484 vertical, 472
visual, 335
RONLY and NORDO, 316
sequencing, 455
route description, 422
severe weather information, 162
rules and procedures, application, 101.1 changes to, 161.3
runway short duration, flight of, 425
calm wind, 302.2
lighting, 374 shutdown, NAVAID, 194
selection, 302 SID, 541.1
use during Flight Inspection, 315.6 assignment, 442
RVR cancellation, 542.5
procedures, 152 SIGMET, 162
provision of service, 151 SIR agreement
system, 153 flight priority, 132.1
RVSM, 408 SIRO, 352.6, 352.7
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ATC IND-8
special aviation event, 751 take-off clearance
special operations, SVFR, 310 cancellation of, 337
issuing, 336
special use airspace, separation from, 476
target resolution, 394
special VFR
assigning altitudes, 391.11 TAWS, 127
authorized through FSS, 402.3 taxi
helicopters, 402.5 authorization, 334, 345
night departures, 402.5 helicopters, 353.4
procedures by IFR unit, 402, 714 information, 303
procedures by VFR unit, 311 pushback and powerback, 334.1
speed TCAS, 127
aircraft adjustment, 544 terrain clearance, radar vectoring, 546
transmission, 214.4
time, transmission, 214.3
SSR
code assignment (discrete), 523 tower radar area, 391.7
code assignment (non-discrete), 523.5 tower, cab lighting, 306
code change - military, 167 traffic information
standard instrument departure, 442 one thousand on top, 405.1
STAR, 461.2, 463.2, 541.1 to holding aircraft, 405.2
station identification, 201.4 transfer of communications, 494
statistics, forms, 1020 transmissions, techniques, 201.7, 201.8
strip marking transponder
completion of IFR strips, 902 operation, 521
completion of tower strips, 912 operation in HLA without, 522.1
coordination, 904 turbulence
flight progress board, 901 wake, 128, 380, 533
flight progress strip data, 903 weather, 162.1
form, 1012
scanning the control data board, 901.8
special purpose strips, 905 U
symbols, 920 U.S. airspace
successive departures, visual separation, 335 general, 710
prohibitions, 712
suggestions, by personnel, 105 special VFR, 714
supervisors, relief breaks, 113.5 ultra-light aeroplanes, 317
surveillance approaches, 670 unit
suspension, of VFR, 312.2 identification, 215
symbols log, 1042
meaning in text, 102.1 visitors, 104
strip marking, 920 unit equipment
malfunction of, 191.3
release of, 191.4
T tests, 191.1
tactical monitoring reports, 118
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ATC IND-9
units, of measurement, 214 visitors, 104
urgent PIREPs, 134.5 visual approach, radar, 566
visual separation, successive departures, 335
V volcanic activity
VASIS reporting, 161.3
lights, 378.1
VASIS, lights, 375 W
VDF waiver, wake turbulence departures, 384
bearing information, 304 wake turbulence
cloud-breaking, 642 application, 533.1
VDF service, 180 avoidance, 383
vectoring cautionaries, 128
application, 542 helicopters, 353.8
methods of, 543 non-radar minima, 382
purpose, 541 radar minima, 533
termination of, 547 waiver, 384
vehicles, on airport, 354 weather

AWOS, 134
vertical separation differences in observed, 134.3
CMNPS, 744 obtaining information, 134.1
IFR, 472 radar-observed, 162.6
RNPC, 482 severe, 162
VFR wind
climb or descent, 436 direction and speed to aircraft, 344.13
controlled, 438 shear, 162.1, 162.3
departure of IFR aircraft, 338
restriction of, 312.2 wind direction, 214.2
via centre stored FPR, 422.4 wind information, 135
via FPR, 422.3 windspeed, landing clearance, 344.12

words and phrases, 213
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ATC IND-10
PART 1 — GENERAL
100 _ INTRODUCTION
101 APPLICATION
102 INTERPRETATION
103 CANADIAN AVIATION REGULATIONS
104 VISITORS
105 SUGGESTIONS
110 _ RESPONSIBILITIES
111 GENERAL
112 PREPARATION FOR AND COMPLETION OF DUTY
113 POSITION RESPONSIBILITY
114 LEGAL RESPONSIBILITY OF EMPLOYEES
115 LEGAL RESPONSIBILITY OF NAV CANADA
116 LOCAL OR NATIONAL EMERGENCY
117 FLIGHT SAFETY HAZARDS
118 EN ROUTE MONITORING REPORTS
119 PROFICIENCY OF OPERATIONAL PERSONNEL
120 _ OPERATIONS
121 PERSONNEL
122 RELEASE OF INFORMATION
123 HANDLING AND REPORTING INCIDENTS
124 AIRCRAFT ACCIDENT
125 OPERATING IRREGULARITY
126 OCEANIC CONTROL
127 ACAS/TCAS AND GPWS/TAWS
128 WAKE TURBULENCE
130 _ OPERATIONS
131 SERVICE PRIORITY
132 FLIGHT PRIORITY
133 CLEARANCES, INSTRUCTIONS AND READBACKS
134 WEATHER INFORMATION
135 ALTIMETER SETTINGS AND WIND INFORMATION
136 NOISE ABATEMENT
137 HOURS OF OPERATION — TOWERS
138 COORDINATION
139 CONTROL TRANSFER
140 _ CATEGORY II/III ILS APPROACHES
141 GENERAL
150 _ RUNWAY VISUAL RANGE (RVR)
151 PROVISION OF SERVICE
152 PROCEDURES
153 RUNWAY VISUAL RANGE SYSTEM
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160 _ FLIGHT INFORMATION SERVICE
161 GENERAL
162 SEVERE WEATHER INFORMATION
163 CHAFF INFORMATION
164 BIRD ACTIVITY INFORMATION
165 RADAR TRAFFIC INFORMATION
166 NON-RADAR TRAFFIC INFORMATION
167 FREQUENCY AND SSR CODE CHANGES FOR MILITARY SINGLE-PILOTED
AIRCRAFT
168 RADAR NAVIGATION ASSISTANCE
169 RUNWAY SURFACE CONDITION AND CANADIAN RUNWAY FRICTION INDEX (CRFI)
170 _ AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
171 GENERAL
172 MESSAGE COMPOSITION
173 RECORDING
174 DISTRIBUTION
175 FILING
180 _ DIRECTION FINDING (VDF) SERVICE
181 GENERAL
182 TYPES OF SERVICE
184 HOMING
185 DAILY OPERATIONAL CHECK
190 _ UNIT EQUIPMENT
191 GENERAL
192 ILS OPERATION
193 ILS MALFUNCTION
194 RADIO AID SHUTDOWN
195 ILS SNOW REMOVAL
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PART 1 — GENERAL
100 INTRODUCTION
101 APPLICATION
101.1 101.1 Reference:

Apply the rules, procedures, and separation Rule; Definitions.
minima contained in this Manual in the control Procedure; Definitions
Separation Minimum; Definitions.
of air traffic and in the provision of all other air
traffic services. (R)
* 101.2
Comply with directives set forth in unit
operations letters, Agreements and
Arrangements.
101.3 101.3 Note 1:

Do not deviate from a rule or a separation Deviations from procedures may be warranted for
minimum. You may, however, deviate from a reasons such as air/ground communications failure,
radar failure, inter-unit/sector communications
procedure provided the situation warrants. (N)
failure, and in-flight emergencies/contingencies.
Deviations for the purpose of expediting air traffic
should be avoided.
101.3 Note 2:
Suggestions to improve procedures should be
submitted to line management or through the Air
Traffic Services Advisory Group.
101.4 101.4 Note:

If a situation arises that is not provided for in Consider factors such as traffic density/complexity,
this manual or in unit directives, use your best workload, communications ability, coordination
requirements, weather, radar coverage and
judgment as to the procedure employed. (N)
automation capability in selecting the best
procedure to employ.
101.5 101.5 Note:

ATC personnel are expected to be familiar with The ATS Administration and Management Manual
all parts of this Manual and to have an in-depth (ATSAMM) is primarily concerned with the efficient
administration and management of ATC units and
knowledge of those provisions that pertain to
offices and with non-control functions.
their operational responsibility. (N)
102 INTERPRETATION
102.1
A symbol inserted in the text indicates that
phraseology or explanatory material appears in
the right-hand column. These symbols and their
meaning are as follows:
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ATC 1-3
A. phraseology (P): a phraseology provides
direction, instruction or information that will
be spoken by the controller in
communicating directly with an aircraft or
another sector or unit.
B. note (N): a note is a fact or explanation
relating to the application of a directive.
C. example (E): an example is an illustration of
a directive.
D. reference (R): a reference draws attention to
related material.
E. diagram (D): a diagram is a visual
representation of a directive.
* 102.2 102.2 Note:

A “star” “★” indicates that a revision has been Pages are marked either “Original” or with the
made. (N) effective date of the last amendment on that page
(e.g. 1999-01-28). A paragraph that has been
renumbered only, because of the insertion of new
material preceding it, will not be identified with a
star. The accompanying blue ATCD pages explain
the intent of the change, background and rationale,
and give instructions for inserting the amended
page.
102.3
As used in this Manual, the following words
have the meaning stated:
A. “shall,” or an action verb in the imperative
mood, means application is mandatory;
B. “should” means application is
recommended;
C. “may” or “need not” means application is
optional;
D. “will” means futurity, not a requirement for
application;
E. “aircraft” means the airframe, crew
members, or both;
F. “altitude” means altitude above sea level,
flight level, or both;
G. “mile” means nautical mile, unless otherwise 102.3 G. Reference:
stated; and (R) Units of Measurement; 214.
H. “days” means calendar days unless
otherwise stated.
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ATC 1-4
102.4
In this Manual, nouns of common gender such
as, manager, controller, supervisor, director,
and singular pronouns that refer to common
gender nouns in the same paragraph in either
the feminine or masculine format, may have a
feminine or masculine meaning as appropriate.
In addition, a singular word includes the plural
and a plural word includes the singular.
102.5
The generic term manager has been used
throughout this manual wherever possible.
Authority may be delegated to a subordinate
level unless otherwise specified.
103 CANADIAN AVIATION REGULATIONS
103.1 103.1 Note:

Do not approve a deviation from any part of the Some phrases contained in the Canadian Aviation
Canadian Aviation Regulations by a civil or Regulations are in themselves permissive. For
example:
military aircraft unless authorized by: (N)
A. Unless otherwise authorized by the appropriate
ATC unit; or
B. Except that an ATC unit may authorize.
Other phrases do not constitute authority to permit a
deviation unless they are supported by a related
Canadian Aviation Regulation or Transport Canada
directive. For example:
C. Unless otherwise authorized by the appropriate
ATC unit in accordance with any direction of the
Minister in that behalf; or
D. Except as specifically authorized by the Minister
of Transport.
A. Canadian Aviation Regulations; or
B. any other specific written delegation of
authority issued by or on behalf of the
Minister of Transport.
104 VISITORS
104.1 104.1 Note:

You may allow NAV CANADA and government Visitors to a unit may not perform operational duties
officials, pilots, dispatchers, and operational or operate ATC equipment unless licensed in
accordance with ATSAMM 112 and authorized by
personnel having a direct interest in the
the appropriate manager.
functions of ATC, to visit an air traffic control 104.1 Reference:
unit provided: (N) (R) Visitors; 119, ATSAMM.
A. a manager authorizes each such visit;
B. Regional Office or Head Office has not
issued instructions to the contrary;
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ATC 1-5
C. their presence in no way interferes with the
efficient operation of the unit;
D. there is no breach of security regulations;
and
E. unit personnel are available to conduct a
tour.
105 SUGGESTIONS

Submit suggestions arising directly from day-to- Interpersonal Communications; 132, ATSAMM.
day duties to your supervisor or to the Operational Condition Report (OCR); 133,
ATSAMM.
appropriate manager. If required, you should
put these suggestions in writing. (R)
105.2 105.2 Note:

Personnel should know the purpose of The directions for the use of OCRs and the
Operational Condition Reports (OCRs) and responsible authority, according to the present NAV
CANADA organizational structure, is defined in ATSI
process them in accordance with the ATS
2003-3.
Information Bulletin on the subject. (N)(R) 105.2 Reference:
Operational Condition Report (OCR); 133,
ATSAMM.
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ATC 1-6
110 RESPONSIBILITIES
111 GENERAL

Do not discuss operations or any incident that Handling and Reporting Incidents; 123.
comes to your attention by reason of your Responsibilities - General; 111, ATSAMM.
employment except: (R)
A. when requested to do so by an authorized 111.1 A. Note:
NAV CANADA official; or (N) ATC personnel are responsible officers of
NAV CANADA who subscribe to the NAV CANADA
Code of Conduct.
B. as otherwise excepted in this manual. (R) 111.1 B. Reference:
Release of information; 115, ATSAMM.
111.2 111.2 Note:

Avoid gossip or criticism reflecting on users of As representatives of NAV CANADA in direct
air traffic services or on other ATC units or contact with the public, all personnel are expected
to exercise a high degree of tact and good
personnel. You should, however, provide advice
judgment.
and criticism through normal channels for
action. (N)
111.3 111.3 Note:

No employee of the Air Traffic Services Branch For the purpose of this paragraph “operational
shall participate in any operational function: function” means control, advisory, operational
support, provision of flight information services, or
(N)(R)
any other duties associated with the movement of
air traffic.
111.3 Reference:
Air Traffic Services; 801.01(1); CARs.
A. within 8 hours after the consumption of any
alcoholic beverage;
B. while under the influence of intoxicating
liquor; or
C. while under the influence of a drug that
impairs one's ability to carry out one's
duties.
111.4 111.4 Note:

Air Traffic Controllers may not assume All air traffic controllers must pass a medical
responsibility for a control position unless they examination by an approved medical examiner in
order to maintain the validity of their Air Traffic
are: (N)
Controller Licence. Controllers are responsible for
obtaining a medical endorsement to their licence
before the expiry date of the current endorsement.
A. in possession of a properly endorsed Air 111.4 A. Reference
Traffic Controller Licence or a Letter of Air Traffic Controller Licences & Ratings; 402.04(1),
Authority covering the operating position; CARs.
(R)
B. properly qualified on the equipment to be
used; and
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ATC 1-7
C. in possession of a current Medical
Certificate and adhere to any medical
restriction specified.
112 PREPARATION FOR AND

COMPLETION OF DUTY
112.1 112.1 Note:

Maintain a neat and conventional appearance Unit Managers is responsible for determining
during working hours. (N)(R) appropriate dress.
112.1 Reference:
Personnel; 202, ATSAMM.
* 112.2 112.2 Reference:

Before assuming responsibility for any Transfer of position responsibility; 203, ATSAMM.
operating position, devote as much time as is
necessary to completely familiarize yourself for
your assigned duties, and perform the following
activities: (R)
A. Sign the attendance register.
B. Read and initial operational data as 112.2 B. Note 1:
appropriate. (N) Locally developed forms may be used to indicate
that you have read operational data, such as
NOTAMs, operations letters, operations bulletins,
mandatory briefing items, and staff memos.
112.2 B. Note 2:
Controllers are expected to inform the Unit Manager
of any publication discrepancies or inaccuracies of
which they become aware.
C. Read and initial the unit log if required by a
unit directive.
D. Study current weather data and consult with 112.2 D. Reference:
the weather briefer if required. (R) Weather Information; 134.
E. Ensure that all pertinent equipment is 112.2 E. Reference:

operating normally and, if necessary, report Unit Equipment - General; 305.
any malfunctions to the appropriate Unit Equipment - General; 421, ATSAMM.
authority. (R)
F. Become familiar with the work being
performed at the position concerned.
112.3
On completion of a tour of duty, perform the
following activities:
A. Brief relieving personnel.
B. Complete and initial unit log. (N)(R) 112.3 B. Note:
This is done by the Shift Manager, team supervisor,
shift supervisor or senior controller if there is more
than one employee on duty.
112.3 B. Reference:
Unit Log - General; 241, ATSAMM.
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ATC 1-8
C. Finalize reports on any aircraft occurrence 112.3 C. Reference:
or inflight incident and complete any Aviation Occurrence Report; 1041.
personal notes to unit files on observations Aviation Occurrence Report (Form NC28-0026);
236, ATSAMM.
or data not included in reports. (R)
D. Check personnel schedule for the next tour
of duty.
E. Sign attendance register.
112.4
Turn off personal cell phones and pagers
brought to the workplace when they are carried
in an operations area.
113 POSITION RESPONSIBILITY
113.1
Do not leave an assigned operating position
unless:
A. 1. you are relieved by a person qualified to * 113.1 A. 1. Note 1:
accept responsibility for that position; and A controller who relieves another at an operating
(N) position assumes full responsibility for the position,
but a controller who assists another does not.
113.1 A. 1. Note 2:
Managers may, as part of normal duties, offer
suggestions concerning the safe orderly and
expeditious handling of traffic without assuming
overall responsibility for the operation of a control
position.
2. you follow unit directives for the transfer 113.1 A. 1. 2. Reference:
of position responsibility; or (R) Position Responsibility; 203, ATSAMM.
B. you follow unit guidelines for temporarily 113.1 B. Reference:
vacating an operating position if you are the Position Responsibility; 203, ATSAMM.
only qualified person in the unit. (R)
113.2 113.2 Note:

Relieving controllers shall: (N) The relieving controller does not have responsibility
for the position during the pre-relief monitoring
process.
A. if the position is equipped with an 113.2 A. Note:
automated log-on system, log-on in An electronic log-on system records time preparing
accordance with unit directives for the use of to accept responsibility for the control position and
time on duty in the position. A trainee is expected to
the equipment; (N)(R)
log-on with the OJI and to log-off when leaving the
position.
113.2 A. Reference:
Position Reponsibility; 203, ATSAMM.
B. 1. observe operational situations and
equipment;
2. listen to communications;
3. observe current and pending aircraft and
vehicular traffic;
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ATC 1-9
4. verify the position relief checklist; and
5. correlate information.
C. inform the controller being relieved that the 113.2 C. Note:
position has been reviewed, and request a During the verbal briefing controllers are expected
verbal briefing; (N) to ask questions as appropriate, to ensure a
complete understanding.
D. after the verbal briefing state, or otherwise
indicate clearly to the controller being
relieved that position responsibility has been
transferred;
E. perform the duties outlined in 113.2 A.-D. if 113.2 E. Note:
you are accepting responsibility for a A supervisor or controller may assist to ensure that
combined sector that is being split; and (N) transfer of responsibility is carried out.
F. exchange pertinent data when positions are
combined.
113.3
The controller being relieved shall:
A. use the transfer of position checklist to 113.3 A. Reference:
provide a verbal briefing to the relieving Position Responsibioity; 203, ATSAMM.
controller; (R)
B. record the verbal briefing if the
communication system permits;
C. remain for monitoring purposes jointly with 113.3 C. Note:
the relieving controller. During this time, the The relieved controller does not have control
relieved controller is to reinforce the position responsibility for the position during the post-relief
procedures.
relief briefing and assist the relieving
controller in becoming familiarized with the
position; and (N)
D. when combining a position, perform the
post-relief overlap procedures at the
position where the operation was combined.

The pre-relief and post-relief overlap time Position Responsibility; 203, ATSAMM.
requirement shall be based on traffic volume
and complexity. Each controller is responsible
to exercise the best judgment possible in
evaluating the situation and taking the
appropriate time to effect a complete exchange
of information. (R)
113.5 113.5 Note:

Supervisors may give personnel periods of To the extent that staffing and workload permit,
relief by combining operating positions personnel will be given time away from operating
positions for:
provided: (N)
A. brief periods of rest; and
B. a reasonable lunch period.
2006-07-20
ATC 1-10
A. current and anticipated workload permits;
and
B. the employee can be quickly recalled.
113.6 113.6 Note:

The responsibility for position attendance and Positions used for on-the-job training must provide
operation are the same for an on-job instructor the OJI with the capability of:
A. monitoring all land lines; and
(OJI) with a trainee and a controller working
B. monitoring and overriding all radiotelephony
alone. The monitoring OJI shall be able to: (N) frequencies.
A. assume operation of the position at any time
without requiring the trainee to provide any
details of the operation; and
B. recognize situations where the trainee's
involvement has to be temporarily restricted
if safety may be jeopardized.
* 113.7
You may assist a controller responsible for a
position provided:
* A. the responsible controller asks for
assistance and specifies what assistance is
required; and
* B. you inform the responsible controller what
assistance you will be providing and receive
approval.
114 LEGAL RESPONSIBILITY OF

EMPLOYEES
114.1
ATS personnel may be held liable as a result of
performing their duties on behalf of
NAV CANADA and acting within the scope of
employment for the provision of air traffic
services. In such cases, NAV CANADA would
also be held liable. However, before
NAV CANADA can be sued for the acts of one
of its employees, the employee must have
committed an act or omission that is considered
to be a negligent act or omission.

Personnel responsible for the provision of air ATC Licences and Ratings; 402, CARs.
traffic services must do so in accordance with Medical Requirements; 404, CARs.
Air Navigation Services; Part VIII, CARs.
the applicable provisions of the Canadian
Aviation Regulations. (R)
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ATC 1-11
114.3
Under the Aeronautics Act, the Minister of
Transport may suspend, cancel, or refuse to
renew, issue or amend an ATC licence on the
grounds that:
A. the licence holder or applicant is
incompetent;
B. the licence holder or applicant is no longer
qualified, or does not meet or comply with
the conditions attached to that document; or
C. the Minister is of the opinion that the public
interest and, in particular, the aviation
record of the licence holder or applicant
warrant it.
114.4
The licence holder or applicant may request
that the Transportation Appeal Tribunal of
Canada review the Minister’s decision to
suspend, cancel or refuse to renew, issue or
amend an ATC licence.
115 LEGAL RESPONSIBILITY OF

NAV CANADA
115.1 * 115.1 Note:

NAV CANADA could be liable in tort for A “tort” is basically an injury or wrong done to
damages as if it were a private person of full another. The tort most likely to occur in the provision
of ATS is one attributable to negligence.
age and capacity. It could be liable for the
115.1 Reference:
actions of a NAV CANADA employee causing a Legal Responsibility of NAV CANADA; 114,
tort breach of contract, or breach of the laws or ATSAMM.
regulations of Canada. (N)(R)
115.2
The relevant proceedings that can arise out of
an incident involving aircraft being provided with
air traffic services by ATS personnel in the
course of their duties are:
A. an action for damage brought against
NAV CANADA directly; or
B. an action for damage brought against the
employee personally.
115.3
If an action is brought against NAV CANADA
directly, legal counsel retained by the
company's insurer will conduct the defence.
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ATC 1-12
115.4
If an action is brought against the employees
personally:
A. NAV CANADA shall provide legal advice
and assistance to the employee who is
required to appear before a coroner's
inquest, magisterial-judicial inquiry, or who
is a party to civil legal action, arising out of
the performance of their duties as an air
traffic controller; or
B. in the case of other NAV CANADA 115.4 B. Note:
employees, NAV CANADA will, in the In most instances it is in the employer's interest to
ordinary course defend an employee who is provide this defence since negligence of fault
attributed to an employee acting within the scope
sued as a result of events occurring while
and course of employment normally imposes civil
the employee acted within the scope and liability on the employer as well.
course of employment. (N)
115.5 115.5 Note:

If judgement is awarded against an employee, it The only case in which NAV CANADA may refuse to
is usually paid out of NAV CANADA funds. (N) accept liability is when the employee is judged guilty
of gross negligence or willful misconduct.
115.6
Personnel should arrange through their
immediate supervisor for legal advice if they are
summoned to appear at a Coroner's Inquest or
court action to give evidence relating to their
duties.
116 LOCAL OR NATIONAL EMERGENCY

In the event of a local or national emergency Local or National Emergency; 116, ATSAMM.
affecting NAV CANADA facilities, all employees
are expected to: (R)
A. be available for duty as soon as possible;
and
B. act in accordance with any local unit
directive that may be in force.
117 FLIGHT SAFETY HAZARDS

Inform aircraft of conditions, observed by you or ATC Clearances, Instructions and Information; RAC
relayed to you by other responsible agencies, 1.7, TC AIM.
individuals or pilots, which may affect flight
safety. (R)
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ATC 1-13
If you notice, or are aware of a hazard to the Reporting of Safety Hazards; 118, ATSAMM.
safety of aviation, you shall immediately bring
the matter to the attention of your supervisor.
(R)
118 EN ROUTE MONITORING REPORTS
118.1
The following types of reports are En Route
Monitoring Reports:
A. Gross Navigation Error (GNE);
B. Altitude Deviation; and
C. Tactical Monitoring.
118.2 118.2 Note 1:

Complete an initial GNE Report and submit to For reporting purposes, consider an aircraft to be
the supervisor or shift manager, if an aircraft in outside of protected airspace if it is operating:
A. 25 miles or more from the assigned track in
High Level airspace is observed, reported or
CMNPS airspace; or
reports operating outside its protected airspace. B. 10 miles or more from the assigned track in
(N)(R) RNPC airspace; or
C. outside the protected airspace of an airway.
118.2 Note 2:
Record any comments provided by the pilot and
include as part of the report.
118.2 Reference:
Gross Navigation Error Reports; 332, ATSAMM.
118.3 118.3 Phraseology:

Inform the aircraft that a GNE report will be ATC OBSERVES A TRACK ERROR OF (number of
processed. (P) miles). BE ADVISED A GROSS NAVIGATIONAL
ERROR REPORT WILL BE FILED.
118.4 118.4 Note 1:

Complete an Altitude Deviation Report and An Altitude Deviation Report is only required for
submit to the supervisor or shift manager, if an deviations that occur within RVSM airspace.
118.4 Note 2:
aircraft is observed, reported or reports: (N)(R)
Altitude deviations may be as a result of turbulence,
TCAS manoeuvres, contingency action, or an error.
118.4 Reference:
Altitude Deviation Reports; 333, ATSAMM.
A. deviating from the assigned flight level by
300 feet or more; or
B. operating at an incorrect altitude.
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118.5 * 118.5 Phraseology:
Complete a Tactical Monitoring Report and CONFIRM RVSM APPROVED.
submit to your supervisor or shift manager, if an 118.5 Note:
Query a pilot for RVSM approval status if flight
aircraft has been requested to verify its RVSM
planned or requesting a clearance into RVSM
approval status and the pilot is uncertain of or airspace and the RVSM status is not indicated in the
unable to confirm RVSM approval status. flight plan (equipment suffix “W”) or suspect the
(P)(N)(R) status.
118.5 Reference:
RVSM Tactical Monitoring Reports; 334, ATSAMM.
119 PROFICIENCY OF OPERATIONAL

PERSONNEL

Demonstrate that your performance of Proficiency of ATS Operational Personnel; 161,
operational duties meets the unit proficiency ATSAMM.
standards on an ongoing basis. (R)
119.2
At least once in the preceding six months, or
following an absence from operational duties for
an extended period, demonstrate your ability to
achieve, or maintain as appropriate,
performance that meets the unit proficiency
standards in the following areas:
A. operational skills based on the task analysis
for the operational position as identified on
the appropriate checklist;
B. operational communications skills based on
the established and published
communications procedures and
phraseologies, for the operational position
as identified on the appropriate checklist;
C. as applicable, VDF services operational
skills; and
D. as applicable, operational skills in 119.2 D. Note:
procedures to be used in the event of radar Operational proficiency, for operational personnel
failure or equipment shut-down. (N) continuously providing services in a radar
environment, is demonstrated through direct
observation by the immediate supervisor or
delegated evaluator of application during:
A. regular rotation through non-radar positions;
B. operation under actual radar failure; or
C. operation in a simulated non-radar position.
2005-01-20
ATC 1-15
119.3
Demonstrate that your operational knowledge
meets the unit proficiency standards for
operational knowledge by successfully
completing the applicable knowledge
verification test for the applicable operational
position:
A. at least once in the preceding twelve
months;
B. more frequently if deemed necessary by
unit management; or
C. if returning to operational duties following an
absence for an extended period.
2005-01-20
ATC 1-16
120 OPERATIONS
121 PERSONNEL

Use operating initials, except if a signature is Personnel; 202, ATSAMM.
required, for: (R)
A. operating forms;
B. interphone contacts; and (R) 121.1 B. Reference:
Calling, Answering and Completing Contacts; 232.
C. all other record purposes.
122 RELEASE OF INFORMATION

The Unit Manager may release to the press or Confidentiality; 204
public only such information that has been Release of Information; 115, ATSAMM.
approved for release by Head Office or the
Regional Office except for the following
circumstance: the Duty controllers may provide
a signed statement containing any pertinent
information, before, during, and after an
accident involving military aircraft provided: (R)
A. they are requested to do so by Department
of National Defence investigators;
B. the statement is screened by the Unit
Manager for approval (initialled if approved)
before being signed; and
C. the following sentence is included: “Any
opinion expressed in this statement is that of
the undersigned and does not necessarily
represent the view of NAV CANADA.”

Do not release flight data regarding commercial Flight Priority — Canadian Military Aircraft; 132.
airline flights, military flights, VIP flights,
Transport Canada and NAV CANADA flights
except to their respective agencies. (R)
122.3
Direct all enquiries from the general public to
the airline company or NAV CANADA Head
Office.
2006-01-19
ATC 1-17
123 HANDLING AND REPORTING
INCIDENTS
123.1 123.1 Note:

Immediately report to the ACC Shift Manager or An “incident” is any abnormal occurrence that is
the Unit Manager, as applicable, any incident significant.
123.1 Reference:
that may require investigation. (N)(R)
Handling and Reporting Incidents; 230, ATSAMM.

Do not release information concerning Responsibilities - General; 111.
accidents or incidents to other than approved Release of Information; 122.
Responsibilities; 111, ATSAMM.
agencies or officials. (R)
Release of Information; 115, ATSAMM.
Handling and Reporting Incidents; 230, ATSAMM.
124 AIRCRAFT ACCIDENT

Obtain the following information, if practicable, Dissemination of Information; 623.
when notified of an aircraft accident: (R) Aircraft Accident; 232, ATSAMM.
A. Identification and type of aircraft.
B. Date, time and location.
C. Number of fatalities; number of injuries.
D. Other relevant information.
E. Name and telephone number of person
reporting accident.
* 124.2 124.2 Reference:

Forward the information received to the Dissemination of Information; 623.
appropriate ACC Shift Manager. (R)

If an accident occurs on or near the airport, Dissemination of Information; 623.
tower personnel shall telephone the following
information to the Airport Operator as soon as
practicable: (R)
A. Identification and type of aircraft.
B. Time and location.
C. Brief summary of other details.
124.4
If an accident occurs on or near the airport, and
weather conditions indicate that RVR could
have a direct bearing, tower personnel shall, as
soon as practicable:
A. record all RVR readings and associated
runway light settings;
2006-01-19
ATC 1-18
B. notify Maintenance Services personnel in
accordance with locally developed
procedures; and
C. release the RVR system to Maintenance
Services personnel for validation.
124.5
If in your judgment, there is a possibility that
you will be required to appear as a witness in
litigation proceedings resulting from an
accident, you should take the following action:
A. Make handwritten notes as soon as
practicable after the accident and retain
them for possible future use to assist in
giving evidence.
B. Arrange, through your immediate
supervisor, for legal advice.
124.6 124.6 Note 1:

Secure, as soon as practicable after it is known The TSB will provide instructions concerning
that an accident has occurred, all disposition of the secured documentation.
124.6 Note 2:
documentation that may contain information
During active search and rescue operations, audio
relevant to an investigation. (N)(R) and video tapes may be played back and the
information may be released to the RCC.
124.6 Reference:
Handling of Documentation for Investigations; 235,
ATSAMM.
125 OPERATING IRREGULARITY
125.1 125.1 Note 1:

Report to your immediate supervisor any This promptness of action is aimed at serving the
irregular occurrence which indicates that an principle of early detection of potential system
deficiencies and the timely application of
operating irregularity may have taken place.
appropriate corrective measures.
(N)(R) 125.1 Note 2:
An irregular occurrence is any abnormal situation
that is significant.
125.1 Reference:
Operating Irregularity; Definitions.
Operating Irregularity; 234, ATSAMM.
125.2 125.2 Note 1:

Complete the Operating Irregularity Reporting Controllers are entitled to have an employee
Form as soon as possible after the event but representative present for the completion of the
Operating Irregularity Report Form.
not later than prior to leaving the facility at the
125.2 Note 2:
end of the shift. Submit the form to your Controllers, when required to appear before a Fact
immediate supervisor for review. (N) Finding Board, may be accompanied, for the
duration of their interview, by an employee
representative of their choice as per the provisions
of the Collective Agreement.
2004-09-30
ATC 1-19
Should you consider that a Fact Finding Board's Operating Irregularity; 234, ATSAMM.
findings are not supported by facts, a review
may be requested. The request shall be
submitted, in writing, to your immediate
supervisor, within 2 weeks of the opportunity to
review the Board Report. (R)
126 OCEANIC CONTROL
126.1 * 126.1 Note:

Provide Air Traffic Services in Oceanic Control ATC personnel providing these services are
areas in accordance with the procedures and expected to be familiar with NAT procedures
contained in RAC 11; TC AIM.
separation minima specified in: (N)(R)
126.1 Reference:
Reference material; 261.4, ATSAMM.
* A. NAT Regional Supplementary Procedures
(ICAO Doc. 7030); and
B. Application of Separation Minima (North
Atlantic Region).
126.2 126.2 Note:

In addition to the list of Unit library publications The publications listed are available from the source
contained in ATSAMM 260, the following ICAO indicated in ATSAMM 261.2 Note address #7.
documents related to the provision of Air Traffic
Services may constitute reference material as
appropriate: (N)
A. Rules of the Air — Annex 2;
B. Aeronautical Telecommunications,
Communication Procedures — Annex 10,
Volume II;
C. Air Traffic Services — Annex 11;
D. Search and Rescue — Annex 12;
E. Aeronautical Information Services — Annex
15; and
F. Aircraft Operations — Doc. 8168.
127 ACAS/TCAS AND GPWS/TAWS
127.1 * 127.1 Reference:

Inform your immediate supervisor if you ATC Clearances, Instructions and Information;
become aware that an aircraft has deviated RAC 1.7, TC AIM.
from an ATC clearance or instruction as a result
of an ACAS/TCAS resolution advisory or
GPWS/TAWS warning manoeuvre. (R)
2004-09-30
ATC 1-20
127.2 127.2 Example:
Provide relevant traffic information and collision EDMONTON CENTRE, AIR CANADA 345, TCAS
avoidance advice as appropriate to an aircraft CLIMB.
under your jurisdiction if you are advised by the
aircraft that it is responding to an ACAS/TCAS
resolution advisory or GPWS/TAWS warning.
Do not issue control instructions that would
contradict an aircraft’s resolution advisory or
warning. (E)
127.3
Do not assume that other aircraft in the vicinity
of an aircraft that is responding to a resolution
advisory or warning are aware of its intended
manoeuvre unless you are advised by them
that they are also responding to an ACAS/
TCAS resolution advisory or GPWS/TAWS
warning. Continue to provide control
instructions and traffic advisories as
appropriate to such aircraft.
* 127.4 * 127.4 Note 1:

Resume responsibility for separation after an Aircraft that manoeuver as a result of an ACAS/
aircraft has responded to an ACAS/TCAS TCAS resolution advisory or GPWS/TAWS warning
and which may affect an ATC clearance will notify
resolution advisory or GPWS/TAWS warning
controllers when beginning the manoeuver or as
when: (N)(P) soon as workload permits. If an aircraft manoeuvers
outside the limits of its clearance, the controller is
not responsible for separation between it and other
aircraft, airspace protected for other aircraft, terrain
or obstructions.
* 127.4 Note 2:
When the ACAS/TCAS resolution advisory or
GPWS/TAWS warning has been resolved, the
aircraft must advise ATC they are returning to their
previously assigned clearance or subsequent
amended clearance.
* 127.4 Phraseology:
EDMONTON CENTRE, AIR CANADA 345, TCAS
CLIMB COMPLETED, (assigned clearance)
RESUMED.
A. the aircraft informs you that:
1. the manoeuvre is complete;
2. it has returned to its assigned altitude; or
3. it is following an alternate clearance; and
B. you have verified that separation exists.
1999-07-15
ATC 1-21
128 WAKE TURBULENCE
128.1 128.1 Note:

Controllers are expected to be alert to the All aircraft produce vortices somewhat in proportion
possible hazard to aircraft caused by wake to their weight. Helicopters in forward flight produce
vortices that, per pound of gross weight, are more
turbulence, especially vortices. (N)
intense than those of fixed-wing aircraft. However,
since wake turbulence is invisible, its presence and
exact location cannot be determined with precision.
128.2 128.2 Note 1:

The effects of wake turbulence can be Studies of wake turbulence indicate that the vortex
minimized through: (N)(R) of heavier aircraft are of sufficient magnitude and
persis- tence to require adjustments to rules,
procedures, and separation minima normally used
to provide a control service. Research into the
phenomena of wake turbulence is continuing.
128.2 Note 2:
Under specified conditions pilots may accept
responsibility for their own wake turbulence
separation.
128.2 Reference:
Aircraft Initiated Waiver; 384.
A. the application of increased separation;
B. the issuance of a cautionary; or
C. the provision of wake-avoidance
information.
128.3 128.3 Note:

Use the handbook entitled “Air Traffic FAA wake turbulence categories:
Designators” to determine an aircraft's wake A. small up to 41,000 pounds;
B. large 41,001 to 255,000 pounds; and
turbulence category. (N)(R)
C. heavy more than 255,000 pounds.
ICAO wake turbulence categories:
D. light – 7,000 kg (15,500 pounds) or less;
E. medium – less than 136,000 kg (300,000
pounds) and more than 7,000 kg (15,500
pounds); and
F. heavy – 136,000 kg (300,000 pounds) or more.
128.3 Reference:
Heavy Aircraft; Definitions
Medium Aircraft; Definitions
Light Aircraft; Definitions.
Hang Gliders and Ultra-light Aeroplanes; 317.
128.4
You may apply a wake-turbulence minimum to
any situation not covered by a specific minimum
provided you have reason to believe there is a
potential hazard due to wake turbulence.

Issue a cautionary as required to: (P) CAUTION! POSSIBLE TURBULENCE FROM
DEPARTING/ARRIVING (type of aircraft).
1999-07-15
ATC 1-22
A. any category aircraft or hot air balloon
operating behind a known heavy aircraft; or
B. a light aircraft or hot air balloon operating
behind a known medium aircraft.

Issue a cautionary concerning a departing Cautionary (Wake Turbulence); Definitions.
aircraft to an arriving aircraft if: (R)(D) Application of radar minima; 533.
128.6 Diagram:
A. the aircraft use crossing runways where the

projected flight paths will cross; and
B. you are not providing radar service to the
aircraft.

Issue a cautionary to an arriving aircraft if the Wake Turbulence Minima; 533.
preceding arriving aircraft is a heavier weight 128.7 Diagram:
category if: (R)(D)
LESS THAN 2,500 FEET
A. the aircraft use:

1. the same runway;
2. parallel runways less than 2,500 feet
apart; or
3. crossing runways where the projected
flight paths will cross; and
B. you are not providing radar service to the
aircraft.
2005-04-14
ATC 1-23
128.8
Issue a cautionary to a light aircraft that takes
off into the wake of a medium aircraft.
128.9 * 128.9 Diagram:

Issue a cautionary to a departing aircraft
concerning a preceding departing heavy
aircraft if the projected flight paths will cross
and: (D)
A. the following aircraft uses:

1. a crossing runway; or
2. a parallel runway less than 2,500 feet
away; and
B. the required 2 minutes separation will be 128.9 B. Reference:
reduced before the flight paths cross. (R) Minima; 382.
128.10
Issue a cautionary to a taxiing aircraft, or to a
vehicle, manoeuvring behind a heavy aircraft.
128.11
Issue a cautionary to any aircraft if:
A. you are in communication with the aircraft;
and
B. 1. you observe on radar that an aircraft will 128.11 B. 1. Note:
have less than the appropriate radar This applies to an aircraft other than one to which
separation minimum from a preceding you are providing radar control service.
aircraft; (N)
2. you are aware that an aircraft in the 128.11 B. 2. Note:
departure phase of a low approach will An aircraft in the departure phase of a stop-and-go
follow a preceding aircraft by less than 2 or touch-and-go is treated as a takeoff.
minutes; or (N)
3. you have reason to believe there is a
potential hazard due to wake turbulence.
2005-04-14
ATC 1-24
130 OPERATIONS
131 SERVICE PRIORITY

Give priority to the provision of control service Air Traffic Services; Definitions.
over other services. (R)
131.2
Make every effort to provide the other services
to the fullest possible extent.
132 FLIGHT PRIORITY
132.1
Normally, provide air traffic services on a “first
come, first served” basis, as follows:
A. Clear aircraft to land or take off in the order 132.1 A. Reference:
in which they are ready. However, give Wake Turbulence; 380.
priority to the following: (R)
1. An aircraft that has declared an
emergency.
* 2. An aircraft that appears to be in a state of
emergency but is apparently unable to
inform you.
3. Medical evacuation flights. (N)(R) 132.1 A. 3. Note 1:
U.S. Military AIR EVAC and MED EVAC flights must
request priority.
132.1 A. 3. Note 2:
In the United States, civil air ambulance flights use
the designator LIFEGUARD.
132.1 A. 3. Reference:
MEDEVAC; Definitions.
4. Military or civilian aircraft participating in 132.1 A. 4. Note:
search and rescue (SAR) missions and The radiotelephony call sign RESCUE is only
identified by the radiotelephony call sign assigned to aircraft when tasked by the DND to
carry out a search and rescue mission.
RESCUE and the designator RSCU
followed by an appropriate flight number.
(N)
5. Open Skies Treaty flights. (R) 132.1 A. 5. Reference:
ATS procedures and responsibilities as per NAV
CANADA-DND Open Skies Arrangement.
6. Military aircraft departing on operational 132.1 A. 6. Reference:
air defence flights or planned and Air traffic controller's responsibility; NAV CANADA/
coordinated air defence exercises, DND SIR Agreement.
unless an emergency condition prevails
or may be caused by the departure. (R)
2006-04-13
ATC 1-25
B. Clear IFR aircraft for approach in the order
in which they are estimated to arrive over
the fix from which approaches are
commenced. However, give priority to the
following:
1. An aircraft that reports it may be 132.1 B. 1. Note 1:
compelled to land because of factors, An aircraft report of a fuel shortage is handled in
other than a fuel shortage, affecting its accordance with paragraph 132.4.
132.1 B. 1. Note 2:
safe operation. (N)
An aircraft that has actually encountered an
emergency is handled in accordance with Part 6.
2. Medical evacuation flights. (N)(R) 132.1 B. 2. Note:
U.S. Military AIR EVAC and MED EVAC flights must
request priority.
132.1 B. 2. Reference:
MEDEVAC; Definitions.
3. Military or civilian aircraft participating in 132.1 B. 3. Note:
search and rescue (SAR) missions and The radiotelephony call sign RESCUE is only
identified by the radiotelephony call sign assigned to aircraft when tasked by the DND to
carry out a search and rescue mission.
RESCUE and the designator RSCU
followed by an appropriate flight number. Aircraft Identification; 216.11.
(N)(R)
C. Assign altitudes by giving preference to an
aircraft already at the altitude rather than an
aircraft requesting it, and to the preceding
aircraft if two or more aircraft are at the
same altitude. However, give priority to an
aircraft carrying a sick or seriously injured
person if you are informed that the condition
of the sick or injured person requires this
priority.
D. Give priority to military aircraft proceeding to
an ALTRV except in the interest of flight
safety or higher priority flights.
132.2
Give priority to aircraft carrying the Prime
Minister, Heads of State, or Foreign Heads of
Government over other aircraft, except those
specified in 132.1, to the extent that flight safety
and the expeditious flow of traffic will permit.
2006-04-13
ATC 1-26
132.3 132.3 Note:
Identify aircraft carrying VIPs by stating the call The primary method of informing ATS that a VIP is
sign stated by the aircraft. (N)(R) on board is the aircraft call sign although the flight
plan may contain additional remarks concerning
VIPs.
132.3 Note 2:
Transport Canada aircraft carrying VIPs will be
identified as follows:
A. TRANSPORT 01 - the Prime Minister; and
B. TRANSPORT 02 - the Governor General.
132.3 Note 3:
Canadian Military aircraft carrying VIPs will be
identified as follows:
A. ROYAL 01 to 09 – members of the Royal family;
B. CANFORCE 3701 – the Governor General;
C. CANFORCE 01 – the Prime Minister; and
D. CANFORCE 02 to 19 – other heads of state or
government.
132.3 Note 4:
The term “pre-positioning” is used to define an
aircraft dispatched to pick up a VIP. Pre-positioning
flights will be identified as follows:
A. ROYAL 10 – associated with Royal visits; and
B. CANFORCE 20 – associated with the Prime
Minister or other heads of state or government.
132.3 Reference:
Flight Priority; 132.2.
132.4 132.4 Note:

If an aircraft informs you of a “fuel shortage”: A pilot may use non-standard phraseology to
(N) indicate a concern about a fuel shortage. Anything a
pilot says that suggests a possible fuel shortage is a
valid reason to ask if the pilot is declaring an
emergency.
A. ask the aircraft whether it is declaring an
emergency; and
B. give priority only if the aircraft does declare
an emergency.
132.5 132.5 Note:

If an aircraft declares minimum fuel, take the This is not an emergency situation but indicates an
following action: (N)(R) emergency could develop should any undue delay
occur.
132.5 Reference
Minimum Fuel; Definitions.
A. be alert for any occurrence or situation that
may delay the aircraft;
B. inform the aircraft of any anticipated delay
as soon as you become aware of the delay;
C. inform the next sector/unit of the status of
the aircraft; and
D. record the information in the unit log.
2006-01-19
ATC 1-27
132.6 132.6 Note:
Provide for the expeditious movement of aircraft Unless the aircraft departing on these missions
departing on urgent police matters or active request emergency handling, do not interrupt the
normal movement of itinerant airport traffic. Local
fire-fighting missions. (N)(R)
aircraft however, may be redirected to
accommodate these departures.
132.6 Reference:
Local Procedures, 211, ATSAMM.
133 CLEARANCES, INSTRUCTIONS AND

READBACKS
133.1 133.1 Note:

An ATC clearance or instruction constitutes Pilots are required to comply with ATC clearances
authority for an aircraft to proceed only in so far accepted by them and with ATC instructions
directed to and acknowledged by them, subject to
as known air traffic is concerned and is based
the pilot maintaining final responsibility for the
solely on the need to safely expedite and aircraft's safety.
separate air traffic. (N)(R) 133.1 Reference:
Air Traffic Control Clearance; Definitions.
Air Traffic Control Instruction; Definitions.
133.2 133.2 Note:

Issue clearances and instructions with the least At an airport where there is a Flight Service Station/
possible delay. (N)(R) RCO and there is also an ATC PAL frequency, IFR
departure clearances may be issued either through
the FSS or directly to the aircraft using the PAL.
Details for coordinating and using this procedure
are to be contained in an Arrangement between the
IFR unit and the FSS including:
A. procedures for informing the FSS of any ground
delay;
B. the departure instructions issued, for FSS traffic
purposes; and
C. mandatory frequency procedures to be used.
133.2 Reference:
Agreements and Arrangements - General; 301,
ATSAMM.
133.3 133.3 Example:

Differentiate clearly between a clearance and ACA252, CLEARED TO THREE THOUSAND.
an instruction by using the appropriate prefix. ACA252, CROSS MONCTON VORTAC AT THREE
THOUSAND.
(E)(R)
133.3 Reference:
Message Format; 217.
133.4
Obtain an accurate readback if issuing or
relaying an:
A. IFR clearance or IFR instruction;
B. amendment to an IFR clearance or IFR
instruction; or
2006-01-19
ATC 1-28
C. instruction to an aircraft or vehicle to HOLD 133.4 C. Reference:
or HOLD SHORT of a runway or taxiway. (R) Accuracy of readback; 201.
Taxi Information; RAC 4.2.5, TC AIM.
133.5 133.5 Note:

You may omit requesting a readback for an Omission of a readback may be used only for the
initial IFR clearance issued by a ground or initial IFR clearance issued to a departing IFR
aircraft. Departing IFR aircraft will acknowledge
clearance delivery controller provided: (N)(R)
receipt of an IFR clearance by responding with the
aircraft call-sign and the assigned transponder
code.
133.5 Reference:
Compliance with ATC Instructions and Clearances;
602.31(2)(a), CARs.
A. no changes have been made to the
originally filed flight plan;
B. the clearance is issued by referring to a
machine printed strip or a video display of
the flight plan;
C. the clearance includes a published standard 133.5 C. Note:
instrument departure; (N) A published Departure Procedure is not a Standard
Instrument Departure.
D. no alternate instructions are included in the
clearance; and
E. there is no apparent misunderstanding of
the clearance contents.
133.6 * 133.6 Note:

Read back verbatim any IFR clearance or IFR With the exception of foreign NAT oceanic
instruction or amendments to IFR clearances or controllers, foreign agencies may not be required to
give readbacks. A Canadian flight service specialist
IFR instructions if: (N)
is required to read back a clearance or instruction.
A. received from a Canadian controller; or
B. requested by other agencies.
133.7 133.7 Note:

If workload or traffic conditions prevent Pilots are required to establish radio communication
immediate provision of Class D service, instruct with ATC prior to entering Class D airspace. If a
controller responds to a pilot's initial transmission
the pilot to remain outside the Class D airspace,
with “(Aircraft identification) STANDBY”, radio
until such time that conditions permit the communication is considered to have been
services to be provided. (N)(R) established and the pilot may enter the airspace.
133.7 Reference:
Initial Clearance; 342.
VFR Traffic Management; 312.
Airspace Structure, Classification And Use; 601,
CARs.
2006-01-19
ATC 1-29
134 WEATHER INFORMATION
134.1
Obtain weather information from aviation
weather reports, supplemented by PIREPs and
controllers' observations. When relaying
Automated Weather Observation System
(AWOS) reports, ensure pilots are made aware
that the observations are reported by an
automatic station. In the event of a discrepancy
between an AWOS ceiling or visibility and that
observed by an accredited weather observer,
tower controller (visibility only), or aircraft in the
vicinity, aircraft operations should be permitted
to continue based on the following order of
precedence of observations:
A. accredited observations;
B. the tower visibility; or
C. the ceiling, runway visibility or flight visibility 134.1 C. Note:
as provided by a PIREP. (N)(R) AWOS reports may be used to provide weather
information to pilots. These weather sequences are
identified by the word AUTO after the date time
group. These are fully automated reports and have
the following observational characteristics:
A. provide a measure of cloud height and amount
that has passed directly over the sensor,
integrated over time;
B. provide visibility measured directly in front of the
sensor, integrated over time;
C. only measure the amount of precipitation in the
last hour as a rate of fall of liquid water; and
D. do not detect thunderstorms.
134.1 C. Reference:
Unit Equipment; 190.
Unit Directives; 204, ATSAMM.
Unit Equipment; 420, ATSAMM.

Prefix weather information with the appropriate TOWER OBSERVES (weather information).
term. (P)(N) PILOT REPORTS (weather information).
(Location) (time) AUTOMATED (report).
WEATHER AT (time, weather information).
TOWER OBSERVED WEATHER AT (name of
airport and time).
TOWER CEILING (ceilometer reading).
134.2 Note:
Tower ceilings are observed only by air traffic
control personnel certified to take limited
observations from control towers equipped with
approved ceilometers.
2006-01-19
ATC 1-30
134.3
Report significant differences between aviation
weather reports and controller observed
weather conditions or PIREPs to:
A. concerned aircraft;
B. the position designated the responsibility for 134.3 B. Note:
disseminating weather information, if In units where a position has been designated the
applicable; (N) responsibility for disseminating weather information
and the duties are being performed, controllers only
have to pass weather information to and receive
weather information from this position.
C. other concerned sectors/units; and
D. the appropriate FSS.
134.4 134.4 Note:

Forward PIREPs to: (N)(R) PIREPs enhance weather briefings, as they
supplement aviation weather reports. In addition,
they are used by meteorological personnel as an aid
when preparing forecasts. PIREPs should be
passed in the following format:
A. time;
B. type of aircraft;
C. altitude;
D. position; and
E. meteorological conditions observed.
* 134.4 Reference:
PIREP; Definitions.
Turbulence Reporting Criteria Table; MET 3.7,
TC AIM.
PIREP; MET 3.17, TC AIM.
A. concerned aircraft if the weather is of
significance;
B. the position designated the responsibility for 134.4 B. Note:
disseminating weather information, if Note in 134.3 B. applies to this paragraph.
applicable; (N)
C. other concerned sectors/units if the weather
is of significance; and
D. the appropriate FSS if the weather is of
significance.
134.5 134.5 Note:

Give priority to Urgent PIREPs and forward Urgent PIREPs contain information on hazardous or
them as soon as possible to: (N)(R) potentially hazardous flight conditions and timely
relay is of the utmost importance.
134.5 Reference:
Urgent PIREP; Definitions.
A. concerned aircraft;
B. the appropriate FSS; and (N) 134.5 B. Note:
FSS will forward Urgent PIREPs to EC, the ACC
and towers via the quickest means available. ATC
personnel will pass Urgent PIREPs to other ATC
and FSS sectors/units via hotline, interphone or
telephone.
2005-07-07
ATC 1-31
C. appropriate ATC sectors/units.

You may use the term “CAVOK” in the CAVOK; Definitions.
transmission of meteorological information to
an arriving or departing aircraft provided the
official weather report indicates that CAVOK
conditions exist. (R)
134.7 134.7 Note:

You may use a tower observation of prevailing The Manual of Surface Weather Observations
visibility to authorize IFR, VFR or SVFR (MANOBS) describes the prevailing visibility as the
maximum visibility value common to sectors
operations. (N)
comprising one-half or more of the horizon circle.
135 ALTIMETER SETTINGS AND WIND

INFORMATION
135.1
Issue altimeter setting information as follows:
A. State the word “altimeter” followed by the 4 135.1 A. Phraseology:
separate digits of the setting. (P)(R) (Name) ALTIMETER (setting).
135.1 A. Reference:
Phonetics and Numbers; 212.
Altimeter settings; 214.
Altimeter Setting Indicator; 424, ATSAMM.
B. Identify the setting by the name of the 135.1 B. Example:
station to which it applies except if: (E) Toronto ACC issuing setting for Stirling —
STIRLING ALTIMETER TWO NINER SEVEN TWO.
Edmonton ACC issuing setting for Vermilion and
Edmonton —
VERMILION ALTIMETER TWO NINER SIX SIX
EDMONTON ALTIMETER TWO NINER SIX
THREE.
1. the setting applies to the station at which
the ATC unit is located; and
2. there is no possibility of
misunderstanding.
C. State the setting twice if it is either 31.00 135.1 C. Phraseology:
and higher, or 28.99 and lower. (P) (Name) ALTIMETER (setting), I SAY AGAIN
(setting).
D. Include the time of the report if the setting is 135.1 D. Phraseology:
obtained from a weather report that is 1 (Name) ALTIMETER AT (time) WAS (setting).
hour or more old. (P)
E. Identify the setting as “QNH” if an aircraft 135.1 E. Note:
asks which type of setting is being provided. An altimeter on a QNH setting will display the height
(N) above sea level. In Canada, the height above
aerodrome elevation or relevant runway threshold
(QFE) is not available.
2005-07-07
ATC 1-32
Use the altimeter setting indicators installed in Altimeter setting indicator; 424, ATSAMM.
ATC units as the primary instrument for
obtaining the local altimeter setting. (R)
135.3
Issue a revised altimeter setting if the setting
changes by 0.02 inches or more.
135.4 135.4 Note:

If the altimeter setting is higher than 31.00: This applies only for en route operations below
(N)(R) 18,000 feet ASL within affected areas. At the
beginning of the final approach segment, the current
altimeter setting will be set, if possible. If not
possible, 31.00 will remain set throughout the
approach. Aircraft that will remain on 31.00 will be
higher than indicated by the altimeter.
* 135.4 Reference:
Altimeter Setting Procedures During Abnormally
High Pressure Weather Conditions; RAC 12.12,
TC AIM.
A. issue the actual altimeter setting to the
aircraft; and
B. confirm that the aircraft has set its altimeter
to 31.00.
135.5 135.5 Note:

Compare the reading on the altimeter setting If the altimeter variance between the Aviation
indicator with the altimeter setting recorded in Weather Report and the altimeter setting indicator is
consistently greater than ± .02 inches, the altimeter
each Aviation Weather Report, to determine
setting indicator is considered unserviceable until
whether the indicator is functioning the necessary recalibration has been performed.
satisfactorily or not. (N)(R) 135.5 Reference:
Altimeter Setting Indicator,424, ATSAMM.

At ATC units where there is no associated Altimeter Setting Indicator, 424, ATSAMM .
weather observing office, check the altimeter
setting indicator, at least once per shift, with the
digital barometer provided for this purpose. If
the variance between the two readings is
consistently greater than ±.02 inches, the
altimeter setting indicator is considered
unserviceable until the necessary recalibration
has been performed. (R)
2004-07-08
ATC 1-33
135.7 135.7 Note:
Issue wind information as follows: (N)(R) Controllers are not required to specify if the wind
being issued is a now or mean wind.
135.7 Reference:
Mean Wind; Definitions.
Now Wind; Definitions.
Units of Measurement; 214.
A. where available issue a mean wind;
B. at locations equipped with digital automated
systems, issue wind speed and direction
according to the information displayed;
C. during gusty conditions, give the fluctuations
of wind direction and speed of peak gusts;
D. if issuing wind information from an aviation
weather report, indicate the time of the
report.
136 NOISE ABATEMENT

Do not issue a clearance or approve a request Noise Operating Criteria; 602.105, CARs.
from an aircraft that would result in a deviation ATS Unit/Airport Operator — Coordination; 212,
ATSAMM.
from an established noise abatement
procedure except for reasons of safety. (R)
136.2
Even where procedures are not established,
you should not clear or direct aircraft that
generate significant noise over a populated
area, particularly at night.
136.3
You should include the following items in each
noise abatement report:
A. Time.
B. Runway assigned.
C. Runway condition.
D. Wind.
E. Aircraft identification.
F. Whether the aircraft was taking off or
landing.
G. The aircraft's stated reason for refusal.
137 HOURS OF OPERATION — TOWERS
* 137.1 137.1 Reference:

Provide air traffic services only during published Aerodrome/Facility Directory; CFS.
hours of operation except when: (R)
2004-07-08
ATC 1-34
A. judged appropriate to finalize 137.1 A. Note:
communications with aircraft in the control The extension should be limited to a few minutes
zone that are expected to land shortly after contiguous to the regular hours of operation.
the hours of operation; (N)
B. engaged in an aircraft emergency situation; 137.1 B. Note:
or (N) The unit should remain open until the emergency is
resolved or it is evident that another unit is providing
appropriate assistance.
C. otherwise authorised in a unit directive. (R) 137.1 C. Reference:
137.2 137.2 Note:

If you provide airport control service outside the Since pilots of NORDO aircraft will expect to be able
published hours of operation for the unit: (N) to operate unrestricted outside of the published
hours of operation, it is important that hours of
operation not be extended except in unusual
circumstances. A control zone which is designated
as Class C or D airspace in the DAH, becomes
Class E airspace when the Control Tower is not in
operation.
A. coordinate with other control units, Flight 137.2 A. Reference:
Service Stations and any other agencies Coordination/Reports; 361.
considered necessary; (R) Tower — Flight Service Station Coordination; 219,
ATSAMM.
B. issue a NOTAM if: (E) 137.2 B. Example:
(Name) TOWER PROVIDING AIR TRAFFIC
SERVICES OUTSIDE OF PUBLISHED HOURS
FROM (date/time) TO (date/time). POSSIBILITY OF
UNKNOWN TRAFFIC EXISTS WITHIN (name)
CONTROL ZONE. IF FLYING IN (name) CONTROL
ZONE CONTACT (name) TOWER ON (frequency)
FOR TRAFFIC INFORMATION.
1. you are aware at least 5 hours before an
extension that it will be required; and
2. the duration of an extension is 1 hour or
more; and
C. inform aircraft within, entering or about to 137.2 C. Phraseology:
enter your control jurisdiction, that other (Name) TOWER OPERATING OUTSIDE OF
aircraft, not aware that control service is PUBLISHED HOURS. POSSIBILITY OF
UNKNOWN TRAFFIC EXISTS WITHIN (name)
being extended outside of the published
CONTROL ZONE.
hours, may be flying in the area. (P)
138 COORDINATION

Maintain close coordination at all times Coordination; 360, 491, 580.
between positions of operation within ATC units Tower — FSS or FIC Coordination; 219, ATSAMM.
and between these positions and other ATC
units, Flight Service Stations, and other
concerned agencies. (R)
2001-04-19
ATC 1-35

Only one ATC sector/unit is responsible for the Control Transfer; 362, 495, 583.
control of an aircraft at any given time. An ATC
sector/unit shall transfer responsibility for
control of an aircraft to the next sector/unit as
the flight progresses. (R)
139.2
Do not permit an aircraft under your control to
enter airspace under the jurisdiction of another
controller without coordinating and receiving
approval.
139.3
If you are in direct communication with an
aircraft in airspace under the jurisdiction of
another controller, coordinate with that
controller before authorizing a change in the
aircraft's altitude, route, speed, or transponder
code.
139.4
Assume control of an aircraft only after it is in
your area of jurisdiction, unless specifically
coordinated or as specified in a unit directive,
an Agreement or an Arrangement.
139.5 139.5 Note:

Transfer control of an IFR or CVFR aircraft from Use of the expression, “Your control on contact”
one IFR sector/unit to an adjacent IFR sector/ does not specify a fix, location, altitude, or time;
therefore, it is NOT an acceptable phraseology.
unit so that control transfer occurs at: (N)
A. the time of crossing the control area
boundary as estimated by the sector/unit
relinquishing control;
B. a specified fix or location;
C. a specified altitude; or
D. a specified time. (P) 139.5 D. Phraseology:
YOUR CONTROL NOW or AT (time).
139.6
When control of an IFR or CVFR aircraft is
being transferred, the transferring controller
shall:
A. relay the appropriate flight data and control
information, including amendments, to the
receiving controller;
2001-04-19
ATC 1-36
B. relay to the receiving controller any 139.6 B. Note:
information received from the pilot or This information may be omitted on control transfer
operator concerning the aircraft's fuel state if it has previously been relayed to the receiving
controller.
or fuel reserves; and (N)
C. obtain the consent of the receiving sector/ 139.6 C. Note:
unit. (N) An unconditional acknowledgement of control
transfer information constitutes consent to accept.
139.7
When control of an IFR or CVFR aircraft is
being transferred, the receiving controller, shall:
A. accept control as requested or subject to 139.7 A. Reference:
any necessary condition; (R) Provision of Service; 401.
B. specify any other information or instruction
that the aircraft must have at the point of
transfer; and
C. specify any other required information.
2004-01-22
ATC 1-37
140 CATEGORY II/III ILS APPROACHES
141 GENERAL
141.1 141.1 Note:

Ensure the following essential elements are The pilot may elect to continue the approach if
serviceable prior to authorizing Category II/III either the RVR or standby power elements fail and
the aircraft is established on the glide path and has
ILS approaches: (N)
passed the final approach fix.
A. approach, threshold, touchdown zone, 141.1 A. Note:
centreline, and runway edge lights; (N) Unless advised to the contrary by Airport
Maintenance personnel, consider all lighting within
acceptable limits for Category II/III ILS operations.
B. ILS localizer and glide path;
C. RVR reporting systems; and
D. primary and standby power. (R) 141.1 D. Reference:
Category II/III ILS Approaches; 346.
141.2
Advise aircraft if an essential element of the
Category II/III system is unserviceable.
141.3
Do not authorize any further Category II/III ILS
approaches if, during a snowfall, two
successive aircraft report the glide path angle
too high or too low.
141.4 * 141.4 Note:

Initiate NOTAM action when an essential The essential elements for which ATC is responsible
element of the Category II/III system fails. for NOTAM action will be specified in Agreements
between ATC units and other agencies.
(N)(R)
* 141.4 Reference:
ATSAMM.

Provide RVR readings, in addition to those in Provision of Service; 151.
ATC MANOPS 151, to an aircraft conducting a
Category II/III ILS approach if the RVR reading
falls below 1,200 feet. (R)
2004-01-22
ATC 1-38
150 RUNWAY VISUAL RANGE (RVR)

Provide the RVR followed by the prevailing Runway Visual Range System; 153.
visibility to aircraft intending to use a runway
equipped with a visibility sensor if: (R)
A. the RVR is less than 6,000 feet; or
B. the aircraft requests it.
151.2
Provide this information to:
* A. departing aircraft when taxi authorization is 151.2 A. Reference:
issued; (R) Taxi Authorization; 334.
B. arriving aircraft when landing information is 151.2 B. Reference:
issued; and (R) Landing Information; 341.
Landing Information; 461.
C. aircraft on final approach.

The RVR shall be reported as not available RUNWAY (number) VISUAL RANGE/RVR NOT
when: (P)(N) AVAILABLE.
151.3 Note 1:
The display unit will show four dashes (----) any time
the visibility value is not available, OFF if the unit is
off-line and CAL if technicians are performing a
technical calibration.
151.3 Note 2:
Once the RVR is published unserviceable by
NOTAM, it is no longer necessary to state “RVR not
available”.
A. no RVR reading is displayed; or
B. there is an indication that the RVR reading
is unreliable.
152 PROCEDURES

Report RVR in feet. (P) RUNWAY (number) VISUAL RANGE (number)
FEET; or RUNWAY (number) RVR (number) FEET.

Indicate plus and minus values when the RVR RUNWAY (number) VISUAL RANGE/RVR LESS
reading is more than 6,000 feet or less than 300 THAN THREE HUNDRED FEET.
RUNWAY (number) VISUAL RANGE/RVR MORE
feet. (P)
THAN SIX THOUSAND FEET.
2006-01-19
ATC 1-39
Issue the current RVR reading and the range of RUNWAY (number) VISUAL RANGE/RVR (number)
variation if the readout is fluctuating above and FEET, FLUCTUATING (number) TO (number)
FEET, VISIBILITY (fraction) MILE.
below the published takeoff or approach
minimum, and include the ground visibility. (P)

Inform the aircraft if the RVR reading is based RUNWAY (number) VISUAL RANGE/RVR (number)
on runway light setting 4 or 5. (P)(R) FEET. RUNWAY LIGHTS AT SETTING FOUR/FIVE.
152.4 Reference:
Intensity Settings; 378.

Issue all values, beginning with the touchdown RUNWAY (number) VISUAL RANGE/RVR ALFA
location, if the RVR for a runway is measured at (number) FEET, BRAVO (number) FEET, CHARLIE
(number) FEET.
more than one location. Identify the
touchdown location as alfa, the mid-runway
location as bravo and the roll-out/end zone
location as charlie. (P)

You may omit the runway number when issuing VISUAL RANGE/RVR (number) FEET.
RVR information if: (P)
A. the aircraft is established on final approach;
and
B. no likelihood of confusion exists.
153 RUNWAY VISUAL RANGE SYSTEM

Report any malfunction of the RVR system to Provision of Service; 151.
Maintenance personnel. (R)
153.2
Immediately verify suspected inaccuracies of
any readout against other displays in the unit.
153.3
If it is determined that at least one display is
operating normally, make arrangements to
provide the current, correct reading to all
operating positions that require the information,
until the system is restored to full operation.

The airport controller shall determine whether Provision of Service; 151.
the RVR system can be released for routine
maintenance if such a request is made. (R)
2006-01-19
ATC 1-40
153.5 153.5 Note:
Take NOTAM and voice advisory action in If an RVR is associated with a Category II/III
accordance with local procedures if an RVR runway, then NOTAM action is required in all cases.
unserviceability occurs. (N)
2003-07-10
ATC 1-41
160 FLIGHT INFORMATION SERVICE
161 GENERAL
161.1 161.1 Note:

Provide flight information service to all known This service is provided before departure and while
aircraft operating within a flight information in flight whether aircraft are operating within or
outside controlled airspace.
region except if: (N)
A. the aircraft operator provides the service; or 161.1 A. Note:
(N)(R) An example of this is alerting services
responsibilities when an aircraft is operating on a
company flight itinerary.
161.1 A. Reference:
Requirement to file on arrival report; 602.77, CARs.
B. you are prevented from providing the
service by an operational factor such as one
of the following:
1. traffic volume;
2. controller workload;
3. communication frequency congestion; or
4. radar equipment limitations.
161.2
You need not inform an aircraft of your reason
for not providing or for discontinuing flight
information service in a particular case.
161.3
Provide pertinent information that was not
available to the aircraft before departure or
developments that have occurred subsequent
to departure concerning the following:
A. Severe weather conditions.
B. Volcanic eruptions or volcanic ash clouds. * 161.3 B. Note:
(N) Advance warning of volcanic activities will be
relayed over the AFTN as Volcanic Ash Bulletins
and updated with SIGMETs.
C. A change in the serviceability of a NAVAID.
D. The condition of an airport and associated
facilities.
E. Other information that is pertinent to flight
safety.
161.4
Provide IFR aircraft with pertinent information,
in addition to that outlined in 161.3, concerning
the following:
A. Weather conditions reported or forecast at
destination or alternate airports.
2003-07-10
ATC 1-42
B. Icing conditions.
C. A collision hazard if the aircraft is operating 161.4 C. Note:
outside of controlled airspace. (N) Collision hazard information includes only known
aircraft and will sometimes be based on data of
doubtful accuracy. ATC is not responsible for
providing this information at all times nor for the
accuracy of information provided.
161.5
You should request an aircraft that is provided
collision hazard information to inform you of any
avoiding action it takes. You should then
provide this information to the other aircraft
involved.
161.6
Be alert for and warn pilots with whom you are
able to communicate, whenever they appear to,
unwittingly have entered or, be about to enter
active Class F airspace.
161.7
Provide VFR aircraft with pertinent information,
in addition to that outlined in 161.3, concerning
weather conditions along the route of flight that
are likely to make VFR flight impracticable or
hazardous.
161.8
You may provide the additional radar services
contained in this section within any airspace
that is within radar coverage provided you are
satisfied with the adequacy of the radar-
displayed information.

Differentiate clearly between information and Message Format; 217.
suggested action or advice by using the
appropriate prefix. (R)

You should check each position report and flight YOU SHOULD BE AT AN ODD/EVEN ALTITUDE-or
plan received to determine that the altitude is for VFR aircraft: YOU SHOULD BE AT AN ODD/
EVEN ALTITUDE PLUS 500 FEET.
appropriate to the direction of flight and inform
161.10 Note:
the aircraft if a discrepancy is found. (P)(N)(R) Although the pilot is responsible for conforming to
Canadian Aviation Regulations, ATC can help by
detecting and reporting any discrepancy.
161.10 Reference:
Cruising Altitudes and Cruising Flight Levels;
602.34, CARs.
2004-09-30
ATC 1-43
161.11 161.11 Note:
Issue flight information to aircraft engaged in The responsibility to permit or suspend paradrops,
parachute activity and non-participating aircraft, based on the flight information provided, rests with
the pilot of the jump aircraft.
as necessary, to enhance the safety of the jump
operation. (N)
161.12
Issue flight information concerning the location,
time, duration, and altitude from which the jump
will be made.
161.13
You may broadcast information to non-
participating aircraft on an appropriate control
frequency or in an ATIS message, if time or
numbers of aircraft make individual
transmissions impractical.
161.14
Assist non-participating aircraft to avoid the
airspace within which the parachute descents
are being conducted if requested by an aircraft.
161.15 161.15 Reference:

Forward requests for the operation of an Local Procedures; 211, ATSAMM.
exterior laser display or other directed bright Directed Bright Light; Definitions, ATSAMM.
light within the control zone to the site manager.
(R)
161.16 161.16 Note:

Obtain the following information when informed Illumination by a Directed Bright Light, although
an aircraft has been illuminated by a laser: (N) distracting to the pilot, will not normally cause flash
blindness or loss of vision. As such, local
procedures will dictate the method for alerting the
operator of the display in the event aircraft are
illuminated.
A. date, time and location of occurrence;
B. aircraft identification, altitude, heading and
flight condition;
C. light source location, if known;
D. effect of illumination on crew members;
E. evasive or emergency manoeuvres taken by
the pilot; and
F. opinion if illumination was accidental or
intentional.
2004-09-30
ATC 1-44
161.17 161.17 Reference:
Report any unauthorized outdoor use of a high- Handling and Reporting of Incidents; 231,
intensity laser or other directed bright light ATSAMM.
within the control zone to the ACC Shift
Manager. (R)
161.18 161.18 Note:

Provide a safety alert if it appears an aircraft will The amount of airspace affected by a laser
operate near a known laser source or other operation varies with the laser system output power.
Low intensity laser beams are not considered as
directed bright light below 2000 feet AGL in the
obstacles and do not require restricted airspace.
control zone. (N)(R) 161.18 Reference:
Essential Flight Information; 321.
162 SEVERE WEATHER INFORMATION
162.1 162.1 Note:

Provide all aircraft in the area concerned or that Information on severe weather can be passed either
will be entering the area concerned, with directly or by a general broadcast to all aircraft in the
affected area.
information pertaining to a severe weather
condition, such as: (N)
A. SIGMET; (N)(R) 162.1 A. Note 1:
A. WS: regular SIGMET;
B. WC: tropical cyclone SIGMET; and
C. WV: volcanic ash SIGMET.
162.1 A. Note 2:
When aircraft inform you that they have received
SIGMET information from another source, you do
not need to repeat the information.
162.1 A. Reference:
SIGMET; Definitions.
B. AIRMET; (N)(R) 162.1 B. Note:
When aircraft inform you that they have received
AIRMET information from another source, you do
not need to repeat the information.
162.1 B. Reference:
AIRMET; Definitions.
C. urgent PIREP; (R) 162.1 C. Reference:
D. a line squall;
E. microburst activity; (N)(R) 162.1 E. Note:
Opposite direction surface winds over a short
distance are a clear indication of a microburst.
Accidents related to microburst activity have often
been preceded by reports from other aircraft
experiencing severe control problems.
* 162.1 E. Reference:
Low level wind shear; AIR 2.8, TC AIM.
F. moderate turbulence; or
G. hail.
2003-01-23
ATC 1-45
162.2 162.2 Note:
In addition to 162.1, broadcast a SIGMET alert The broadcast is not required if no aircraft will be
immediately upon receipt whenever any part of affected by the weather addressed in the SIGMET.
162.2 Example:
the area described in the SIGMET is within your
ATTENTION ALL AIRCRAFT, SIGMET NUMBER
area of jurisdiction or could affect aircraft in FIVE, AFFECTING AN AREA FROM NORTH BAY
your area of jurisdiction. The broadcast shall be TO MUSKOKA TO LONDON A LINE OF
on all frequencies except emergency THUNDERSTORMS WITH TOPS TO 30
frequencies and shall be relayed in the following THOUSAND, MOVING EAST AT 20 KNOTS.
manner: (N)(E)
A. SIGMET number;
B. a general description of the area affected;
and
C. a brief description of the type of weather.
162.3 162.3 Example:

Relay wind shear and microburst activity ATTENTION ALL AIRCRAFT LANDING AT
information in abbreviated plain language, TORONTO, WIND SHEAR WARNING, SURFACE
WIND 320/10, WIND AT 300 FEET 010/25 ON
giving the variance in direction and speed of
APPROACH.
wind and, if available, the type of aircraft AIR CANADA 061 MICROBURST ACTIVITY
making the report and the time of the report. (E) REPORTED BY B737 ON APPROACH TO
RUNWAY 06 RIGHT AT 1510Z.

Request PIREPs from aircraft to: (P) REQUEST FLIGHT CONDITIONS.
REQUEST FLIGHT CONDITIONS OVER (fix)/
ALONG (route)/BETWEEN (fix) AND (fix).
A. assist aircraft in avoiding severe weather 162.4 A. Note:
conditions; and (N) Controllers should solicit PIREPs when icing
conditions are light to severe.
B. confirm that severe weather conditions still
exist.
162.5
Assist aircraft in areas of severe weather by:
A. relaying urgent PIREPs and significant 162.5 A. Note:
PIREPs; (N)(R) Significant PIREP information includes reports of
strong frontal activity, squall lines, thunderstorms,
light to moderate icing, wind shear and turbulence
(including clear air turbulence) of moderate intensity,
or other conditions pertinent to flight safety.
162.5 A. Reference:
B. informing aircraft of alternate routes to avoid
known areas of severe weather; and
C. expediting action on requests for route or
altitude changes to avoid areas of severe
weather.
2003-01-23
ATC 1-46
If issuing information on a radar-observed SMALL/LARGE WEATHER AREA (number)
weather area, include the following items: (P) O'CLOCK (number) MILES, MOVING SLOWLY/
RAPIDLY (direction) BOUND, (other information).
(Number) MILE BAND OF WEATHER, FROM (fix or
position) TO (fix or position), (movement), (other
information).
A. Size or extent of the area.
B. Position of the area in relation to the aircraft
or a fix.
C. Relative speed and direction of movement if
any.
D. Other known information, such as: (P) * 162.6 D. Phraseology:
WEAK/STRONG ECHOES, TOPS (altitude),
[LIGHTNING].
1. altitudes likely to be affected;
2. intensity of precipitation; or
3. a possible alternate route.
163 CHAFF INFORMATION
163.1
Provide all aircraft that will operate in the area
concerned with information involving a
proposed or actual chaff drop, including:
A. location of the drop area;
B. time of the drop;
C. estimated speed and direction of drift;
D. altitudes likely to be affected; and
E. approximate intensity of the chaff.

If issuing information on a radar-observed chaff SMALL/LARGE CHAFF AREA (number) O'CLOCK,
drop, include the following items: (P) (number) MILES, MOVING SLOWLY/RAPIDLY
(direction) BOUND, (other information).
(Number) MILE BAND OF CHAFF, FROM (fix or
position) TO (fix or position), (movement), (other
information).
A. Size or extent of the area.
B. Position of the area in relation to the aircraft
or a fix.
C. Relative speed and direction of movement if
any.
D. Other known information, such as:
1. altitudes likely to be affected;
2. intensity of the chaff; or
3. a possible alternate route.
2001-01-25
ATC 1-47
164 BIRD ACTIVITY INFORMATION

Provide all aircraft that will operate in the area FLOCK OF (size if known) BIRDS/(species if
concerned with information concerning bird known), (direction) BOUND OVER (location), LAST
REPORTED AT (altitude, determined from pilot
activity, including: (P)
report)/ALTITUDE UNKNOWN.
FLOCK OF (size if known) BIRDS/(species if
known), (number) O'CLOCK, (number) MILES,
(direction) BOUND, LAST REPORTED AT (altitude,
determined from pilot report)/ALTITUDE
UNKNOWN.
NUMEROUS FLOCKS OF (size if known) BIRDS/
(species if known), VICINITY OF (location), (altitude
information).
A. size or species of birds if known;
B. location;
C. direction of flight; and
D. altitude if known.
164.2 164.2 Note:

Base bird activity information on: (N) Turbine-powered aircraft with their tendency to
ingest birds are particularly susceptible to this
hazard.
A. a visual observation;
B. a pilot report; or
C. a radar observation confirmed by:
1. a visual observation; or
2. a pilot report.

You should warn an aircraft of the possibility of UNIDENTIFIED TARGET, POSSIBLY A FLOCK OF
bird activity if you have an unconfirmed radar BIRDS, (other information if known).
observation that you believe to be a flock of
birds. (P)
165 RADAR TRAFFIC INFORMATION
165.1
Traffic information may be based on:
A. visual observation;
B. observation of radar identified targets; or
C. reports from pilots or other ATS facilities.

Provide traffic information to VFR aircraft in Flight Information Service - General; 161.
Class C and D airspace and, workload
permitting, to VFR aircraft in Class E airspace.
(R)
2001-01-25
ATC 1-48
165.3 165.3 Note:
Except as specified in 165.4, provide traffic Provision of this service is mandatory unless
information to radar-identified IFR or CVFR precluded by higher priority duties (ATC MANOPS
131). In Class E airspace, traffic information is
aircraft if the targets appear likely to merge with
provided on a workload permitting basis.
another radar-observed target. (N)(R) 165.3 Reference:
Flight Information - General; 161.
165.4
You need not apply the procedures in 165.3 if
the aircraft:
A. are known to be separated by more than the
appropriate vertical separation minimum; or
B. are established in a holding pattern. (R) 165.4 B. Reference:
Traffic Information; 405.

If issuing radar-observed traffic information to TRAFFIC (number) O'CLOCK, (number) MILES,
an aircraft that is radar identified, include the (direction) BOUND, (type of aircraft or relative
speed) (altitude).
following items: (P)(E)
165.5 Example:
TRAFFIC 11 O'CLOCK 10 MILES, SOUTHBOUND
B737 FLIGHT LEVEL 230.
TRAFFIC 1 O'CLOCK 5 MILES, WESTBOUND,
SLOW MOVING, TYPE AND ALTITUDE
UNKNOWN.
* A. position of the traffic in terms of the 12-hour
clock in relation to the aircraft and distance;
B. direction in which the traffic is proceeding;
C. the aircraft type if known, or the relative
speed; and
D. the altitude if known. (N) 165.5 D. Note:
The altitude may be described as (number of feet)
above or below.

If issuing radar-observed traffic information to TRAFFIC, (number) MILES (direction) OF (fix),
an aircraft that is not radar-identified, include (direction) BOUND, (type of aircraft or relative
speed) (altitude).
the following items: (P)(E)
165.6 Example:
TRAFFIC, 15 MILES WEST OF SYDNEY VOR,
EASTBOUND, TYPE UNKNOWN, SLOW MOVING,
FIVE THOUSAND FIVE HUNDRED.
A. position of the traffic in relation to a fix;
B. direction in which the traffic is proceeding;
C. the aircraft type if known, or the relative
speed; and
D. the altitude, if known. (N) 165.6 D. Note:
above or below.
Original
ATC 1-49
165.7 165.7 Note:
You may use altitude readouts to provide Altitude readout data, even when not validated, may
altitude information, by stating: (N) help the receiving pilot to locate the traffic.
A. the altitude readout value;
B. the word “unverified” following the altitude, if 165.7 B. Example:
you have not validated the readout. (E)(R) ALTITUDE FIVE THOUSAND SEVEN HUNDRED,
UNVERIFIED, CLIMBING.
165.7 B. Reference:
Altitude Readouts; 503.
C. the word “climbing” or “descending”, if
applicable.

Apply the appropriate radar separation Minima; 532.
minimum between a radar identified IFR aircraft
and unidentified traffic if: (R)
A. the aircraft requests it; and
B. it is practicable to do so.
165.9
Take whatever action you consider necessary
to separate the aircraft concerned if you know
that a VFR aircraft is at the same altitude and in
the same general area as a radar controlled
aircraft.

Inform a radar identified aircraft when the traffic CLEAR OF PREVIOUS TRAFFIC.
is no longer of concern if: (P) CLEAR OF PREVIOUS TRAFFIC AT (number)
O'CLOCK.
A. the aircraft states that it does not see the
traffic that was issued; and
B. you are not providing radar separation.
166 NON-RADAR TRAFFIC INFORMATION
166.1
Traffic information may be based on:
A. visual observation;
B. observation of unidentified radar targets; or
C. reports from pilots or other ATS facilities.
166.2
Provide traffic information to VFR aircraft in
Class C and D airspace and, workload
permitting, to VFR aircraft in Class E airspace.
Original
ATC 1-50
166.3 166.3 Example:
Include the following items in non-radar traffic TRAFFIC 15 MILES EAST OF YORKTON
information: (E)(R) NORTHWESTBOUND CESSNA 180, FOUR
THOUSAND FIVE HUNDRED, ESTIMATING
YORKTON 1205Z; ADDITIONAL TRAFFIC IS (...).
TRAFFIC 20 MILES EAST OF KILLALOE, A
WESTBOUND KING AIR, EIGHT THOUSAND,
ESTIMATED KILLALOE AT 2115.
166.3 Reference:
A. Position of aircraft.
B. Direction of flight.
C. Type of aircraft.
D. Altitude. (N) 166.3 D. Note:
above or below.
E. ETA for the reporting point nearest the point
at which the aircraft will pass, overtake, or
approach, if appropriate.
167 FREQUENCY AND SSR CODE

CHANGES FOR MILITARY SINGLE-
PILOTED AIRCRAFT
* 167.1 167.1 Note 1:

Avoid, to the extent possible, instructing single- It is known that the mental distraction and the
piloted military turbojet aircraft to change radio inadvertent movement of aircraft controls resulting
from the pilot's turning, reaching, or leaning to
frequency or SSR code while conducting an
change frequencies or codes can induce spatial
approach, either wholly or partially in IMC or at disorientation (vertigo).
night. If changes are required, attempt to do so: 167.1 Note 2:
(N) The determining factors in this situation include:
A. communication coverage and availability; and
B. other air traffic.
A. early enough to permit the change prior to
the aircraft reaching the approach fix or
hand-off point;
B. before the aircraft descends below 2,500
feet AGL; and
C. prior to or following a turn.
168 RADAR NAVIGATION ASSISTANCE
168.1 168.1 Note:

Unless specifically prohibited, provide radar Radar navigation assistance may be in the form of
assistance to navigation if requested by the position information, vectors, or track and ground
speed checks.
aircraft. (N)(R)
168.1 Reference:
Deviation from Assigned Airspace; 508.
2006-01-19
ATC 1-51
169 RUNWAY SURFACE CONDITION AND
CANADIAN RUNWAY FRICTION
INDEX (CRFI)
169.1
Issue the most recent Runway Surface
Condition or CRFI report for the selected
runway, as received from the Airport Operator
to all concerned aircraft. Include the date of the
report if it differs from the current date.

Issue RSC reports in the following sequence: (Location) RUNWAY SURFACE CONDITION,
(P) RUNWAY (number), (condition) AT (time in four
figures).
— or —
(Location) RUNWAY SURFACE CONDITION,
RUNWAY (number), (condition), ON (date), AT (time
in four figures).
A. location;
B. RUNWAY SURFACE CONDITION;
C. RUNWAY (number);
D. condition;
E. date (if it differs from current date); and
F. time (of the report).

Issue CRFI reports in the following sequence: (Location) FRICTION INDEX RUNWAY (number),
(P) TEMPERATURE (degrees), WAS (reading), AT
(time in four figures).
— or —
(Location) FRICTION INDEX RUNWAY (number),
TEMPERATURE (degrees), WAS (reading) ON
(date), AT (time in four figures).
A. location;
B. friction Index;
C. RUNWAY (number);
D. temperature;
E. runway average (additional information if
one part of the runway has a significantly
lower Friction Index reading);
F. date (if it differs from the current date); and
G. time (of the report).
169.4 169.4 Note:

Inform the aircraft and the airport operator if Reasons may be disappearance or presence of
you doubt the validity of a Runway Surface snow, wet snow, slush or ice on the runway or
obstructions such as windrows and snow banks on
Condition or CRFI report due to a significant
the manoeuvring area.
change of conditions since the report was
issued. (N)
2006-01-19
ATC 1-52
170 AUTOMATIC TERMINAL
INFORMATION SERVICE (ATIS)
171 GENERAL

Personnel assigned to the ATIS position are Automatic Terminal Information Service; 425,
responsible for the composition, recording, and ATSAMM.
distribution of ATIS messages. (R)
171.2
Issue to aircraft any new and pertinent
information that differs from the current ATIS
message.
* 171.3 * 171.3 Example:

Record a message on the ATIS prior to closing KELOWNA TOWER IS CLOSED UNTIL 1100Z.
the tower if an Airport Advisory Service will be MANDATORY FREQUENCY PROCEDURES
APPLY. ALL AIRCRAFT CONTACT PENTICTON
provided by a Flight Service Station, and
RADIO ON 119.6.
include: (E)
* A. the name of the tower;
* B. the time period;
* C. a statement that Mandatory Frequency
procedures apply; and
* D. contact instructions.
172 MESSAGE COMPOSITION
172.1
Keep messages brief and concise and, if
practicable, less than 30 seconds.
172.2
Identify each ATIS message in the following
way:
A. Assign a code letter in sequence through
the phonetic alphabet, beginning with
“ALFA”, and continuing until all letters are
used, then start a new cycle.
B. Continue a cycle, once established, without
regard to the beginning of a new day.
C. Assign code “ALFA” to the first message on 172.2 C. Note:
resuming service if the broadcast is Service may have been interrupted because of
interrupted for 6 hours or more. (N) equipment failure or rapidly changing conditions.
D. If separate radio frequencies are used for 172.2 D. Note:
simultaneous broadcasts in both official If one transmitter is out of service for any period of
languages, assign the same code letter and time, the code letter, on resumption of service on
this transmitter, must be the same as the code letter
use identical message content. (N)
in use on the other transmitter.
Original
ATC 1-53
E. If separate radio frequencies are used for 172.2 E. Note:
simultaneous broadcast of an ARRIVAL 172.2 D. Note applies here.
ATIS message and a DEPARTURE ATIS
message assign the same code letter to
each. (N)
172.3 172.3 Example:

Include the following information in an ATIS TORONTO INTERNATIONAL INFORMATION
message, as applicable, in the sequence BRAVO. WEATHER AT 0300 ZULU: WIND ONE
SIX ZERO AT TWENTY GUSTING TWENTY FIVE,
indicated: (E)
VISIBILITY FIVE, HAZE; TWO THOUSAND
SCATTERED, CEILING THREE THOUSAND
OVERCAST; TEMPERATURE ONE SEVEN, DEW
POINT ONE FOUR; ALTIMETER TWO NINER
NINER TWO; APPROACH ILS RUNWAY ONE
FOUR, IFR LANDING ONE FOUR, DEPARTURES
ONE ZERO.
NOTAM: ROMEO NDB IS OUT OF SERVICE
UNTIL FURTHER NOTICE. INFORM ATC THAT
YOU HAVE INFORMATION BRAVO.
A. Airport name and message code letter.
B. Weather information, including:
1. time;
2. surface wind, including gusts; (N)(R) 172.3 B. 2. Note:
The presence of gusty wind conditions as part of the
wind component of ATIS messages is critical to
pilots. Gusts can play an important role when an
approach is being conducted using auto-throttle or
when the cross-wind component is near the upper
limit.
Altimeter Setting and Wind Information; 135.
3. visibility;
4. weather and obstructions to vision;
5. ceiling;
6. sky condition;
7. temperature;
8. dew point;
9. altimeter setting;
10. pertinent SIGMETs, AIRMETs and 172.3 B. 10. Note:
PIREPs; and (N) Pertinent SIGMETs, AIRMETs and PIREPs for ATIS
messages are those that include severe weather
conditions in the vicinity of the airport.
11. other pertinent remarks.
C. Type of instrument approach in use 172.3 C. Reference:
including information on simultaneous Simultaneous Independent Parallel ILS
parallel or converging operations. (R) Approaches; 571.
Original
ATC 1-54
D. Landing runway, both IFR and VFR, 172.3 D. Note:
including information on hold short Stopping distance information may be omitted from
operations and the stopping distance the ATIS message if multiple runway use, and other
necessary information, would cause the message
available. (N)(R)
length to exceed the ATIS system capacity.
172.3 D. Reference:
Arrivals and Departures; 352.
E. Departure runway, both IFR and VFR.
F. NOTAM, an excerpt from a NOTAM, or 172.3 F. Note:
pertinent information regarding the NOTAMs or excerpts from NOTAMs may be deleted
serviceability of a NAVAID or field conditions from an ATIS message, after a broadcast period of
twelve hours at domestic airports, and after a
applicable to arriving or departing aircraft.
broadcast period of twenty-four hours at
(N) international airports.
G. Instruction that aircraft are to acknowledge
receipt of the ATIS broadcast on initial
contact with ATC.
172.4 172.4 Note:

Do not include time or RVR in an ATIS This does not prevent including the time for the
message. You may include the term “CAVOK,” aviation weather report.
as applicable. (N)
172.5
Record a new message if any of the following
conditions occur:
A. A new weather report is received.
B. A significant change in weather conditions is
observed in the terminal area.
C. A pertinent SIGMET, AIRMET or PIREP is
changed or cancelled.
D. The altimeter setting changes by 0.04
inches or more.
E. The type of IFR approach is changed.
F. An IFR runway is changed.
G. A VFR runway is changed.
H. A pertinent NOTAM is received or cancelled.
I. A change in runway conditions is reported.
172.6
If the ATIS message cannot be kept current due
to rapidly changing conditions, take one of the
following actions:
2004-04-15
ATC 1-55
A. If a significant portion of the message is 172.6 A. Example:
unchanging, record the message in the WINNIPEG INTERNATIONAL INFORMATION
order listed in paragraph 172.3 and for the KILO. WEATHER AT 1400 ZULU: WIND WILL BE
ISSUED BY ATC; VISIBILITY FOUR, HAZE;
item missing, insert the name of the item
CEILING TWO THOUSAND OVERCAST;
with a statement that the omitted information TEMPERATURE ONE THREE, DEW POINT ONE
will be issued by ATC. (E) ZERO; ALTIMETER SETTING WILL BE ISSUED
BY ATC; APPROACH LOCALIZER BACK COURSE
ONE EIGHT, IFR LANDING ONE EIGHT. INFORM
ATC YOU HAVE INFORMATION KILO.
B. If broadcast of partial information is not 172.6 B. Example:
practicable, record a statement that all BECAUSE OF RAPIDLY CHANGING WEATHER/
information will be issued by ATC. (E) AIRPORT CONDITIONS, CONTACT ATC FOR
CURRENT INFORMATION.
173 RECORDING

Enter the pertinent data on the ATIS form Automatic Terminal Information Service; 425,
before the message is recorded. (R) ATSAMM.
173.2
Verify the accuracy of the recording before the
message is broadcast.
173.3
Enter the time on the message form when the
recording is completed.
174 DISTRIBUTION
174.1
You should provide a copy of the current
message to:
A. each concerned position of operation in the
tower; and
B. each concerned IFR unit.

Distribute messages in accordance with local Automatic Terminal Information Service; 425,
procedures, and note the distribution on the ATSAMM.
message form. (R)

Inform concerned sectors/units if the ATIS Message Composition; 172.
broadcast is interrupted. (R)
2004-04-15
ATC 1-56
174.4
The receiving unit should record the information
on the ATIS message form if the message is
distributed by interphone.
175 FILING

Retain and file a written copy of the ATIS Automatic Terminal Information Service; 425,
message if necessary. (R) ATSAMM.

File the code letter, date, and time of the last Resumption of Service; 172.
information message if the ATIS broadcast is
interrupted. (R)
2004-04-15
ATC 1-57
180 DIRECTION FINDING (VDF) SERVICE
181 GENERAL

Direction finding (VDF) equipment is designed Assistance to VFR Aircraft Encountering Instrument
to use the transmissions of an aircraft to Meteorological Conditions — General; 641.
indicate its bearing from the VDF site and its
heading to steer to the VDF site. (R)
182 TYPES OF SERVICE
182.1
Primary Service:
The primary purpose of VDF equipment is to
provide the following directional guidance to
VFR aircraft:
A. Bearing from the VDF site.
B. Heading (steer) to the VDF site.
C. Homing guidance to the VDF site.
182.2
Additional Service:
In addition, VDF equipment is used to provide
aircraft with the following services:
A. Estimated time or distance from the VDF
site.
B. A fix, when used in conjunction with: (N) 182.2 B. Note:
This type of fix is for information only and is not
intended to be used for separation purposes.
1. another VDF site;
2. a VOR radial; or
3. a bearing from a low frequency beacon
or broadcast station.
C. Track-out assistance.
182.3
Emergency Service:
VDF equipment is also used to provide the
following emergency services:
A. Cloud-breaking procedures. (R) * 182.3 A. Reference:
VDF Cloud-Breaking Procedures; 314, ATSAMM.
VDF Emergency Service; COM 3.10(c), TC AIM.
B. No-compass homing.
2004-04-15
ATC 1-58
183.1 183.1 Note:

VDF service will normally be provided by: (N) In a situation where the tower is in operation and the
aircraft is unable to communicate with the tower,
e.g.; equipment difficulties, range, etc., or due to
controller workload or priorities, the controller may
request the FSS to provide VDF service to the
aircraft and coordinate the activities with the tower.
Specific parameters to cover such situations may be
stipulated in an Arrangement.
A. the Control Tower; or
B. the FSS:
1. at uncontrolled airports; and
2. at collocated sites during the period
when the Control Tower is not in
operation.
183.2 183.2 Note:

During periods when the Control Tower and the Requests by FSS for use of VDF equipment for this
FSS are both in operation, the FSS may provide purpose will only be denied if the Control Tower is
providing a VDF service at the time of the request.
VDF service to aircraft that are and will remain
outside the control zone. (N)
183.3
You may use primary and additional VDF
procedures provided:
A. the aircraft requests it; or
B. you suggest it and the aircraft accepts it.
183.4 183.4 Example:

Do not give VDF steers to a SVFR aircraft. You SOUTHEAST OF THE AIRPORT.
should, however, give position information
relative to the VDF site or other location. (E)
184 HOMING
184.1
Normally, take the following action if providing a
VDF homing:
A. Inform the aircraft how to transmit for 184.1 A. Phraseology:
homing. (P) WHEN ASKED TO TRANSMIT FOR HOMING,
GIVE CALL SIGN, HOLD MIKE BUTTON FOR
(number) SECONDS AND REPEAT CALL SIGN.
B. Request transmission; depress bearing/
heading switch and read the heading
directly from the digital display indicator.
C. Instruct the aircraft to maintain VFR. (P) 184.1 C. Phraseology:
MAINTAIN VFR.
2004-04-15
ATC 1-59
D. Advise the aircraft that homing will be 184.1 D. Phraseology:
provided to the airport (VDF site if not FOR HOMING TO (name of airport).
collocated). (P)
E. Issue initial heading and, if required, the 184.1 E. Phraseology:
direction of turn. (P) TURN LEFT (OR RIGHT), FLY HEADING (degrees
magnetic).
F. Request the aircraft to report when the 184.1 F. Phraseology:
airport is in sight. (P) REPORT AIRPORT IN SIGHT.
G. Check for bearing changes by requesting
transmissions at 1-minute to 3-minute
intervals.
H. Compensate for drift by issuing corrective
headings as necessary.
I. Warn the aircraft of any obstructions or
known air traffic that may affect the flight.
J. Advise the aircraft of station passage if it
occurs before the aircraft reports the airport
in sight.
K. Advise the aircraft that VDF service is
terminated if:
1. the aircraft reports the airport in sight; or
2. VDF service is terminated before the
aircraft reports the airport in sight.
185 DAILY OPERATIONAL CHECK
185.1
Check the VDF system at least once daily to
determine whether it is operating within
acceptable tolerance.
185.2
If any of the required checks fail to meet the
conditions specified:
A. promptly report the unserviceability; and
B. do not use the equipment until it is
reinstated by Maintenance personnel.
2004-04-15
ATC 1-60
190 UNIT EQUIPMENT
191 GENERAL

Test all equipment used to provide ATC Unit equipment - General; 421, ATSAMM.
services at the beginning of each shift. (R)
191.2
Do not tamper or interfere with the normal
operating status of equipment.
191.3
If you detect an equipment malfunction:
A. immediately report the malfunction to
maintenance personnel responsible for
corrective action; and
B. do not use the equipment if it is apparent
that the malfunction could create a
hazardous situation.
191.4
Coordinate release of equipment for routine
maintenance with appropriate maintenance
personnel, taking into account the requirements
of current and anticipated traffic during the
period of interruption. You should make every
effort to release equipment for routine
maintenance if requested.
* 192 ILS OPERATION
* 192.1
Operate the ILS that serves the runway in use
continuously unless another configuration is
specifically required and has been coordinated
with the IFR unit.
192.2
You may approve an aircraft's request for a
system other than the one in operation provided
you obtain approval from the IFR unit
concerned.
* 192.3 * 192.3 Note:

To the extent practicable, avoid holding aircraft This does not apply to vehicles operated for
or vehicles on the manoeuvring area within the verification of the ILS.
ILS critical areas located: (N)
ATC 1-61
* A. within 250 feet of a functioning localizer
antenna;
* B. in the rectangular area, extending 200 feet * 192.3 B. Diagram:
either side of a line drawn between the
localizer antenna and the center of the
runway threshold; or (D)
ILS Antenna
250' 200'
Runway
ILS Critical Area
250'
* C. in the rectangular area between a point * 192.3 C. Note:

situated 175 feet from a functioning glide CAT I critical area dimensions may be smaller than
path antenna, then through the antenna to the CAT III area dimensions shown below.
* 192.3 C. Diagram:
the runway and thereafter, 985 feet towards
the landing threshold. (N)(D)
Runway
GP Critical Area
GP Antenna
175'
985'
* 192.4 192.4 Note:

You may approve a technician's request to Although interlocks have been installed to allow only
perform on-air testing for maintenance work on one localizer and its associated glide path to be
operated at one time, it is possible for the technician
the localizer not currently in use provided: (N)
to override this feature.
A. there is a localizer installed at both ends of
the runway;
B. the localizers do not operate on the same
frequency; and
* C. you ensure that aircraft using the reciprocal
localizer are not less than 3 miles from the
end of the runway during the period of
operation.
* 192.5 * 192.5 Reference:

Immediately inform concerned aircraft that are ILS Malfunction; 193.
in communication with the tower if faulty
operation of the ILS is apparent. (R)
ATC 1-62
* 193 ILS MALFUNCTION
* 193.1 * 193.1 Note:

If a component of the ILS fails: (N)(R) If any part of an ILS exceeds prescribed tolerances
for that component, the equipment will shutdown
and trigger the appropriate alarm on the ILS
monitor. The audible alarm can be silenced. The
alarm will sound again if another component fails or
if the component that originally failed was restored
and failed again.
* 193.1 Note 2:
ILS technicians may use the terms “pulse-on” or
“pulse-off” when requesting the tower to turn the
localizer or glide path signal on or off. The
responsibility for pulsing ILS signals on or off will
rest with either the tower or FSS.
* 193.1 Reference:
ILS operation; 192.
* A. attempt to pulse-on the component that has
failed if you are responsible for monitoring
and control of the ILS;
* B. if pulse-on succeeds:
* 1. consider the system as serviceable;
* 2. inform the TOCC.
* C. if the pulse-on does not succeed or if you are
not responsible for monitoring and control of
the ILS:
* 1. consult with the FSS or the applicable
TOCC;
* 2. coordinate any decision to shutdown all
or part of the facility with the IFR unit;
* 3. inform the FSS or the applicable TOCC
of the decision; and
* 4. make the appropriate entry in the unit log.
193.2 193.2 Note 1:

Do not use the ILS as an approach aid if the Failure of a component other than the localizer does
localizer transmissions become abnormal. (N) not necessarily mean that the ILS can no longer be
used.
* 193.2 Note 2:
The TOCC or ILS technician will authorize the tower
or FSS to shutdown the localizer signal.
* 193.3 * 193.3 Note:

Do not operate the glide path if the localizer is At sites equipped with MONCO systems, the
out of service. (N) MONCO interlock function automatically shuts OFF
the glide path when the localizer is turned off.
ATC 1-63
* 193.4 * 193.4 Reference:
Promptly relay all pilot reports of an ILS ILS Operation; 192.
malfunction to: (R)
A. other aircraft using the ILS;
B. the IFR unit/tower; and
* C. the FSS or the applicable TOCC, as * 193.4 C. Note:
appropriate. (N) The responsibility for issuing a NOTAM rests with
the FSS.
194 RADIO AID SHUTDOWN
* 194.1 * 194.1 Note 1:

The ACC shall use the following as guidance Prior to the shutdown, the FIC, FSS or control tower
material to approve or disapprove a request to will contact the ACC for approval to shutdown the
radio aid.
shutdown a radio aid: (N)
* 194.1 Note 2:
The TOCC will record all shutdowns or interruptions
to NAVAIDS on the MAXIMO reporting system.
A. Approve if:
1. there is no known IFR traffic in or about
to enter the area affected by the
shutdown;
2. there is IFR traffic in or about to enter the
area affected by the shutdown that can
utilize other available facilities; or
3. terminal and en route IFR traffic can be
controlled safely and efficiently by using
other available facilities.
B. Delay if:
1. terminal or en route IFR traffic cannot be
other facilities for a short period of time;
or
2. a pilot or operator has indicated a
requirement to have the facility on the air
for a specified, short period of time.
C. Disapprove if:
1. terminal or en route IFR traffic cannot be
other facilities for an extended period of
time; or
2. a request has been received to have the
facility left on the air for an extended
period of time.
* 194.2 194.2 Note:

Pulse the localizer or glide path signal to “off” A NOTAM may be required.
when authorized to do so by the TOCC, an ILS 194.2 Reference:
Canadian NOTAM Procedures.
technician or the ACC shift manager. (N)(R)
ATC 1-64
* 195 ILS SNOW REMOVAL
* 195.1
Forward requests for snow removal in the
vicinity of a localizer or glide path antenna to
the:
* A. TOCC if the request is received from the * 195.1 A. Note:
airport authority; (N) Based on information it receives from the tower, the
TOCC may:
* A. dispatch an ILS technician to the site;
* B. confirm the requirement for snow removal
operations by the airport authority; or
* C. request a shutdown of the facility until the
completion of snow removal activities.
* B. airport authority if the request is received
from an ILS technician or the TOCC.
* 195.2
Advise the TOCC if:
* A. informed that snow accumulation exceeds
prescribed tolerances; or
* B. unusual events or observations are reported * 195.2 B. Note:
by the airport authority with respect to snow Controllers may forward pilot reports or personal
accumulation or removal in the vicinity of the estimates of snow accumulation depths to the
TOCC. Only the airport authority, the TOCC or an
localizer or glide path antenna. (N)(R)
on-site ILS technician may confirm that snow
accumulation exceeds prescribed tolerance levels
and requires removal.
* 195.2 B. Reference:
Radio Aid Shutdown; 194.
* 195.3 * 195.3 Note:

Pulse the localizer to “on” when advised of The TOCC will request that FSS cancel the NOTAM
completion of snow removal activity and advise if one was issued.
the ACC and TOCC. (N)
* 195.4
Make the appropriate entry in the unit log if any
component of the ILS is shutdown for snow
removal or other reasons.
ATC 1-65
200 _ GENERAL
201 APPLICATION
202 COMMUNICATION SYSTEMS
203 AUTHORIZED COMMUNICATIONS
204 CONFIDENTIALITY
205 UNLAWFUL USE OF ATC FREQUENCIES
210 _ RADIO AND INTERPHONE PROCEDURES
211 GENERAL
212 PHONETICS AND NUMBERS
213 WORDS AND PHRASES
214 UNITS OF MEASUREMENT
215 UNIT IDENTIFICATION
216 AIRCRAFT IDENTIFICATION
217 MESSAGE FORMAT
218 NAVAID IDENTIFICATION
219 AIRWAY AND AIR ROUTE IDENTIFICATION
220 _ RADIO OPERATION
221 GENERAL
230 _ INTERPHONE OPERATION
231 ACCEPTABLE MESSAGES
232 CALLING, ANSWERING, AND COMPLETING CONTACTS
240 _ AIR TRAFFIC SERVICES MESSAGES
241 GENERAL
242 IFR AND CONTROLLED VFR DEPARTURE MESSAGES
243 POSITION REPORT MESSAGES
244 CIRVIS MESSAGES
Original
ATC 2-1
200 GENERAL
201 APPLICATION
201.1 201.1 Note:

Apply the rules and procedures contained in These rules and procedures are applied by
this part in the composition and handling of ATC personnel of other agencies when using ATC
interphone facilities.
messages. (N)
201.2 201.2 Note:

You should fully understand each message This will help to eliminate unnecessary delays in
before you begin a transmission. (N) communication.
201.3
Identify the station called at all times.
201.4 201.4 Example:

Identify the station calling and use the words GOLF ALFA BRAVO CHARLIE THIS IS WINNIPEG
“THIS IS” unless there is no likelihood of TOWER.
201.4 Reference:
misunderstanding as to the source of the
Unit Identification; 215.
transmission. (E)(R) Calling, Answering, and Completing Contacts; 232.

Ensure, as the originator of a message, that the Clearances, Instructions and Readbacks; 133.
readback is correct if it is necessary for the
recipient to repeat a message verbatim. (R)
201.6
Identify and correct any errors in the readback
or restate the clearance or instruction in full if
there is any possibility of misunderstanding.
201.7 * 201.7 Reference:

Conduct transmissions in a normal Words and Phrases; 213.
conversational tone using standard
phraseologies as prescribed in relevant
documents or procedures. (R)
201.8
You should incorporate the highest possible
intelligibility in each transmission by using the
following speech transmitting techniques:
A. enunciate each word clearly and distinctly;
Original
ATC 2-2
B. maintain an even rate of speech; (N) 201.8 B. Note:
If a message is to be copied, the rate of speech
must be slow enough to allow the pilot to copy the
transmission verbatim to avoid requests for repeats.
C. pause slightly before and after numbers; (N) 201.8 C. Note:
This technique makes numbers easier to copy.
D. maintain speaking volume at a constant
level;
E. be familiar with microphone operating
techniques; and
F. suspend speech temporarily if it becomes
necessary to turn your head away from the
microphone.
201.9
Relay messages in plain language or approved
phrases without altering the sense of the
message in any way.
* 201.10
Use terminology in Appendix 1 to communicate
with other operating positions, sectors, units or
agencies if translating from one official
language to the other.
202 COMMUNICATION SYSTEMS
202.1
Normally, transmit ATC messages via the
following communication systems:
A. ATC Interphone — for IFR and CVFR 202.1 A. Reference:
movement and control messages. (R) Acceptable Messages; 231.
B. Air-Ground — for messages to aircraft
concerning control and safety of flight.
202.2
If primary communication systems are
congested or not available, use an alternate
communication system as follows:
A. Transmit IFR and CVFR movement and 202.2 A. Note:
control messages via the most expeditious For example, long distance telephone may be used
means available. (N) at NAV CANADA expense for urgent movement and
control messages if no other suitable means of
communication is available.
B. You may transmit VFR and DVFR movement
messages that require immediate action via
ATC interphone.
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C. You may arrange to have ATC messages
accommodated on meteorological circuits
provided you coordinate with the local
meteorological office.
203 AUTHORIZED COMMUNICATIONS
203.1
Limit messages to those required for the
provision of Air Traffic Services.
204 CONFIDENTIALITY

Do not divulge the contents of any Release of Information; 122.
communication except through authorized Release of Information; 115, ATSAMM.
channels. (R)
205 UNLAWFUL USE OF ATC

FREQUENCIES
205.1 205.1 Note:

Report all instances of unauthorized use of There have been cases of unauthorized persons
control radio frequencies to the supervisor or hoaxing as an ATC unit using ATC frequencies.
205.1 Reference:
unit management. (N)(R)
Unlawful Use of ATS Frequencies; 451, ATSAMM.
Aeronautical Telecommunications Systems; 802.02,
CARs.
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210 RADIO AND INTERPHONE
PROCEDURES
211 GENERAL
211.1
In all radio or telephone communications,
employ:
A. proper phraseologies;
B. phonetics as necessary; and
C. correct procedures for the transmission of
numbers.

Make all transmissions as clearly and concisely Communications - General - Applications; 201.
as possible in order to avoid any
misunderstanding by the recipient. (R)

Make transmissions at a speed that will permit Communications - General - Application; 201.
easy copying by the recipient if the message is
to be recorded. (R)
* 211.4 211.4 Note:

Use the phraseology contained in this manual Any phraseology that is used on a recurring basis
whenever possible. If a situation arises for must be approved by the Manager, ATS Standards
and Procedures. Anyone wishing to introduce new
which phraseology is not provided, use plain
phraseology or change existing phraseology is
language that is as clear and concise as expected to forward a suggestion to Head Office
possible. (N)(R) through normal channels.
* 211.4 Reference:
Words and Phrases; 213.
Glossary for Pilots and Air Traffic Services
Personnel.
* 211.5
Use the word “IMMEDIATELY” only when
immediate action is required for safety reasons.
Original
ATC 2-5
212 PHONETICS AND NUMBERS
212.1 212.1 Note:

If it is necessary to clearly identify a station or The syllables printed in capital letters in this list and
spell a word in a message, use the ICAO in 212.2 are to be stressed. For example, the 2
syllables in “BRAH VOH” are given equal emphasis,
phonetic alphabet as follows: (N)
whereas the first syllable in “FOW er” is given
emphasis.
A — ALFA AL fah
B — BRAVO BRAH VO
C — CHARLIE CHAR lee
D — DELTA DELL tah
E — ECHO ECK oh
F — FOXTROT FOKS trot
G — GOLF GOLF
H — HOTEL hoh TELL
I — INDIA IN dee ah
J — JULIETT JEW lee ETT
K — KILO KEY loh
L — LIMA LEE mah
M — MIKE MIKE
N — NOVEMBER no VEM ber
O — OSCAR OSS cah
P — PAPA pah PAH
Q — QUEBEC keh BECK
R — ROMEO ROW me oh
S — SIERRA see AIR ah
T — TANGO TANG go
U — UNIFORM YOU nee form
V — VICTOR VIK tah
W — WHISKEY WISS key
X — X-RAY ECKS RAY
Y — YANKEE YANG key
Z — ZULU ZOO loo
212.2 212.2 Note:

Clearly enunciate numbers used in It is important that you pronounce 5 and 9 as
transmissions. Use the following pronunciation indicated for all:
A. altimeter settings; and
if there is any likelihood of misunderstanding:
B. altitude assignments.
(N)
0 — ZERO 5 — FIFE
1 — WUN 6 — SIX
2 — TOO 7 — SEV en
3 — TREE 8 — AIT
4 — FOW er 9 — NIN er
Original
ATC 2-6
212.3 212.3 Example:
Transmit all numbers by pronouncing each digit 01 Zero One
separately except as provided in 212.4, 212.5, 10 One Zero
212.6, and 212.7. (E) 75 Seven Five
100 One Zero Zero
583 Five Eight Three
38143 Three Eight One Four Three
212.4 212.4 Example:

Transmit whole thousands by pronouncing each 5000 Five Thousand
digit in the number of thousands followed by the 11000 One One Thousand
word “thousand.” (E)
212.5 212.5 Example:

You may express altitude above sea level in 2700 Two Thousand Seven Hundred.
thousands plus hundreds of feet. Use separate 13200 One Three Thousand Two Hundred.
digits to express flight levels. (E) FL265 Flight Level Two Six Five.
FL200 Flight Level Two Zero Zero.
212.6 212.6 Example:

You may express aircraft identification flight WJA620 WestJet Six Twenty
numbers and aircraft type numbers in group ACA1240 Air Canada Twelve Forty
form, provided there is no likelihood of DC10 DC Ten
misunderstanding. (E) A320 A Three Twenty
212.7 212.7 Example:

You may express wind speed, RVR data and WIND TWO SEVEN ZERO AT TEN.
cloud height in group form. (E) WIND TWO THREE ZERO AT TWENTY GUSTING
THIRTY.
BKN 35 — THIRTY FIVE HUNDRED BROKEN.
RVR2800 — RVR TWO THOUSAND EIGHT
HUNDRED FEET.
212.8 212.8 Example:

Except when issuing altimeter settings, transmit 118.1 One One Eight Decimal One.
numbers containing a decimal point with the 119.4 One One Niner Four.
word “decimal” in the appropriate sequence.
However, in assigning VHF or UHF frequencies,
you may omit the decimal point provided the
omission is not likely to cause any
misunderstanding. (E)

If transferring an aircraft to a frequency with 25 Communication Transfer; 363.
kHz spacing, do not include the sixth digit. If the Communication Transfer; 494.
aircraft cannot comply with a frequency
assignment having a 2 or 7 as the fifth digit,
assign a back-up frequency. (R)
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212.10 212.10 Note:
Issue headings as 3-digit numbers expressed in The word degrees and magnetic are omitted with
degrees magnetic except in Canadian Northern reference to magnetic heading and only the word
true follows the number where references are to
Domestic Airspace where headings are
true headings.
expressed in degrees true. Use “heading 360” 212.10 Example:
to signify a north heading. (N)(E) 005 degrees Heading Zero Zero Five
magnetic
030 degrees Heading Zero Three Zero
magnetic
360 degrees Heading Three Six Zero
magnetic
040 degrees true Heading Zero Four Zero True
180 degrees true Heading One Eight Zero
True
212.11 212.11 Example:

Express speed by pronouncing each digit 90 knots Speed Nine Zero Knots
separately followed by “KNOTS” or by 250 knots Speed Two Five Zero Knots
pronouncing each digit of the MACH number Mach 1.3 Mach One Decimal Three
preceded by “MACH”. (E) Mach 0.82 Mach Decimal Eight Two
213 WORDS AND PHRASES
213.1
Use the following words and phrases, if
practicable, in radio and interphone
communication:
ACKNOWLEDGE: “Let me know that you have

received and understood this message”
AFFIRMATIVE: “Yes.”
APPROVED: “Permission for proposed action
granted.”
BREAK: “I hereby indicate the separation 213.1 Note 1:
between portions of the message”. (N) To be used where there is no clear distinction
between the text and other portions of the message.
BREAK BREAK: “I hereby indicate the
separation between messages transmitted to
different aircraft in a very busy environment.”
CONFIRM: “I request verification of: (clearance,
instruction, action, information).”
CONTACT: “Establish communications with…”
CORRECT: “True” or “Accurate.”
CORRECTION: “An error has been made in
this transmission (or message indicated). The
correct version is ...”.
DISREGARD: “Ignore.”
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EXPEDITE: “Comply with this instruction as
promptly as possible”.
GO AHEAD: “Proceed with your message”. (N) 213.1 Note 2:
Not used whenever the possibility exists of
misconstruing GO AHEAD as an authorization for
an aircraft or vehicle to proceed.
HOW DO YOU READ: “What is the readability
of my transmission?”
I SAY AGAIN: “I repeat for clarity or emphasis.”
MONITOR: “Listen out on (frequency).”
NEGATIVE: “No”, or “Permission not granted”,
or “That is not correct” or “Not capable.”
OUT: “This exchange of transmission is ended 213.1 Note 3:
and no response is expected.” (N) Not normally used in VHF communications.
OVER: “My transmission is ended and I expect 213.1 Note 4:
a response from you”. (N) Not normally used in VHF communications.
READ BACK: “Repeat all, or the specified part,
of this message back to me.”
RECLEARED: “A change has been made to
your last clearance and this new clearance
supersedes your previous clearance or part
thereof.”
ROGER: “I have received all of your last 213.1 Note 5:
transmission”. (N) This word is used to acknowledge receipt and is not
intended to be used for other purposes.
SAY AGAIN: “Repeat all, or the following part,
of your last transmission.”
SPEAK SLOWER: “Reduce your rate of
speech.”
STAND-BY: “Wait and I will call you.” (N) 213.1 Note 6:
The caller would normally re-establish contact if the
delay was lengthy.
UNABLE: “I cannot comply with your request,
instruction or clearance.”
WILCO: (abbreviation for “will comply”) I
understand your message and will comply with
it.
WORDS TWICE: As a request:
“Communication is difficult. Please say every
word twice”.
As information: “Since communication is
difficult, every word in this message will be said
twice”.
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214 UNITS OF MEASUREMENT
214.1
Give altimeter settings in inches of mercury, to
the nearest hundredth of an inch.

Issue wind direction as follows: (R) Altimeter Settings and Wind Information; 135.
A. Analog wind display — in degrees magnetic
to the nearest 10 degrees and the
windspeed to the nearest 5 knots; or
B. Digital wind display — the readout value.
214.3
Unless otherwise specified, indicate time in
terms of the 24-hour clock system and in UTC.
Use the time group 0000Z to indicate midnight.
Transmit time checks as follows:
A. Analog clock — to the nearest 15 seconds.
B. Digital clock — the readout value.
214.4
Use knots or Mach-number to indicate speed,
nautical miles to indicate distance. However,
report visibility in statute miles.
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215 UNIT IDENTIFICATION
215.1
Identify ATC units and their function in air-
ground communications as follows:
A. Airport Control Service:
Airport Control (name) TOWER

Ground Control (name) GROUND
Clearance Delivery (name)
CLEARANCE
DELIVERY
B. Terminal Control Service:
Terminal Control (name) TERMINAL

Arrival Control (name) ARRIVAL
Departure Control (name)
DEPARTURE
C. Area Control Service:
All Sectors (name) CENTRE
D. Flight Service Station:
All Services (name) RADIO
215.2 * 215.2 Reference:

Insert the aircraft identification at the beginning Aircraft Identification; 216.
of every transmission and, as required, the unit
identification as the second item of each
transmission. (R)
215.3
You may omit the name and the function of the
unit from a radio transmission provided:
A. the unit has been previously identified; 215.3 A. Note:
(N)(E) In situations where a sector has multiple
frequencies or when sectors are combined using
multiple frequencies, it is not necessary to restate
unit identification when an aircraft is changed to
another frequency under your jurisdiction.
215.3 A. Example:
AIR CANADA TWO FOUR SEVEN CHANGE TO
FREQUENCY 128.5.
B. only one function is being provided; and
C. there is no likelihood of misunderstanding.
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State the function if you are performing more Unit Identification; 215.
than one function on two or more frequencies.
(R)
216 AIRCRAFT IDENTIFICATION

Identify Canadian and Foreign civil aircraft by Part II — Aircraft Operating Agency Designators; Air
using one of the following methods: (R) Traffic Designators.
A. Canadian Air Carriers with radiotelephony 216.1 A. Example:
designators: (E) SKYTOUR 620 HEAVY.
BEARSKIN FOXTROT ALFA BRAVO CHARLIE
MEDEVAC.
1. the operator's radiotelephony
designator;
2. the flight number or last four characters
of the registration;
3. the word “HEAVY” if applicable; and
4. the priority term “MEDEVAC” if 216.1 A. 4. Reference:
applicable. (R) MEDEVAC; Definitions.
B. Foreign Air Carriers with radiotelephony 216.1 B. Example:
designators: (E) JAPANAIR 22 HEAVY.
SPEEDBIRD GOLF ALFA BRAVO CHARLIE
DELTA.
1. the operator's radiotelephony
designator;
2. the flight number or full aircraft
registration;
4. the priority term “MEDEVAC” if
applicable.
C. Canadian Private Aircraft and Canadian or 216.1 C. Example:
Foreign Air Carriers without radiotelephony BEECH GOLF X-RAY BRAVO DELTA MEDEVAC.
designators: (E) CITATION 739 X-RAY.
1. the manufacturer's name or type of 216.1 C. 1. Note:
aircraft; (N) Helicopters, gliders and ultralights often prefix their
call-sign with “Helicopter”, “Glider” or “Ultralight” this
practice fulfills the same purpose as stating the
manufacturer's name or type of aircraft and is an
acceptable substitute.
2. the last four characters of the aircraft
registration;
applicable.
D. Foreign Private Aircraft: (E) 216.1 D. Example:
CHALLENGER NOVEMBER 6739 X-RAY.
1. the manufacturer's name or type of 216.1 D. 1. Note:
aircraft; (N) 216.1 C. 1. Note applies here also.
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ATC 2-12
2. the full aircraft registration;
applicable.
216.2
You may abbreviate civil aircraft radiotelephony
call-signs, once communication has been
established, by omitting the word “heavy” and
using one of the following methods:
A. Canadian Air Carriers with radiotelephony
designators:
1. no abbreviation. (E) 216.2 A. 1. Example:
AIR CANADA 834.
B. Foreign Air Carriers with radiotelephony
designators;
1. no abbreviation if the radiotelephony 216.2 B. 1. Example:
designator and the flight number is used; JAPANAIR 241.
and (E)
2. may be abbreviated to the 216.2 B. 2. Example:
radiotelephony designator followed by SPEEDBIRD CHARLIE DELTA.
the last two characters of the aircraft's
registration, if the full aircraft registration
is used following the operator's
radiotelephony designator. (E)
C. Canadian Private Aircraft and Canadian or
Foreign Air Carriers without radiotelephony
designators:
1. the radiotelephony call sign may be 216.2 C. 1. Example:
abbreviated to the last three characters BRAVO ZULU ALFA.
of the aircraft's registration. (E) 46 X-RAY.
D. Foreign Private Aircraft:
1. the radiotelephony call sign may be 216.2 D. 1. Example:
abbreviated to the last three characters 79 PAPA.
of the aircraft's registration. (E)
216.3
Use phonetics if the call sign consists of the
aircraft's registration.
216.4
Do not omit the priority term MEDEVAC for
medical evacuation flights.
216.5
Identify military and Coast Guard aircraft by
using one of the following:
A. Canadian Forces:
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ATC 2-13
1. The radiotelephony designator 216.5 A. 1. Note:
“CANFORCE” followed by the flight Some aircraft registrations consist of only 3
number or the last four digits of the numbers.
216.5 A. 1. Example:
aircraft registration number. (N)(E)
CANFORCE SEVEN ONE TWO.
CANFORCE FIVE ONE THREE THREE.
2. The tactical call sign. (N)(E) 216.5 A. 2. Note:
In these cases the call sign has no relationship to
the operating agency, registration, or flight number.
SCHOONER 22.
BANJO EIGHT ONE.
COUGAR 04.
B. Canadian Coast Guard:
1. The radiotelephony designator 216.5 B. 1. Example:
“CANADIAN COAST GUARD” followed CANADIAN COAST GUARD THREE ZERO FIVE.
by three numbers. (E)
C. Foreign:
1. The prefix of the service name followed 216.5 C. 1. Note:
by the flight number or the last four or The number of characters is limited to a total of 7
five digits of the aircraft registration due to the capacity of automated equipment.
216.5 C. 1. Example:
number. (N)(E)
US AIRFORCE SIX ONE FIVE SEVEN ONE
US MARINE FOUR TWO TWO ONE FIVE.
US NAVY FIVE FIVE TWO TWO THREE.
2. The tactical call sign. (E) 216.5 C. 2. Example:
STONE ONE THREE.
HINGE FOUR EIGHT FOUR.
216.6 216.6 Note:

Apply the terms “HEAVY”, “MEDEVAC” and The term AIREVAC may be used by military aircraft
“AIREVAC” to military and coast guard flights, in on flight plans and in radiotelephony call signs to
signify that ATS priority handling is required. It will
the same manner as with civil flights. (N)
only be used for flights involved in a declared natural
disaster situation, i.e. flood, fire, hurricane.
216.7
Do not abbreviate military and coast guard
aircraft identifications.
216.8 216.8 Note:

On initial contact, repeat the military call sign as Terms such as “jet”, “helicopter”, or “heavy” may be
given, by the aircraft. After initial contact, you included in the call sign on initial contact.
may omit words describing aircraft type. (N)
216.9 216.9 Note:

If two or more aircraft are using the same flight Coordination may be required when such an aircraft
number or similar sounding identifications, you is transferred from your frequency or if both aircraft
are transferred to the same frequency.
may: (N)
A. advise each of the aircraft concerned on
your frequency of the other's presence;
2006-07-20
ATC 2-14
B. add the type of aircraft to the identification;
or
C. instruct the aircraft using the same flight
number or similar sounding identification to
use its aircraft registration.
216.10
Identify ice patrol aircraft on flight plans, flight
progress strips and in automated systems by
the designator “CNICE” and use the
radiotelephony call sign “CANICE” plus the
flight number.
216.11 216.11 Note:

CASARA aircraft participating in search and Although CASARA aircraft engaged in SAR
rescue (SAR) missions, organized and missions are under the direction of the DND, this
does not preclude the requirement to adhere to the
managed by the DND, will identify their flight by
CARs and ATC procedures. CASARA aircraft that
the designator RSCU and the radiotelephony will be participating in SAR training exercises will
call sign “RESCUE” followed by and identify themselves by their civil registration followed
appropriate flight number assigned by DND. (N) by the term CASARA and will state their intentions
in the remarks section of their flight plan.
217 MESSAGE FORMAT
217.1
You may omit words “this is”, “over”, and other
similar terms from radio transmissions provided
there is no likelihood of misunderstanding.

Differentiate between an ATC clearance and an Clearances, Instructions and Readbacks; 133.
ATC instruction as follows: (R) Clearance Format; 412.
A. Prefix an ATC clearance with “ATC CLEARS
(aircraft identification)”. You may prefix a
clearance with “(aircraft identification)
CLEARED” provided DCPC is used.
B. Indicate an instruction by using an action 217.2 B. Note:
verb in the imperative mood. You may use Action verbs in the imperative mood include words
the prefix “ATC INSTRUCTS (aircraft such as stop, follow (aircraft type), climb, or
maintain.
identification)” provided you consider it
necessary for emphasis in unusual
circumstances. (N)
217.3
Prefix messages, other than clearances and
instructions, originating within an IFR unit for
transmission to an aircraft as follows:
A. ATC ADVISES (aircraft identification) — if
issuing information, such as:
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ATC 2-15
1. an expect-approach-clearance time;
2. undetermined delay; or
3. traffic. (R) 217.3 A. 3. Reference:
Radar Traffic Information; 165.
B. ATC SUGGESTS (aircraft identification) — if
issuing advice to aircraft operating outside
controlled airspace or making a suggestion
to any aircraft.
C. ATC REQUESTS (aircraft identification) — if
requesting information from an aircraft.
218 NAVAID IDENTIFICATION
218.1
Identify radio NAVAIDs, in ATC
communications, as follows:
A. VORs, DMEs, TACANs and Multiple letter 218.1 A. Example:
NDBs by stating: (E) YARMOUTH VOR
TRENTON TACAN
SARNIA NDB
* 1. the location name or, if the name is 218.1 A. 1. Example:
difficult to pronounce, the coded indicator KANGIRSUK—YANKEE ALFA SIERRA
with mandatory use of phonetics; and (E) MATAGAMI—NOVEMBER MIKE
TUKTOYAKTUK—YANKEE UNIFORM BRAVO
2. the type of NAVAID;
B. single letter NDBs by stating: (N)(E) 218.1 B. Note:
Single letter NDBs are usually associated with
approach aids and are not shown on HI and LO
charts.
218.1 B. Example:
OSCAR NDB
SIERRA NDB
1. the phonetic pronunciation of the
identifying letter; and
2. the type of NAVAID.
219 AIRWAY AND AIR ROUTE

IDENTIFICATION
219.1 219.1 Example:

Identify all the designated airways and air G1 — GOLF ONE
routes by pronouncing the letter(s) designator AR 2 — ALFA ROMEO TWO
J500 — JET FIVE ZERO ZERO
in accordance with the ICAO phonetic alphabet,
219.1 Reference:
except for JET airways where the designator Phonetics and Numbers; 212.
“JET” is used. (E)(R)
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220 RADIO OPERATION
221 GENERAL
221.1
Do not adjust receiver volume:
A. below the normal audible level required to
hear transmissions by an aircraft unless:
1. you have arranged for another ATS 221.1 A. 1. Note:
position to monitor the frequency; or (N) Other positions may include: Tower Supervisor, Shift
Manager, and terminal control.
2. an automatic muting device has been
installed and activated on the
emergency frequencies.
B. above a level that will interfere with the
normal operation of the unit.
221.2
You should take care in the selection of
transmitting frequencies to ensure that only
those required for control purposes are used at
a particular time.
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ATC 2-17
230 INTERPHONE OPERATION
231 ACCEPTABLE MESSAGES
231.1 231.1 Note 1:

Except for emergency communication, use the The primary purpose of this system is the exchange
ATC interphone system only for the of IFR air traffic control messages.
231.1 Note 2:
transmission of messages related to the control
The ATC and AMIS interphone systems consist of a
or safety of aircraft as listed in the following network of circuits radiating from each Area Control
order of priority: (N) Centre. These circuits permit rapid communication
between the centre and appropriate NAV CANADA,
FAA, military, and air carrier operational offices.
231.1 Note 3:
Although procedures outlined in this Section apply
only to the use of the NAV CANADA interphone
systems, they correspond closely to those of the
FAA and are used whenever transborder circuits are
interconnected.
A. Distress messages (including ESCAT).
B. Urgency messages.
C. IFR, CVFR, and SVFR, movement and
control messages.
D. CIRVIS messages.
E. Search and rescue messages.
F. Communications search messages.
G. DVFR and VFR movement messages,
including flight itinerary messages.
H. Approval request messages concerning
long-range IFR flight and altitude
reservation messages.
I. ESCAT Test Message.
J. Messages concerning the malfunctioning of
NAVAIDs.
231.2 231.2 Note:

Coordinate the use of the AMIS interphone The primary purpose of this system is the exchange
system with ATOS for the transmission of of DVFR and VFR movement messages.
messages relating to the control or safety of
aircraft as listed in the following order of priority:
(N)
A. Distress messages (including ESCAT).
B. Urgency messages.
C. IFR, CVFR, SVFR movement and control 231.2 C. Note:
messages. (N) This priority applies when the AMIS interphone is
used as an alternate means of communication.
D. DVFR and VFR movement messages,
including flight itinerary messages.
E. CIRVIS messages.
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F. Approval request messages concerning
long-range IFR flights and altitude
reservation messages.
G. ESCAT Test Message.
232 CALLING, ANSWERING, AND

COMPLETING CONTACTS
232.1 232.1 Example:

Identify each office served by NAV CANADA TORONTO SIMCOE.
interphone facilities by the name of the location, VANCOUVER TOWER.
spoken in full, followed by the name of the
facility or operating position as appropriate. (E)
232.2 232.2 Note:

Use operating initials to identify yourself on the Each office maintains a record of the operating
interphone systems. (N)(R) initials used by personnel of that unit. Normally, the
operating initials will be the initials of the operator's
name.
232.2 Reference:
Personnel; 121.
Personnel; 202, ATSAMM.
232.3 232.3 Note:

Make calls by either manual or voice signalling. Manual signalling may be by means of either a
(N) push-button, a key, or a dial that, when operated,
actuates the signalling device at the office called.
Voice signalling is accomplished by speaking into
the handset microphone, and the call is heard
through loudspeakers in all offices so equipped on
that circuit.
232.4 232.4 Note:

If voice signalling is used and a call is not The probable cause of the delay in answering is that
answered immediately, you may make a second the called station personnel are engaged in duties
that cannot be interrupted immediately.
call after a short pause. Make full use of such
terms as “emergency”, “control”, “clearance”,
“arrival report”, “call back when possible”, and
so on, which will assist the called station to
determine the relative importance of various
duties. (N)
232.5
Before a message is transmitted, both the
calling and answering office shall identify
themselves, and the calling office shall state the
type of message to be transmitted.
2006-07-20
ATC 2-19
232.6
Transmit the text of the message, pause slightly,
and then terminate the interphone conversation
in the following manner:
A. Persons originating a call shall state their
operating initials to indicate completion of
the message .
B. Call recipients shall state their operating
initials to indicate that the message has
been received and understood.
232.7
Use the word “emergency” or “control” to break
the transmission of lower priority messages and
to seize a circuit for the handling of emergency
or control messages.
232.8 232.8 Note:

Estimate the relative importance and priority of Area controllers have operational jurisdiction and
the communication being handled before are expected to resolve any question of priority
which may arise.
breaking a transmission. (N)
232.9 232.9 Note:

Voice switches installed in ATS facilities permit Circuits may be connected manually by an operator
communications between 2 or more units at the communications station or automatically by
dialing a “connect” sequence.
providing air traffic services. On completion of
communications the sector or unit responsible
for establishing circuit connectivity shall ensure
that the circuit is disconnected. (N)
2006-07-20
ATC 2-20
240 AIR TRAFFIC SERVICES MESSAGES
241 GENERAL
241.1 241.1 Note:

IFR, CVFR, and SVFR movement and control The following is the normal sequence of
messages include the following: (N)(R) communications required for an IFR flight:
A. The pilot files a flight plan with a flight plan
office.
B. The flight plan office forwards the flight plan
message to the appropriate ACC.
C. The pilot obtains an ATC clearance before
takeoff.
D. After departure, a departure message is
forwarded to the ACC.
E. En route position report message and requests
for further clearance are forwarded to the ACC.
F. After arrival, an arrival message is forwarded to
the ACC.
241.1 Reference:
Acceptable Messages; 231.
A. Air traffic clearances.
B. Departure report messages.
C. Position report messages.
D. Control messages concerning flights
requiring approval prior to departure.
E. Arrival messages.
F. Flight plan messages.

DVFR and VFR movement messages include Acceptable Messages; 231.
the following: (R)
A. DVFR flight plan and defence flight itinerary
messages.
B. DVFR position report messages (flight plan
or flight itinerary).
C. VFR flight plan and flight itinerary
messages.
D. VFR position report messages.
E. Arrival report messages.
242 IFR AND CONTROLLED VFR

DEPARTURE MESSAGES
242.1 242.1 Example:

Forward the departure time to the appropriate Spoken —
IFR unit immediately upon departure of an AIR CANADA SIX FIFE ZERO DEPARTED ZERO
NINER FIFE ZERO ZULU.
aircraft on an IFR or controlled VFR flight plan.
Written —
(E) ACA650 D0950Z.
2006-07-20
ATC 2-21
243 POSITION REPORT MESSAGES
243.1
Forward all IFR and CVFR position reports to
the appropriate IFR unit.
243.2 243.2 Note:

Forward all DVFR position reports made within VFR position reports are not normally passed to the
an air defence identification zone to the centre but are retained by the communications
agency with which the report was made.
appropriate Area Control Centre. (N)
244 CIRVIS MESSAGES

Forward any CIRVIS report received to the shift Handling and Reporting Incidents – General; 231,
manager at the appropriate Area Control ATSAMM.
Centre. (R)
2006-07-20
ATC 2-22
300 _ GENERAL
302 RUNWAY SELECTION
303 TAXI INFORMATION
304 VHF DIRECTION FINDING SYSTEM
305 AIRPORT EQUIPMENT
306 TOWER CAB LIGHTING
307 AIRPORT SURFACE DETECTION EQUIPMENT
308 VISUAL SCANNING — MANOEUVRING AREA
310 _ SPECIAL OPERATIONS
311 SPECIAL VFR
312 VFR TRAFFIC MANAGEMENT
313 FORMATION FLIGHTS
314 BELOW MINIMA OPERATIONS
315 DENIAL OF CLEARANCE
316 RONLY AND NORDO
317 HANG GLIDERS AND ULTRA-LIGHT AEROPLANES
320 _ ESSENTIAL FLIGHT INFORMATION
321 GENERAL
322 AIRPORT CONDITIONS
323 ARRESTER GEAR
330 _ DEPARTURES
331 GENERAL
332 PRE-TAXI
333 IFR CLEARANCE
334 TAXI AUTHORIZATION
335 SUCCESSIVE IFR DEPARTURES — VISUAL SEPARATION
336 TAKE-OFF PROCEDURES
337 CANCELLATION OF TAKE-OFF CLEARANCE
338 VFR DEPARTURE OF AN IFR AIRCRAFT
340 _ ARRIVALS
341 LANDING INFORMATION
342 INITIAL CLEARANCE
343 APPROACH CLEARANCE
344 LANDING CLEARANCE
350 _ AIRPORT TRAFFIC
351 APPLICATION
352 ARRIVALS AND DEPARTURES
353 HELICOPTERS
354 PEDESTRIANS AND VEHICLES
2004-04-15
ATC 3-1
360 _ COORDINATION
361 REPORTS
363 COMMUNICATION TRANSFER
370 _ AIRPORT LIGHTING
371 GENERAL
372 AIRPORT BEACON
373 APPROACH AND RUNWAY IDENTIFICATION LIGHTS
374 RUNWAY LIGHTS
375 VASIS OR PAPI
376 TAXIWAY LIGHTS
377 OTHER LIGHTS
378 INTENSITY SETTINGS
380 _ WAKE TURBULENCE
381 APPLICATION
382 MINIMA
383 WAKE TURBULENCE AVOIDANCE
384 AIRCRAFT INITIATED WAIVER
390 _ RADAR SERVICE
391 APPLICATION
392 SEPARATION
393 MINIMA
394 CONFLICT RESOLUTION
2004-04-15
ATC 3-2
300 GENERAL
301.1
The objective of airport and VFR control service
is to maintain a safe, orderly, and expeditious
flow of air traffic under the control of a Control
Tower.
301.2
Provide VFR control service to:
A. airport traffic operating on the manoeuvring
area;
B. VFR aircraft operating within the control
zone or Tower Radar Area; and
C. IFR aircraft for which the tower has 301.2 C. Reference:
responsibility for control. (R) Control Transfer; 362.
301.3
Issue take-off or landing clearance to a fixed-
wing aircraft provided the operation takes place
on:
A. a runway; or
B. another area that is approved and 301.3 B. Note:
designated for that purpose. (N)(R) Transport Canada, Civil Aviation is responsible for
designating areas, including water surfaces, that
may be used for the purpose of taking off and
landing.
Denial of Clearance; 315.
Displaced Runway Threshold; AGA 3.3, TC AIM.

Provide information concerning known traffic TRAFFIC (description), LAND/TAKE OFF AT YOUR
and obstructions to fixed-wing aircraft landing DISCRETION.
301.4 Note:
on or taking off from a surface other than a
Except in an emergency situation, fixed-wing aircraft
runway or another area that is approved for that are not permitted to depart from or land on a
purpose. (P)(N) taxiway.
2006-01-19
ATC 3-3
302 RUNWAY SELECTION
302.1
Assign the operationally suitable runway most
nearly aligned into the wind if the wind speed is
5 knots or more.
302.2 302.2 Note:

You may assign the “calm wind runway” A “calm wind runway” is one that offers an
provided: (N) operational advantage because of:
A. length;
B. better approach;
C. shorter taxiing distance;
D. noise abatement procedures;
E. necessity to avoid flight over populated areas; or
F. other reasons.
A. the wind speed is less than 5 knots; and
B. you clearly indicate the wind direction and
speed to the aircraft.

You may suggest, or approve a request for, Noise Abatement; 136.
another runway provided: (R)
A. you or the aircraft will gain an operational
advantage; and
B. you clearly indicate the wind direction and
speed to the aircraft.

At airports where runway configurations are Arrivals and Departures; 352.
appropriate, you may segregate light VFR Wake Turbulence; 128.
aircraft from heavy VFR or IFR aircraft by using
different runways, provided: (R)
A. the surface wind components permit the use
of more than one runway; and
B. the pilot accepts the suggested runway.
2006-01-19
ATC 3-4
302.5 302.5 Note 1:
Consistent with safety of operations, when A Preferential Runway Program is an Agreement
selecting preferential runways in accordance established between the ATS provider, the airport
operator, airport users, and other interested parties
with an established Preferential Runway
which directs the use of certain runways under
Program, consider the runway, visibility, and certain conditions. The Agreement may address
wind conditions as follows: (N)(R) such factors as noise abatement, capacity
maximization, prevailing winds, airport layout,
aircraft routing, etc.
302.5 Note: 2:
If SIRO/LAHSO is conducted under an established
Preferential Runway Program, selection of runways
shall be in accordance with the criteria for SIRO/
LAHSO.
302.5 Note 3:
The final decision on the acceptability of a particular
runway rests with the pilot.
* 302.5 Reference:
Preferential Runway Assignments; RAC 4.1.3,
TC AIM.
Noise Operating Criteria; 602.105 CARs.
* A. runway conditions:
* 1. for the purposes of selecting a runway in * 302.5 A. 1. Example:
accordance with a Preferential Runway If the runway is 75% bare and dry and 25 % bare
Selection Program, the runway may be and wet —
then the dry runway crosswind component (25
considered as DRY or WET provided the
knots) is applicable.
Runway Surface Condition (RSC) report If the runway is greater than 25% bare and wet —
indicates that the runway is 75% or more then the wet runway crosswind component (15
BARE and DRY or BARE and WET, as knots) is applicable.
applicable. (E)
* 2. select the runway(s) most closely aligned
into wind or the calm wind runway when
the runway surface condition report
indicates that surface contaminants
cover more than 25% of:
* a. the full preferential runway surface; or
* b. the cleared portion, if greater than * 302.5 A. 2. b. Note:
100 feet wide. (N)(E) If a RSC indicates the runway as DAMP, use the
procedures applicable to a DRY runway.
* 302.5 A. 2. b. Example:
If the RSC indicated the full runway was 60 % bare
and dry, 40 % ice patches, the runway selected
would be the one most closely aligned into wind, or
the calm wind runway.
If the RSC indicates runway 160 feet (swept down
the centreline) bare and dry, 20% ice patches, the
preferential runway may be used in accordance with
the criteria for a DRY runway.
* B. maximum crosswind component 25 kts,
including gusts, for departures and arrivals
provided:
* 1. the runway is dry; and
2002-01-24
ATC 3-5
* 2. the visibility is equal to or greater than 1 * 302.5 B. 2. Note:
statute mile or RVR equal to or greater To assist in the application of sub-paragraph 302.5
than 5,000 ft. (N)(E) B. concerning the selection of one or more runways,
the angle between wind direction and runway and
the wind speed, that fall within the limits of
crosswind components are listed in the following
table:
MAXIMUM CROSSWIND COMPONENT
25 KNOTS INCLUDING GUSTS
FOR
DEPARTURES AND ARRIVALS
ON A
DRY RUNWAY WITH
VISIBILITY EQUAL TO OR GREATER THAN
1 STATUTE MILE OR RVR EQUAL TO OR
GREATER THAN 5,000 FT
ANGLE BETWEEN MAXIMUM
WIND DIRECTION ACCEPTABLE WIND
AND RUNWAY SPEED
DEGREES KNOTS
20 73
25 59
30 50
35 44
40 39
45 35
50 33
55 31
60 29
65 28
70 27
75 26
80-90 25
* 302.5 B. 2. Example:
Wind is 020 degrees at 38 knots including gusts.
The RSC report indicates both runways are bare
and damp and the reported visibility is 3 statute
miles. Runways 06R and 36 are available. Noise
abatement, traffic volume or other reasons dictate a
requirement for runway 06R. Referring to 302.5 B.
Note runway 06R may be selected as the
preferential runway since the wind speed of 38
knots is less than the maximum 39 knots
permissible at a 40 degree angle, and the runway
condition and visibility requirements are met.
* C. maximum crosswind component 15 kts
including gusts for departures and arrivals
provided:
* 1. the runway is wet; or
2002-01-24
ATC 3-6
* 2. the runway is dry and the ground visibility * 302.5 C. 2. Note:
is less than 1 statute mile or RVR is less To assist in the application of sub-paragraph 302.5
than 5,000 ft. (N)(R) C. concerning the selection of one or more runways,
the angle between wind direction and runway, and
the wind speeds that fall within the limits of
crosswind components, are listed in the following
table:
MAXIMUM CROSSWIND COMPONENT
FOR
DEPARTURES AND ARRIVALS
ON A
WET RUNWAY
OR
A DRY RUNWAY WITH
GROUND VISIBILITY LESS THAN 1
STATUTE MILE OR RVR IS LESS
THAN 5,000 FT
WIND DIRECTION ACCEPTABLE WIND
AND RUNWAY SPEED
DEGREES KNOTS
20 50
30 30
40 24
50 22
60 18
70 17
80-90 15
* 302.5 C. 2. Reference:
Wet Runways; Definitions.
2002-01-24
ATC 3-7
* 302.6 * 302.6 Note 1:
Avoid operations on runways where a tailwind is The 5 kt tailwind component should be used as
present. On a dry runway only, for departures flexibility for ATC units in conducting runway change
operations rather than for sustained operations.
and arrivals, a 5 kt maximum tailwind or tailwind
* 302.6 Note 2:
component, including gusts, is acceptable Use judgement in balancing the need for
during the period required to move traffic to the expeditious decontamination of runways with the
more in-to-wind runway. (N)(R) safety of in-to-wind operations.
* 302.6 Note 3
To assist in the application of sub-paragraph 302.6
concerning the selection of one or more runways,
the angle between wind direction and runway, and
the wind speeds that fall within the limits of tailwind
components, are listed in the following table:
MAXIMUM TAILWIND COMPONENT
ARRIVALS AND DEPARTURES
DRY RUNWAY
DEGREES KNOTS
91-99 25
100 23
105 19
110 15
115 12
120 10
125 9
130 8
135 7
140 7
145 6
150 6
155 5
160-180 5
* 302.6 Reference:
Tailwind; Definitions.
2002-01-24
ATC 3-8
303 TAXI INFORMATION
303.1
Issue taxi authorizations and instructions in * 303.1 Phraseology:
plain, concise language to aircraft taxiing on the TURN NOW or TURN LEFT/RIGHT.
manoeuvring area. (P) CONTINUE or CONTINUE TAXIING.
TAXI ON RUNWAY/TAXIWAY (number) CROSS
RUNWAY (number).
HOLD or HOLD SHORT OF RUNWAY/TAXIWAY
(number) or HOLD ON RUNWAY/TAXIWAY
(number) or HOLD (direction) OF RUNWAY/
TAXIWAY (number).
TAXI TO POSITION RUNWAY (number).
EXPEDITE CROSSING RUNWAY (number)
TRAFFIC (aircraft type) (distance) MILES FINAL.
303.2
Do not use the word “cleared” in conjunction
with authorizations or instructions for aircraft to
taxi or for equipment, vehicle or personnel
operations.
303.3 303.3 Note:

Do not use conditional clearances or Misinterpretation could be caused by a conditional
instructions for the movement of airport traffic. clearance or instruction such as:
A. taxi to position behind the landing aircraft; or
(N)
B. proceed across runway one two after departing
DC9.
303.4
Include the specific route if alternate taxi paths
are available.
303.5
Instruct an aircraft or vehicle to either “cross” or
“hold short” of any runway it will cross while on
the manoeuvring area.

If workload permits, provide information TAXI AT YOUR DISCRETION — and if necessary
concerning known traffic and obstructions to — TRAFFIC (description).
303.6 Note:
aircraft taxiing outside of the manoeuvring area.
Movement of aircraft on the Apron is the
(P)(N) responsibility of the pilot, the aircraft operator or the
Airport Operator.

If you consider it necessary, inform a taxiing (Area) NOT VISIBLE, TAXI AT YOUR DISCRETION.
aircraft that a portion of the manoeuvring area 303.7 Note:
This is intended to cover situations where your view
is not visible from the tower. (P)(N)
of the manoeuvring area is obstructed by a physical
condition other than weather phenomena.
2005-01-20
ATC 3-9
304 VHF DIRECTION FINDING SYSTEM
(VDF)
304.1
Do not use DF bearing information to separate
aircraft.
304.2
You may use DF bearing information to assist in
visually locating an aircraft by correlating the
DF bearing with the reported position of the
aircraft.

Request an aircraft to confirm its position if, in CONFIRM (position).
your judgment, the DF bearing and the reported 304.3 Note 1:
An inaccurate DF bearing indication may result
position do not reasonably agree. (P)(N)
when two or more aircraft transmit simultaneously.
304.3 Note 2:
Because of equipment tolerances and site location
of the VDF antenna, allowances have to be made in
determining the reliability of the position report.

If an aircraft's position remains doubtful DF INFORMATION INDICATES YOUR BEARING
following a request for confirmation, inform the TO BE (actual bearing).
304.4 Note:
aircraft and use whatever other means are
Other means may include visual sighting, radar unit
available to establish its position. (P)(N) assistance, adjacent VDF assistance, and aircraft's
heading.
305 AIRPORT EQUIPMENT

Keep fully informed of the operating status of Unit Equipment, General; 191.
airport equipment used by aircraft or ATC. (R) ILS Malfunction; 193.
Radio Aid Shutdown; 194.
305.2
Display the operating status, if other than
normal, so that it will immediately attract the
attention of all concerned personnel.
305.3
Report promptly any equipment unserviceability
or malfunction to:
A. the appropriate manager;
B. the section/agency responsible for
maintenance; or
C. both A. and B.
2005-01-20
ATC 3-10
306 TOWER CAB LIGHTING
306.1 306.1 Note:

Keep lighting in the Control Tower cab to a Due to operational requirements of equipment
minimum at all times. (N) (keyboards, strips), lighting levels must be adjusted
to enable operation of the equipment and at the
same time not interfere with visual acuity of the
airport surroundings at night.
307 AIRPORT SURFACE DETECTION

EQUIPMENT
307.1 307.1 Note:

Augment visual observation of traffic operating Visual scanning is considered the primary
on the manoeuvring area by referring to ASDE: technique.
307.1 Reference:
(N)(R)
Visual Scanning — Manoeuvring Area; 308.
A. at night;
B. when visibility, for any reason, is less than
the most distant point of the manoeuvring
area; or
C. at any other time when, in your opinion, an
operational advantage will be gained.
307.2 307.2 Note 1:

You may use ASDE derived information to: (N) Availability of ASDE information does not relieve the
controller of the requirement to carry out all
necessary coordination with other operating
positions.
307.2 Note 2:
A verbal report from an identified aircraft or vehicle
is not necessary if the ASDE indicates it has exited
the area in question as instructed.
307.2 Note 3:
The ASDE-3 is designed to detect a target with a
radar cross section of 3 square meters. This would
include a vehicle as small as the smallest
passenger car or truck.
A. determine that a runway or taxiway is clear 307.2 A. Reference:
of aircraft, vehicles or obstructions prior to a Coordination; 360.
landing or a takeoff; (R) Unit procedures; 211, ATSAMM.
Display of runway status; 213, ATSAMM.
B. confirm the location of aircraft and vehicles
on the displayed airport manoeuvring area;
C. provide directional instruction to pilots and 307.2 C. Phraseology:
vehicle operators on the displayed TURN LEFT/RIGHT AT THE NEXT TAXIWAY/
manoeuvring area when requested by them, RUNWAY.
TURN LEFT/RIGHT ON TAXIWAY/RUNWAY
or when deemed necessary by the
(number) APPROXIMATELY (number) FEET
controller; (P)(N) AHEAD.
307.2 C. Note:
In order to be effective for this purpose the display
must be closely and continuously monitored.
2005-04-14
ATC 3-11
D. confirm compliance with control instructions
to aircraft or vehicles operating on the
displayed manoeuvring area; and
E. provide directional instruction to crash, fire
and rescue vehicles manoeuvring on any
displayed area, as necessary.

You may use ASDE provided you are satisfied Unit Equipment, General; 191.
that the presentation and performance are Unit Equipment; 420, ATSAMM.
Tower/FSS Equipment; 430, ATSAMM.
adequate for the function being performed. (R)
307.4
Identify a target observed on the ASDE display
by correlating its position with one or more of
the following:
A. Pilot or vehicle operator position report.
B. Controller's visual observation.
C. An identified target return observed from
another radar source.
307.5
Do not provide directional guidance in the form
of headings if using ASDE.
308 VISUAL SCANNING —

MANOEUVRING AREA
308.1 308.1 Note 1:

Airport and Ground controllers shall visually At those locations where radar is available and there
scan the manoeuvring area thoroughly before is no dedicated radar position, the airport
controller's primary responsibility is to visually scan
issuing clearances or instructions to airport
for airport traffic.
traffic, and, to the extent possible, at other 308.1 Note 2:
frequent intervals. (N)(R) The following list of scanning techniques is included
to assist in developing methods for scanning the
manoeuvring area:
A. scanning has to be systematic;
B. people can get “object hypnosis”, and only see
things which move (scanning at least twice will
help overcome this);
C. the eyes should move from one point to another
(not one continuous sweep);
D. scanning should be from left to right, the same
as you read; and
E. the eye can only focus on an area that would be
covered by the fist when your arm is extended in
front of you.
308.1 Reference:
Manoeuvring Area; Definitions.
2005-04-14
ATC 3-12
308.2 308.2 Note 1:
Ensure that the runway to be used by a In the case of an aircraft departing from an
departing or arriving aircraft is free, or will be intersection, there is no need to advise of
obstructions on the runway which are behind the
free, of all known obstacles including vehicles,
intersection take-off point.
equipment and personnel before the departing 308.2 Note 2:
aircraft commences its take-off roll or a landing If the runway or a portion of the runway is not visible
aircraft crosses the runway threshold. (N)(R) to the airport controller for any reason, including
weather or a physical obstacle, it is expected you
will ensure that vehicles, equipment and personnel
you have been made aware of, are not on the
runway.
* 308.2 Reference:
Airport Surface Detection Equipment; 307.
Denial of Clearance; 315.
Pedestrians and Vehicles; 354.
2004-09-30
ATC 3-13
310 SPECIAL OPERATIONS
311 SPECIAL VFR

Authorize SVFR within the control zone SPECIAL VFR IS APPROVED IN THE (name)
provided: (P) CONTROL ZONE, (cut-off time if required),
(additional control instructions as necessary).
A. the aircraft has requested SVFR;
B. you determine that the weather is at or 311.1 B. Note:
above the minima for SVFR; (N)(R) The visibility minima for SVFR is 1 mile for fixed
wing aircraft and ½ mile for rotorcraft and must
represent the highest value common to sectors
comprising one-half or more of the horizon circle.
311.1 B. Reference:
Ground Visibility; Definitions.
Below Minima Operations; 314.
Special VFR Flight; 602.117, CARs.
C. you obtain approval from the appropriate 311.1 C. Note:
IFR Unit; (N) This approval may be contained in an Arrangement.
D. you make an adequate arrangement for
recall;
E. you keep SVFR aircraft clear of the flight
paths of IFR aircraft; and
F. you authorize only the number of aircraft 311.1 F. Note:
that you can control safely and efficiently. The number of aircraft you authorize during SVFR
(N) conditions may vary, depending on factors such as
the time required for recall if approval for SVFR is
withdrawn by the IFR unit, and the stability of
weather conditions.

With the exception of helicopters, do not Special VFR; 402.
authorize SVFR aircraft to depart or transit the SVFR Flight; 602.117, CARs.
zone at night. (R)
311.3
You may authorize more than one SVFR aircraft
in a circuit provided the aircraft will remain in
sight of the tower at all times.

At airports where specific local procedures Airspace Planning — SVFR Helicopters; 370,
have been approved for special VFR helicopter ATSAMM.
operations, you may authorize flights in
accordance with the Agreement. (R)
2004-09-30
ATC 3-14
312 VFR TRAFFIC MANAGEMENT

If traffic density warrants, you may instruct Initial Clearance; 342.
aircraft to hold on the ground or in the air in
order to keep the number of VFR aircraft at a
level that you can control safely and efficiently.
(R)
312.2 312.2 Note:

Do not restrict or suspend VFR operations in Only the Minister of Transport has the authority to
the control zone or in the Tower Radar Area. restrict or suspend access to airspace.
312.2 Reference:
(N)(R)
Restrictions and Prohibitions for Safety Purpose;
5.1, Aeronautics Act.
313 FORMATION FLIGHTS

You may authorize a VFR formation flight within Formation Flight; Definitions.
the control zone provided airport traffic permits. Formation Flights; 602.24, CARs.
(R)
313.2
Treat a formation flight as one aircraft for the
purpose of separation. Issue clearances and
instructions to the formation leader.
314 BELOW MINIMA OPERATIONS

If a VFR or SVFR aircraft requests a clearance, Special VFR; 311.
when weather conditions are below the Ground Visibility; Definitions
Visual Meteorological Conditions; Definitions.
applicable minima, take the following actions: Minimum VMC for VFR Flight in Controlled
(R) Airspace; 602.114, CARs.
A. inform the aircraft that weather conditions 314.1 A. Phraseology:
are below minima, state the reported ceiling WEATHER BELOW VFR/SVFR MINIMA. CEILING
and visibility; (P) (description), VISIBILITY (number) MILES.
B. inform the aircraft that only IFR or SVFR 314.1 B. Phraseology:
operations will be approved and request the ONLY IFR OR SVFR OPERATIONS ARE
pilot's intentions; (P) PERMITTED. WHAT ARE YOUR INTENTIONS?
C. issue clearance if:
1. traffic and airport conditions permit; and
2. the aircraft still wishes to land, take off or
operate within the airspace; and
* D. complete an aviation occurrence report if the 314.1 D. Reference:
operation takes place below SVFR Aircraft Occurrence; 233, ATSAMM.
conditions. (R) Aviation Occurrence Report; 1041.
2005-04-14
ATC 3-15
314.2 314.2 Note:
If an IFR aircraft requests a take-off clearance, Some runways or aerodromes do not have
and the ground visibility is less than the published take-off minima. This does not preclude
IFR takeoffs from these runways or aerodromes.
applicable minimum, take the following actions:
However, it is the pilot's responsibility to avoid
(N)(R) obstacles on departure and make adjustments to
the take-off visibility requirements. Controllers who
are queried regarding the take-off limits should state
that it is the pilot's responsibility to determine the
requirements if they are not published and that the
minimum visibility should not be less than one-half
mile (one-quarter mile for rotorcraft).
314.2 Reference:
Aviation Occurrence Report (Form NC28-0026);
1041.
Aircraft Occurrence; 233, ATSAMM.
Take-off Minima/Departure Procedures, Operating
Minima, General; Canada Air Pilot.
A. issue the RVR and the ground visibility; (N) 314.2 A. Note:
Ground visibility may be the prevailing visibility as
included in the current weather sequence or as
observed by an airport controller.
B. issue clearance if traffic and airport
conditions permit; and
C. complete an aviation occurrence report,
based on CAP visibility minima, after the
aircraft has taken off.
314.3
When an IFR aircraft is inbound to the outer
marker or final approach fix and the RVR
indicates less than 1,200 feet for the runway to
be used, take the following actions:
A. issue the current RVR and ground visibility;
B. request the pilot's intention;
C. issue clearance if traffic and airport
conditions permit; and
D. complete an aviation occurrence report after 314.3 D. Note:
the aircraft has landed. (N) If the ground visibility issued in accordance with
314.3 A. is at least 1/4 mile, an occurrence report is
not required.
2005-04-14
ATC 3-16
315 DENIAL OF CLEARANCE
315.1 315.1 Note:

You may base denial of a clearance upon It is expected that controllers will either confirm the
instructions from an appropriate authority identity of the person requesting the denial of
clearance or, if the request is received by phone,
regarding conditions not involving air traffic.
confirm the order to deny clearance by requesting a
Appropriate authorities may include public written copy of the order be sent on official
employees acting within the scope of their letterhead by facsimile. If a late request is received
authority, such as: (N) by phone and the controller is unable to
authenticate the request in time, the controller is
expected to comply with the order and explain the
reason for the denial to the pilot
A. a peace officer;
B. a Transport Canada Security Inspector;
C. an officer of Canada Customs and Revenue:
D. an officer of the Canadian Armed Forces;
E. any person authorized by the State; or
F. an officer of the court.
315.2 315.2 Note:

If notification of a court order to seize or detain This information does not affect clearance to an
an aircraft has been received by telephone: (N) aircraft in flight.
A. ascertain the identity of the caller and
confirm that the caller is an officer of the
court;
B. ascertain whether the order has actually
been issued;
C. request a copy of the court order by
facsimile; and
D. contact the ACC Shift Manager for advice.
315.3 * 315.3 Note:

Do not authorize airport traffic to use an airport The Airport Operator is responsible for closing an
or any part of an airport that is closed by the airport or any part of an airport’s infrastructure or
manoeuvring area. Although the lack of airport
Airport Operator. (N)
ARFF services will affect certain aircraft operations,
it does not constitute grounds for denial of clearance
by controllers.
315.4
If you refuse a request for a clearance for
reasons other than traffic, take the following
actions:
A. advise the aircraft of the reason for the
denial of clearance.
B. If the aircraft persists in its intention to land
or take off:
2002-01-24
ATC 3-17
1. quote any pertinent NOTAM or directive 315.4 B. 1. Example:
regarding airport conditions; (E) NOTAM SPRINGBANK STATES RUNWAY ZERO
SEVEN IS CLOSED FOR MAINTENANCE UNTIL
(Date, Time).
2. when traffic permits, inform the aircraft 315.4 B. 2. Phraseology:
that landing/take-off clearance cannot be SINCE LANDING/TAKE-OFF CLEARANCE
issued and that the landing/takeoff will CANNOT BE ISSUED, YOU ARE LANDING/
TAKING OFF ON YOUR OWN RESPONSIBILITY
be solely the pilot's responsibility; and
— and wind, if required.
(P)
C. complete an Aviation Occurrence Report. 315.4 D. Reference:
(R) Aviation Occurrence Report; 1041.
315.5 315.5 Note:

Except as permitted in 315.6, do not clear an Exceptions are permitted in accordance with
aircraft to land or take off if there is an directions contained in 352.2 and 352.3.
315.5 Reference:
obstruction, person, or vehicle: (N)(R)
Airport Conditions; 322.
Pedestrians and Vehicles; 354.
A. on the landing area; or
B. adjacent to the landing area so as to
endanger the safety of the aircraft.
315.6
You may permit a radio-equipped flight
inspection technician and a theodolite to be
positioned off the edge of an active runway,
provided voice advisories are issued to
departing and arriving aircraft.
316 RONLY AND NORDO
316.1
You may request a RONLY aircraft to
acknowledge a transmission in one of the
following ways:
A. to aircraft on the ground:
1. by moving the ailerons; or (P) 316.1 A. 1. Phraseology:
ACKNOWLEDGE BY MOVING AILERONS.
2. by moving the rudder; (P) 316.1 A. 2. Phraseology:
ACKNOWLEDGE BY MOVING RUDDER.
B. to aircraft in the air, by rocking the wings; or 316.1 B. Phraseology:
(P) ACKNOWLEDGE BY ROCKING WINGS.
2002-01-24
ATC 3-18
C. at night, to aircraft on the ground or in the 316.1 C. Phraseology:
air, by a single flash of landing lights. ACKNOWLEDGE BY A SINGLE FLASH OF
(P)(N)(R) LANDING LIGHTS.
316.1 C. Note:
In order to fly at night in controlled airspace, aircraft
must be equipped with an approved, serviceable
and functioning radio communications system
capable of two way communications.
316.1 C. Reference:
Power-driven Aircraft - Night VFR; 605.16, CARs.
Two-way Radio Failure in VFR Flight; 602.138,
CARs.
316.2
Do not request an aircraft to acknowledge a
transmission by turning the navigation lights on
and off.
316.3 316.3 Note 1:

Use air traffic control light signals from the The note to 316.1 C. applies here also.
following table to control aircraft and the 316.3 Note 2:
An arriving NORDO aircraft will join the traffic circuit
movement of vehicles, equipment and
on the downwind leg and a departing aircraft will
personnel on the manoeuvring area when radio taxi to the edge of the manoeuvring area without a
communications cannot be employed. (N)(R) clearance. However, a clearance must be obtained
either by prearrangement or by visual signal before:
A. proceeding any closer than 200 feet from the
runway in use;
B. crossing or entering any runway;
C. landing or taking off;
D. taxiing back along the runway in use; and
E. taxiing after being stopped by a red light.
316.3 Reference:
Light Gun; 432, ATSAMM..
ATC Light Signals
Movement of vehicles, equipment
Color and type of signal Aircraft on the ground Aircraft in flight
and personnel
Steady green Cleared for takeoff Cleared to land Not applicable
Return for landing (to be followed

Flashing green Cleared to taxi by steady green at the proper Cleared to cross; proceed; go
time)
Give way to other aircraft and

Steady red Stop Stop; hold your position
continue circling
Taxi clear of landing area or run-

Flashing red Aerodrome unsafe - Do not land Vacate the runway immediately
way in use
Return to starting point on the Return to starting point on the aero-

Flashing white Not applicable
aerodrome drome (N)
Note: In the course of moving on the manoeuvring area, the vehicle operator must hold short of each runway and receive
permission to proceed across.
316.4 316.4 Note:

Do not project a light gun signal through mylar The color and intensity of the light signal may be
shades. (N) affected by the mylar shade.
2004-07-08
ATC 3-19
317 HANG GLIDERS AND ULTRA-LIGHT
AEROPLANES

Unless prohibited in a unit directive, you may Hang Glider and Ultra-light Aeroplane Definitions;
authorize hang glider or ultra-light aeroplane 101, CARs.
Hang Glider and Ultra-light Aeroplane Operations;
operations in the control zone. (R)
602.29, CARs.
317.2 317.2 Note:

For the purpose of wake turbulence separation Basic and advanced ultra–light airplanes are
and cautionaries: (N)(R) identified by C–I*** registration marks. Some ultra-
lights registered before 1997 may still use the
identification “C-G***” or “CF-***”.
317.2 Reference:
Wake Turbulence; 128 and 380.
Minimum Wake Turbulence; 533.
A. Consider all ultra-light aircraft as “light”
category aircraft for the purpose of wake
turbulence separation.
B. Inform ultra-light aircraft of the type of
aircraft they will be following on departure or
in the vicinity of the airport.
C. Consider all motorized aircraft as “heavy”
aircraft in relation to hang gliders.
317.3
You may clear a hang glider or an ultra-light
aeroplane to land on or take off from an area of
the airport other than a runway provided the
area:
A. is designated as an ultra-light landing and
take-off area;
B. is part of the controlled manoeuvring area;
and
* C. is described in an Agreement between the
tower and the Airport Operator.
2004-07-08
ATC 3-20
320 ESSENTIAL FLIGHT INFORMATION
321 GENERAL
321.1 321.1 Note:

Issue information on field conditions and the ATIS may be used.
status of airport equipment or services, either 321.1 Reference:
Automatic Terminal Information Service (ATIS); 170.
directly or through the IFR unit, in sufficient time
for it to be useful to the aircraft. (N)(R)
321.2 321.2 Note:

Promptly provide aircraft with safety alerts The information is to be issued immediately once
when required. (N)(R) the controller recognizes an unsafe situation. Once
the aircraft is informed, it is solely the pilot's
responsibility to determine what course of action, if
any, will be taken.
321.2 Reference:
Safety Alert; Definitions
Safety Alert; 507.
322 AIRPORT CONDITIONS
322.1
Inform concerned aircraft of the following
conditions of which you have been made
aware:
A. Construction or maintenance work on or 322.1 A. Example:
near the manoeuvring area. (E) CONSTRUCTION WORK EAST SIDE RUNWAY
THREE SIX. MAINTENANCE EQUIPMENT
NORTH SIDE RUNWAY TWO SEVEN.
B. Rough parts of the manoeuvring area.
C. Flooded or slippery parts of the 322.1 C. Example:
manoeuvring area and braking action RUNWAY TWO SIX, 100 PERCENT ICE
(including CRFI) reports. (E)(R) COVERED AND SANDED, (braking action report).
322.1 C. Reference:
Runway Surface Condition and Canadian Runway
Friction Index (CRFI) Reports; 169.
D. Obstructions on or near the manoeuvring * 322.1 D. Note:
area. (N) Obstructions may include snowdrifts or piles of
snow.
E. Failure or irregular operation of any part of 322.1 E. Example:
the airport lighting system. (E) THRESHOLD LIGHTS RUNWAY TWO NINER OUT
OF SERVICE.
F. Other pertinent conditions. (N) * 322.1 F. Note:
This may include location of wildlife and birds.
322.2 322.2 Example:

Indicate the type of aircraft and the time of the DC9 REPORTED BRAKING ACTION FAIR
report if relaying a braking action report RUNWAY (number) AT 0825Z.
obtained from another aircraft. (E)
2006-04-13
ATC 3-21
322.3
Inform the Airport Operator if you believe that
this individual is unaware of airport conditions
that may affect the safety of airport traffic.
323 ARRESTER GEAR

Inform all aircraft, landing or taking off, of the APPROACH/DEPARTURE END CABLE IS UP/
position and status of arrester gear that is in DOWN. CLEARED TO LAND RUNWAY (number).
323.1 Note:
place across either end of the runway being
Aircraft arrester gear may be used for either
used. (P)(N)(R) approach-end or departure-end engagements
depending upon the type of fighter aircraft. For
example, CF18 operators often prefer an approach-
end system for landing and a departure-end system
for takeoff.
323.1 Reference:
Arrester Cables; AGA 9.1, TC AIM.

Issue a cautionary to all aircraft taxiing over an CAUTION APPROACH END CABLE IS UP.
arrester cable. (P)
323.3
If requested, inform an aircraft of:
A. the distance of an in-place cable from the
threshold; or
B. the distance between in-place cables, if
applicable.
2006-04-13
ATC 3-22
330 DEPARTURES
331 GENERAL
331.1
Reply to requests for radio checks and issue
taxi instructions as necessary.
331.2 331.2 Note:

Obtain and relay IFR clearances to departing This may be done using NFPDS and EXCDS
aircraft by voice or by electronic platforms platforms. PDC delivery of ATC clearances are
delivered via AGDL.
intended for this use. (N)(R)
331.2 Reference:
Clearance Format; 412.
332 PRE-TAXI
332.1 332.1 Note:

Reply to a request for a radio check in the The readability scale using figures 1 to 5 has the
following form: following meaning.
READABILITY DESCRIPTION
1 Unreadable
2 Readable now and then
3 Readable but with difficulty
4 Readable
5 Perfectly readable
A. (Aircraft identification).
B. (Unit identification if required). (R) 332.1 B. Reference:
C. READ YOU (Readability number).
D. (Time and altimeter if appropriate).
332.2
You should limit or suspend routine radio
maintenance checks during periods of heavy
traffic.
333 IFR CLEARANCE
333.1 333.1 Note:

You should obtain and relay the IFR clearance Any change to an aircraft’s original flight plan will
before the aircraft begins to taxi if practicable. render the PDC datalink clearance invalid and will
require the delivery of a new clearance by voice.
(N)(R)
333.1 Reference:
Clearances, Instructions and Readbacks; 133.
Relay; 416.
Release Time; 443.
2003-04-17
ATC 3-23
333.2
Relay an IFR clearance by voice in the following
form:
B. (Unit identification, if required). (N)(R) * 333.2 B. Note:
The recommended practice is to deliver the initial
IFR clearance before the aircraft enters the
departure runway thus avoiding delays while in
position.
333.2 B. Reference:
C. IFR CLEARANCE (wait for the aircraft to
indicate that it is ready to copy).
D. ATC CLEARS (clearance verbatim, as
received from the IFR unit).

Check the details of the voice readback to READBACK CORRECT, TIME (if required) (four
ensure that the aircraft has received the correct figure group)
333.3 Note 1:
clearance and issue the time if a CC, EAC, EFC
The aircraft must read back the clearance and any
or other time was issued as part of the corrections except that traffic information may be
clearance. (P)(N)(R) acknowledged by the phrase “traffic received”.
333.3 Note 2:
Issuing the time to an aircraft will ensure the timely
execution of CC, EAC and EFC restrictions.
333.3 Reference:
Compliance with ATC Instructions and Clearances;
602.31, CARs.
333.4 333.4 Note:

Compare the pilot-provided Flight Plan Unique An incorrect FPUI will require voice delivery of the
Identifier (FPUI) with the FPUI on the tower’s clearance.
EXCDS display for accuracy. (N)

Do not authorize an aircraft to “push-back” or PUSH-BACK/POWER-BACK AT YOUR
“power-back” from a loading position on the DISCRETION — and if possible — TRAFFIC
(description).
apron. Inform a pilot who requests approval for
334.1 Note:
“push-back” or “power-back” that such action is Pilots may use the term “power-back” to indicate
at the pilot's discretion and inform the pilot of that the power from the aircraft's engines is used to
pertinent traffic. (P)(N) move the aircraft back from a loading position.
334.2
Instruct an aircraft to either “cross” or “hold
short” of any runway it will cross while taxiing.
2003-04-17
ATC 3-24
334.3 334.3 Note:
Issue a taxi authorization in the following form: Do not use the word “TO” in the route if an aircraft's
(N) destination is a runway.
C. RUNWAY (number).
D. WIND (direction and speed). 334.3 D. Reference:
Altimeter Settings and Wind Information; 135.
E. ALTIMETER (setting).
F. TAXI VIA (route) or CONTINUE TAXI, VIA 334.3 F. Phraseology:
(route), (if applicable), CROSS RUNWAY To a departure runway —
(number) or HOLD SHORT OF (runway TAXI VIA BRAVO.
To a departure runway via multiple taxiways —
number or taxiway) or HOLD (position or
TAXI VIA BRAVO AND DELTA.
direction relative to a position, runway, To cross a runway while taxiing towards the
taxiway, other). (P)(N)(R) departure runway —
TAXI VIA BRAVO, CROSS RUNWAY 28.
To cross more than one runway or taxiway while
taxiing towards the departure runway —
TAXI VIA BRAVO, DELTA, CROSS RUNWAY 28
AND RUNWAY 33.
To an intermediate point —
TAXI VIA ECHO AND FOXTROT, HOLD SHORT OF
GOLF RUNWAY 28.
To resume taxiing —
CONTINUE TAXI ACROSS RUNWAY 28 AND
GOLF.
334.3 F. Note:
Initial movement instructions given to an aircraft or
vehicle should only include that portion of the
intended route to the first “hold” area or intermediate
point.
334.3 F. Reference:
Taxi Information; 303.
G. (Other information such as traffic, airport 334.3 G. Note:
conditions or RVR). (N) Aircraft taxiing behind jet aircraft in freezing
conditions may experience aggravated engine and
airframe icing. Be alert to pilot advisories that
increased taxi intervals may be required during
freezing conditions.
H. CONTACT TOWER (frequency) NOW/AT 334.3 H. Note:
(location/time)/HOLDING SHORT or The optional use of the term “holding short” may be
MONITOR TOWER (frequency) NOW/AT considered as a location for the purposes of
communication transfer. The use of the term is not
(location/time). (N)
considered a restriction and does not require a
readback.
334.4
You may authorize a departure from an
intersection provided:
A. the aircraft requests it; or
2003-07-10
ATC 3-25
B. you suggest it and the aircraft accepts it.

Inform the aircraft of the usable length of RUNWAY LENGTH REMAINING FROM INTER-
runway remaining before suggesting a SECTION OF (taxiway) (number) FEET; ARE YOU
ABLE TO DEPART FROM THE INTERSECTION?
departure from an intersection. (P)(R)
334.5 Reference:
Display of runway status; 213, ATSAMM.

Precede a refusal or delay to a request, with the NEGATIVE HOLD YOUR POSITION (reason);
word “NEGATIVE” followed by further — or —
NEGATIVE HOLD SHORT OF RUNWAY (number)
instructions and if necessary, the reason. (P)
(reason).

You need not include the altimeter in a taxi Pre-flight Radio Check; 332.1.
authorization if the information was issued in a
pre-flight radio check. (R)
334.8
You need not include the runway and wind in a
taxi authorization if the information is included
in the current ATIS broadcast and the aircraft
acknowledges receipt of that broadcast.
335 SUCCESSIVE IFR DEPARTURES —

VISUAL SEPARATION

You may release a successive departing IFR Successive IFR Departures — Visual Separation;
aircraft from the same runway provided the 312, ATSAMM.
following conditions are met: (R)
A. your visual observation confirms that the 335.1 A. Note 1:
preceding IFR aircraft has departed and has Required ceiling and visibility will vary with each
turned to clear the departure path of the runway configuration and types of aircraft. In each
instance, they must be sufficient for the airport
succeeding aircraft, or has reached a point
controller to see that the leading aircraft is clear of
on its departure path where it will no longer the intended departure track of the following aircraft.
conflict with the departure path of the Either or both aircraft may turn.
succeeding aircraft; (N)(R)(D) 335.1 A. Note 2:
Consider aircraft type, probable rotation point and
the turn radius of the following aircraft when
deciding the point at which the leading aircraft is
clear of the assigned track of the following aircraft.
335.1 A. Reference:
Terrain Clearance; 554.1 C. Note.
2003-07-10
ATC 3-26
335.1 A. Diagram 1:
30 DEGREES
OR MORE
335.1 A. Diagram 2:
30 DEGREES
OR MORE
B. initial departure tracks diverge by 30 335.1 B. Phraseology:

degrees or more; (P) FLY HEADING (number) — and if an altitude
restriction is required — MAINTAIN (altitude).
C. applicable wake turbulence minima are 335.1 C. Reference:
complied with, unless waived by the Wake Turbulence; 128.
succeeding aircraft; (R) Wake Turbulence — Minima; 382.
Wake Turbulence Minima; 533.
D. traffic information is passed to the 335.1 D. Phraseology:
succeeding aircraft; and (P)(E) TRAFFIC (aircraft type) TURNING (left/right).
CLEARED FOR TAKEOFF RUNWAY (number).
335.1 D. Example:
GOLF CHARLIE ROMEO FOXTROT, TRAFFIC IS
A DASH 8 IN A LEFT TURN, CLEARED FOR
TAKEOFF RUNWAY 27.
* E. the procedure to be followed shall be in 335.1 E. Reference:
accordance with a unit directive or Successive IFR Departures — Visual Separation by
Arrangement approved by the Manager, Airport Controllers; 312, ATSAMM.
ATS Standards and Procedures,
NAV CANADA. (R)
2006-07-20
ATC 3-27
335.2 335.2 Note 1:
You may use visual separation to release This procedure may be applied between aircraft
successive departing IFR aircraft from a runway departing from:
A. intersecting runways;
different from that used by a preceding IFR
B. non-intersecting runways;
departing aircraft provided the following C. parallel runways, where one aircraft will turn
conditions are met: (N)(R) towards the adjacent parallel runway.
It is not applicable between aircraft departing from
parallel runways and are required to maintain
runway heading (normally due to noise abatement),
or follow tracks that diverge by less than 15 degrees
immediately after take off.
335.2 Note 2:
Aircraft departing from parallel runways and
following tracks that diverge by at least 15 degrees
immediately after take-off may be separated in
accordance with ATC MANOPS 553.1.
335.2 Reference:
Successive IFR Departures - Visual Separation by
Airport Controllers; 312, ATSAMM.
A. if either aircraft will turn toward, or will cross
through the departure path of the other,
initial tracks diverge by 30 degrees or more;
B. your visual observation confirms that the 335.2 B. Note:
preceding aircraft has reached a point 335.1 A. Note applies here.
where it will no longer conflict with the
departure path of the succeeding aircraft;
(N)
C. if required:
1. applicable wake turbulence minima are 335.2 C. 1 Reference:
complied with, unless waived by the Wake Turbulence; 128.
succeeding aircraft; (R) Wake Turbulence — Minima: 382.
2. traffic information is passed to the 335.2 C. 2. Phraseology:
succeeding aircraft; and (P) TRAFFIC (details as required) (if required
CAUTION, POSSIBLE WAKE TURBULENCE),
CLEARED FOR TAKE OFF RUNWAY (number).
* D. the procedure is conducted in accordance
with a unit directive and an Arrangement with
the applicable IFR unit.
336 TAKE-OFF PROCEDURES
* 336.1 * 336.1 Phraseology:

Inform an aircraft of the reason for the delay if it TAXI TO POSITION AND WAIT, TWO MINUTE IFR
is taxied to position and instructed to “WAIT”. DELAY.
BACKTRACK RUNWAY (number) TO POSITION
(P)(N)(R)
AND WAIT, TRAFFIC LANDING RUNWAY
(number).
* 336.1 Note:
Delays may be caused by preceding landing/
departing traffic, IFR delays or CRDA positioning.
* 336.1 Reference:
Delays to aircraft; 336.16.
2006-07-20
ATC 3-28
* 336.2 * 336.2 Phraseology:
Specify the name of the taxiway or intersection TAXI TO POSITION (if departure is from the
with the instruction to taxi or backtrack to threshold).
TAXI TO POSITION AT DELTA (if departure is from
position. (P)
a taxiway).
TAXI TO POSITION AT RUNWAY 24
INTERSECTION (if departure is from a runway
intersection).
BACKTRACK RUNWAY (number) TO POSITION AT
DELTA. (If the aircraft must backtrack the departure
runway for a departure from an intersection or
taxiway).
ADVISE WHEN READY.
* 336.3 * 336.3 Note 1:

Unless takeoff clearance can be issued within It is expected that an IFR release will be obtained
three minutes of the time the aircraft arrives at within three minutes of the time the departing IFR
aircraft reaches the point from which the takeoff run
the point from which the takeoff run will begin,
will begin.
do not instruct a departing aircraft to taxi to * 336.3 Note 2:
position on an arrival runway: (N) Operational characteristics of some aircraft may
require an extended period of time on the runway.
The requirement to issue a clearance within three
minutes may be waived in these situations.
* A. at night;
* B. during IFR meteorological conditions; or
* C. if it will not be visible from the tower.
* 336.4
Except as specified in 336.16, inform an aircraft
that is holding short of the runway of the reason
for a delay if:
A. it appears that a take-off clearance may be
delayed for more than 3 minutes; and
B. the reason is not apparent. (N) * 336.4 B. Note:
For example, you would not be expected to inform
an aircraft if the reason for delay is another aircraft
ahead waiting for takeoff or an aircraft on final
approach.
336.5 336.5 Note:

You may taxi more than one aircraft to position “Position" may be any point on the runway
for takeoff on the same runway, intersecting requested or accepted by the pilot and approved by
the controller.
runways or non-intersecting runways whose
flight paths cross, provided: (N)
A. the aircraft are sequenced in accordance 336.5 A. Note:
with 336.6; (N) Caution should be exercised to prevent confusion
among the involved aircraft.
2002-01-24
ATC 3-29
B. all aircraft are visible to the airport 336.5 B. Note:
controller; (N)(R) If visibility does not permit visual observation of the
aircraft, ASDE may be used to confirm an aircraft's
position.
336.5 B. Reference:
Airport Surface Detection Equipment; 307.
C. traffic information is given to the second and
subsequent aircraft in the departure
sequence; and
* D. you specify the name of the runway * 336.5 D. Reference:
intersection or taxiway if “position” is not at Taxi to Position; 336.2.
the threshold. (R)

If a departing aircraft is not number one, issue a For intersecting runways/flight paths -
departure sequence number in the following NUMBER TWO FOR DEPARTURE, TRAFFIC
SEVEN TWENTY SEVEN DEPARTING RUNWAY
form: (P)
(number).
For same runway -
NUMBER TWO FOR DEPARTURE, TRAFFIC
KINGAIR IN POSITION (distance) FEET AHEAD.
- or -
NUMBER TWO FOR DEPARTURE, TRAFFIC
KINGAIR IN POSITION AT (name of intersection).
A. Aircraft Identification.
B. Number (sequence).
C. Type and position of preceding departure.

If requesting an IFR release specify the runway REQUEST RELEASE (aircraft ident) RUNWAY
from which the aircraft will depart. (P) (number).
* 336.8 * 336.8 Reference:

Include the name of the intersecting runway or Take-Off Clearance; 336.12.
taxiway from which an aircraft will depart in the
take-off clearance. (R)

Issue alternate instructions with a clearance for CLEARED FOR IMMEDIATE TAKEOFF RUNWAY
an immediate takeoff unless you have (number) IF UNABLE, HOLD SHORT OF RUNWAY.
TAXI TO POSITION (AT LOCATION IF NOT THE
previously determined that the aircraft can
THRESHOLD), BE READY FOR IMMEDIATE
comply. (P)(N)(R) DEPARTURE.
ARE YOU ABLE AN IMMEDIATE DEPARTURE?
— then —
CLEARED FOR IMMEDIATE TAKEOFF RUNWAY
(number).
336.9 Note:
Aircraft unable to comply with an immediate takeoff
clearance are expected to hold their position and
advise the tower accordingly.
2002-01-24
ATC 3-30
* 336.9 Reference:
Wake Turbulence Avoidance; 383.
Takeoff Clearance; RAC 4.2.8., TC AIM.
336.10
Consider known aircraft operating
characteristics and the effect that precipitation
and surface conditions may have on the
aircraft's ability to comply with an immediate
take-off clearance.
336.11 336.11 Reference:

If the wind speed is 15 knots or greater issue Altimeter Settings and Wind Information; 135.
the direction and speed in the take-off Units of Measurement; 214.
clearance. (R)

Issue a take-off clearance in the following form: ADVISE WHEN READY.
(P)(N)(R) WAIT! (reason for the delay).
TAXI TO POSITION.
BACKTRACK RUNWAY (number).
LEFT/RIGHT TURN OUT, CLEARED FOR TAKE-
OFF RUNWAY (number).
336.12 Note:
A take-off clearance is normally issued on a tower
frequency published in the Canada Air Pilot for that
unit.
* 336.12 Reference:
Backtrack; Definitions.
Visual Scanning - Manoeuvring Area; 308.
Takeoff Clearance; RAC 4.2.8., TC AIM.
B. (Unit identification, if required). (R) 336.12 B. Reference:
C. (Special information, such as a hazard or
obstruction).
D. (Control instruction, such as a turn or
heading after takeoff).
E. (Wind information, if required). 336.12 E. Reference:
F. CLEARED FOR TAKE-OFF RUNWAY
(number) - if from the threshold or - FROM
(name of taxiway or runway intersection),
CLEARED FOR TAKE-OFF RUNWAY
(number).

You may clear the aircraft for the option CLEARED FOR THE OPTION RUNWAY (number).
provided: (P)(N)(R) 336.13 Note:
Normally this clearance is used during light traffic
conditions.
2006-01-19
ATC 3-31
336.13 Reference:
Cleared for the Option; Definitions.
B. traffic permits.
336.14 336.14 Note:

Confirm the departing aircraft's intentions In this situation, response means:
before issuing a landing clearance to an A. immediate verbal communications, in reply to
the clearance; or
arriving aircraft using the same runway if no
B. observed movement or non-movement of the
response is received from the departing aircraft followed by verbal confirmation.
aircraft. (N)
336.15
Combine take-off clearance with instructions to
change from tower frequency if:
A. direct communication with the next control
sector/unit is needed immediately after
takeoff; and
B. the aircraft is a UHF-equipped, military 336.15 B. Phraseology:
fighter that you know is operated by only MONITOR GUARD AND CONTACT DEPARTURE
one pilot. (P)(N) CONTROL (frequency) NOW, CLEARED FOR
TAKEOFF RUNWAY (number).
336.15 B. Note:
Use of this phraseology ensures that 243.0 MHz will
be available as a back-up communication frequency
if an unusual situation occurs after the aircraft has
been changed from tower frequency.

Inform a departing aircraft of the reason for a NEGATIVE, HOLD SHORT WAKE TURBULENCE
delay and the type and position of the (type and position of wake-creating aircraft);
— or —
preceding departing aircraft if: (P)(R)
TAXI TO POSITION AND WAIT, WAKE
TURBULENCE, (type and position of wake-creating
aircraft).
336.16 Reference:
Minima; 382.
A. the requested take-off clearance is being
denied solely because of wake turbulence
separation requirements; and
B. a pilot-requested waiver can be granted. (R) 336.16 B. Reference:
336.17
If a requested clearance has been withheld or
delayed, issue a clearance as soon as
conditions permit without waiting for a further
request from the aircraft.
2006-01-19
ATC 3-32
336.18
Give the “time off” if the aircraft requests it.
337 CANCELLATION OF TAKE-OFF

CLEARANCE
337.1 337.1 Phraseology

If circumstances require, cancel a previously If a clearance to take off is cancelled:
issued take-off clearance and, when A. before the aircraft has started to roll —
TAKE-OFF CLEARANCE CANCELLED;
appropriate, inform the aircraft of the reason.
B. after the aircraft has started to roll —
(P)(N) ABORT TAKEOFF.
337.1 Note:
An aborted takeoff is an emergency procedure
employed in situations where to continue would
present a grave hazard to the aircraft. A controller-
initiated abort of takeoff should be viewed as an
extreme measure to be used only where there is no
clear alternate course of action.
338 VFR DEPARTURE OF AN IFR
AIRCRAFT
338.1
Obtain approval from the appropriate IFR unit if
an IFR aircraft specifically requests:
A. permission to depart and maintain VFR until
an IFR clearance is received; or
B. an IFR clearance to fly in accordance with
VFR until a specified time, altitude, or
location.

Inform the appropriate IFR unit if an IFR aircraft Closing and Canceling IFR Flight Plans or Flight
closes its IFR flight plan. (R) Itineraries; 404.
2002-01-24
ATC 3-33
340 ARRIVALS
341.1 341.1 Note:

Issue landing information to arriving aircraft: (N) You need not issue information that you know the
aircraft has already received.
A. on initial contact; or
B. as soon as practicable. (N) 341.1 B. Note:
Landing information should be issued in time to be
of use to the pilot.
342 INITIAL CLEARANCE
342.1
Issue an initial clearance in the following form:
A. (Aircraft identification);
B. (Unit identification if required); (R) 342.1 B. Reference:
C. RUNWAY (number);
D. WIND (direction and speed); (R) 342.1 D. Reference:
E. ALTIMETER (setting);
F. CLEARED TO THE CIRCUIT (other specific
point);
G. radar identification (if required); (R) 342.1 G. Reference:
Radar Identification; 511.
H. (request for position reports as required);
and
I. (other information, such as traffic, 342.1 I. Phraseology:
simultaneous crossing runway operations or SIMULTANEOUS OPERATIONS ON
airport conditions). (P) INTERSECTING RUNWAYS (number) AND
(number) IN EFFECT.

You may clear an aircraft directly to base leg or CLEARED RIGHT/LEFT BASE.
final approach provided traffic permits. (P)(N) CLEARED STRAIGHT-IN APPROACH.
342.2 Note:
An aircraft cleared to the circuit will join on the
downwind leg unless otherwise instructed.
342.3 342.3 Note:

You may clear a VFR aircraft to hold at a Although referred to as VFR Holding, the expression
geographic location, a published VFR Check- to be used by controllers when issuing clearances to
hold is “ORBIT”. A VFR pilot may not know how to
Point or VFR Call-Up Point in the control zone,
hold but will know how to orbit. If the instruction is
to await a position in the landing sequence. not acceptable to the pilot, the pilot is expected to
(N)(R) say so and request alternate instructions.
* 342.3 Reference:
Initial Clearance — VFR Holding Procedures; RAC
4.4.2, TC AIM.
2002-01-24
ATC 3-34
342.4
Include the following information in a VFR
holding clearance:
A. location of holding, expressed in one of four 342.4 A. Phraseology:
cardinal points and direction of turns; (P) ORBIT WEST/EAST/NORTH/SOUTH OF (fix),
RIGHT/LEFT TURNS.
B. specified holding time; and
C. traffic information. (P) 342.4 C. Phraseology:
TRAFFIC (type of aircraft), HOLDING AT (fix),
RIGHT/LEFT TURNS.
— or —
TRAFFIC (type of aircraft), PROCEEDING TO (fix),
WILL MAKE RIGHT/LEFT TURNS.
— or —
TRAFFIC (type of aircraft) (direction) BOUND
(position).

You may approve a full or partial circuit opposite CLEARED TO RIGHT/LEFT-HAND DOWNWIND.
to the designated circuit provided traffic CLEARED TO RIGHT/LEFT BASE.
permits. (P)
342.6
Give consideration to noise abatement
requirements and other pertinent regulations
before you authorize a deviation from the
designated traffic circuit.
342.7
Know the distance and direction of each
prominent landmark that may be used as a
visual reporting point within a 25 mile radius of
the airport.
342.8
Assist aircraft in determining the location of a
visual reporting point if necessary.
342.9 342.9 Note:

In all communications between ATC and pilots, VFR waypoints are being published to allow location
refer to VFR waypoints by their full name and of reporting points with greater ease by the use of
GPS and other Area Navigation receivers. These
not by their unique five-letter identifiers. (N)
waypoints depicted in latitude and longitude use
unique five-letter identifiers beginning with the
letters “VC”.
2006-01-19
ATC 3-35
343 APPROACH CLEARANCE

Issue a further clearance, to an aircraft that FOLLOW THE (aircraft type) ON RIGHT (OR LEFT)
reports at the limit of its initial clearance, in the BASE.
EXTEND DOWNWIND.
following form: (P)(N)
MAKE A LEFT (OR RIGHT) THREE SIXTY.
343.1 Note:
An aircraft that reaches the limit of its clearance
without further clearance being issued can be
expected to continue with the circuit.
B. NUMBER (sequence).
C. (Approach instructions, such as position,
type, and, if significant, the color of the
aircraft to follow, if not number one on
approach).

Do not clear an aircraft for a simulated SIMULATED (type) APPROACH APPROVED.
approach. You may, however, approve a MAINTAIN VFR AT ALL TIMES.
simulated approach provided: (P)
A. traffic permits; and
B. you instruct the aircraft to maintain VFR at
all times.
344 LANDING CLEARANCE
344.1
You should issue landing clearance:
A. 1. when you are satisfied that the aircraft is
on approach to the correct runway; or
2. before the aircraft turns final if it is doing
an overhead break; and
B. you determine that the prescribed runway 344.1 B. Reference:
separation will exist. (R) Arrivals and Departures; 352.
344.2
Issue a landing clearance without waiting for a
request from the aircraft.
344.3
Issue a landing clearance in the following form:
C. (Special information, such as hazard or
obstruction).
2006-01-19
ATC 3-36
D. (Control instruction, such as a runway exit 344.3 D. Phraseology:
instruction). (P) MAKE FULL-STOP LANDING.
EXIT ON (taxiway identification)
E. (Wind information, if required). (R) 344.3 E. Reference:
Issuing Wind; 344.12 and 344.13.
F. CLEARED (operation) RUNWAY (number). 344.3 F. Phraseology:
(P) CLEARED TO LAND RUNWAY (number).
CLEARED FOR TOUCH-AND-GO RUNWAY
(number).
CLEARED FOR LOW APPROACH RUNWAY
(number).
CLEARED FOR STOP-AND-GO RUNWAY
(number).

You may authorize ground traffic to cross the Traffic Information; Definitions.
landing runway after a landing clearance has Visual Scanning – Manoeuvring Area; 308.
Possible pull-up; 344.10.
been issued provided: (R)
A. the conditions in 308.2 are met; (R) * 344.4 A. Reference:
Landing Clearance; RAC 4.4.3, TC AIM.
B. an operational advantage will be gained;
C. you consider:
1. the type and performance of ground and
airborne traffic;
2. the runway condition;
3. other factors that may have an impact on 344.4 C. 3. Note:
the operation; and (N) Other factors may include:
A. the crossing point;
B. the weather or visibility;
C. night-time operations;
D. the requested crossing activity, i.e., towing,
runway check, etc.
D. the landing aircraft is advised of the location 344.4 D. Phraseology:
and the type of the crossing traffic if the (A/C ident), (type of ground traffic) CROSSING AT
activity will take place in such a manner to (location).
344.4 D. Note:
warrant the aircraft's attention. (P)(N)
Traffic information should be provided so as to
minimize disruptions during a critical phase of flight.
344.5
Subject to the prohibition in 344.6, you may
clear an aircraft for a low approach to a runway
whose surface is occupied provided:
A. specific instructions and/or restrictions are 344.5 A. Note:
issued when required; and (N) Regional or local management may issue directives
for controllers to issue an altitude or turn restriction
to aircraft operating over an occupied runway.
Consideration should be given, but not be restricted,
to turbulence and jet blast generated by heavy
aircraft operating over unprotected personnel or
small aircraft.
2006-01-19
ATC 3-37
B. relevant traffic information is exchanged. 344.5 B. Phraseology:
(P)(N) To the aircraft:
(aircraft ident), (unit ident, if required), (instructions/
restrictions), TRAFFIC AIRCRAFT/ VEHICLE/
PERSONNEL (location), CLEARED LOW
APPROACH RUNWAY (number).
To the person on or near the runway:
(aircraft type) ON LOW APPROACH RUNWAY
(number), (other information).
344.5 B. Note:
It is mandatory that traffic be passed to both the
aircraft doing the low approach and the aircraft,
vehicle or personnel on or near the runway. In some
cases, where the aircraft, vehicle or personnel on
the ground will not be in continuous communication
with the tower, exchange of information on
anticipated traffic should be made in advance.

Do not clear an IFR aircraft for a low approach if ILS Operation; 192.
the ground vehicles, on or near the runway, are
within interference range of the functioning ILS
transmitter being used by the aircraft. (R)

You may clear an aircraft for the option CLEARED FOR THE OPTION RUNWAY (number).
provided: (P)(N)(R) 344.7 Note:
Normally this clearance is used during light traffic
conditions.
344.7 Reference:
Cleared for the Option; Definitions..
B. traffic permits.
344.8
If an aircraft is doing a radar approach:
A. issue the appropriate clearances, control
instructions, and other pertinent information
through the precision controller; and
B. provide landing clearance or alternate 344.8 B. Note:
instructions before the aircraft reaches 2 If a military precision radar controller does not
miles from the end of the runway. (N) receive a landing clearance or other instruction from
the tower by the time an aircraft doing a radar
approach is one mile from the end of the runway,
instructions to execute a missed approach will be
issued.
2006-01-19
ATC 3-38
344.9 344.9 Note:
If an aircraft is doing an emergency surveillance Depending on the weather conditions and the
approach, issue a landing clearance to the IFR nature of the emergency, it is expected that
controllers will use their judgment in notifying
controller before: (N)(R)
emergency services unless such services are
requested by the aircraft.
344.9 Reference:
Surveillance Approaches; 670.
A. the aircraft is 2 miles from the end of the
runway; or
B. when requested by the IFR controller.

Advise the aircraft to continue approach but to CONTINUE APPROACH, POSSIBLE PULL-UP.
be prepared for a possible pull-up if it appears
that the runway may not be clear. (P)

Instruct the aircraft to pull-up if necessary. PULL-UP AND GO AROUND, (reason).
(P)(N) 344.11 Note 1:
This instruction is to be issued regardless of
whether a landing clearance has been issued.
344.11 Note 2:
Unless otherwise instructed by ATC, a VFR aircraft,
or an IFR aircraft conducting a visual approach,
should overfly the runway while climbing to traffic
pattern altitude and enter the traffic pattern on the
crosswind leg. An aircraft conducting an instrument
approach should execute the published missed
approach procedure unless alternate missed
approach instructions have been issued by ATC.
344.12 344.12 Reference:

If the wind speed is 15 knots or greater, issue Altimeter Settings and Wind Information; 135.
the direction and speed when the aircraft is Units of Measurements; 214.
approximately 2 miles from the end of the
runway. (R)
344.13
Broadcast the wind direction and speed
periodically for the benefit of all aircraft on final
approach if traffic prevents you from giving this
information to individual aircraft.
345.1 345.1 Note:

Issue instructions for an aircraft to exit the Unless otherwise instructed by the tower, a landing
runway in the following form: (N)(R) aircraft will continue to taxi in the landing direction,
proceed to the nearest suitable taxiway and exit the
runway without delay.
* 345.1 Reference:
Taxiing; RAC 4.4.4, TC AIM.
2006-01-19
ATC 3-39
C. (Instructions for exiting the runway). (P)(R) 345.1 C. Phraseology:
BACKTRACK TO (exit point).
345.1 C. Reference:
Backtrack; Definitions.
D. CONTACT GROUND (frequency) NOW/
WHEN OFF/AT (location).
345.2
Normally, do not change an aircraft to ground
control until it is off the runway in use.

Issue taxi authorization, to an aircraft that has Clearances, Instructions and Readbacks; 133.
exited the runway in use, in the following form: Taxi Information; 303.
(R)
C. TAXI or CONTINUE TAXI, VIA (route), TO 345.3 C. Phraseology:
(destination or other location), CROSS To destination:
RUNWAY (number) or HOLD (position or TAXI VIA DELTA AND BRAVO TO THE APRON.
To an intermediate point:
direction relative to a position, runway,
TAXI VIA GOLF AND FOXTROT, HOLD SHORT OF
taxiway, other). (P)(R) ECHO.
To resume taxiing:
CONTINUE TAXI VIA ECHO TO THE FLYING
CLUB.
345.3 C. Reference:
Taxi Authorization; 334.
D. (Special instructions or information such as
traffic or airport conditions).
345.4
Give the “time on” if the aircraft requests it.

Advise the IFR unit if an essential element of Category II/III ILS Approaches; 140.
the Category II/III system fails. (R)
346.2 346.2 Note:

Switch to diesel generated power in sufficient If a runway is placed on Category II/III status, the
time to allow the Category II/III system to be on-site diesel power system is the “primary” source
and the commercial power becomes the “standby”.
serviceable if: (N)
A. the approach runway is a Category II/III ILS
runway;
2006-01-19
ATC 3-40
B. you have received an estimate on an
inbound flight; and
C. the following conditions exist or are
anticipated:
1. ceiling of less than 200 feet; or
2. RVR reading of less than 2,600 feet.

Operate airport lighting in accordance with Runway Lights; 374.
section 370, except that, during weather
conditions which may cause the lights to ice
over, the centreline and touchdown zone lights
may be left off until the aircraft is by the outer
marker or final approach fix on final. (R)
346.4
Hold aircraft or vehicles at least 250 feet from a
functioning ILS transmitter while a Category II/
III ILS approach is being conducted.
346.5
After an arriving aircraft has passed the FAF
during a Category II/III ILS approach, do not
authorize aircraft or vehicles to proceed:
A. onto the runway to which the aircraft is
conducting the CAT II/III approach; or
B. within designated areas where their 346.5 B. Note:
presence will or may affect ILS signals. (N) It is the responsibility of the Airport Operator to
arrange for an effective method of regulating
vehicular traffic crossing approach paths and to
designate the areas where the presence of aircraft
or vehicles will or may affect ILS signals.
2005-01-20
ATC 3-41
350 AIRPORT TRAFFIC
351 APPLICATION
351.1 351.1 Note:

Issue clearances and instructions, as 351.1 Diagram follows paragraph 351.8.
necessary, to maintain a safe, orderly, and
expeditious flow of airport traffic. (N)(D)
351.2
You may assign an altitude to a VFR aircraft to
provide separation from:
A. a specific airspace;
B. a specific IFR or VFR traffic flow; or
C. other aircraft. (R) 351.2 C. Reference:
Separation; 392.
351.3
Keep aircraft informed of pertinent airport
traffic.
351.4
Altitude restrictions should be applied in the
form of “NOT ABOVE” or “NOT BELOW” feet.

Do not apply altitude restrictions that Minimum Altitudes and Distances; 602.14, CARs.
contravene the terrain clearance requirement.
(R)

You should consider surrounding terrain before Tower Radar Use; 218, ATSAMM.
you assign or suggest an altitude to a VFR
aircraft. (R)
351.7 351.7 Note:

Ensure that separation is provided from other A visual approach is not an instrument approach
airport traffic by issuing necessary clearances procedure. There is no published procedure
associated with a missed visual approach.
and instructions whenever an IFR aircraft on a
* 351.7 Reference:
visual approach must execute a go-around. Go Around; Definitions.
(N)(R) Visual Approach; 344.11 Note 2.
Visual Approach; RAC 9.6.2, TC AIM.

You may issue speed adjustment instructions REDUCE TO APPROACH SPEED.
as an aid to establish visual separation INCREASE/REDUCE SPEED AS MUCH AS
PRACTICABLE.
provided you do not assign an IAS. (P)
MAINTAIN PRESENT SPEED.
RESUME NORMAL SPEED.
2005-01-20
ATC 3-42
351.1 Diagram:
STANDARD LEFT-HAND TRAFFIC CIRCUIT

AIRCRAFT JOINING THE CIRCUIT FROM THE
UPWIND SIDE OF THE RUNWAY ARE TO REMAIN
CLEAR OF STIPPLED AREAS
UPWIND
DEPARTURES
FINAL
ARRIVALS
BASE
CROSSWIND
CROSSWIND
DOWNWIND
MILITARY OVERHEAD-BREAK CIRCUIT
AIRCRAFT ENTERS INITIAL FROM ANY DIRECTION

AND BREAKS DURING FIRST 3RD OF RUNWAY
INITIAL
3 TO 5 MILES
*
OVERHEAD PATTERN THE OVERHEAD PATTERN IS NORMALLY CONDUCTED 500 FEET ABOVE
STANDARD TRAFFIC CIRCUIT THE STANDARD CIRCUIT UNTIL TURN ONTO BASE IS COMMENCED
2006-01-19
ATC 3-43
352 ARRIVALS AND DEPARTURES
352.1
Use the following rationale when applying
paragraphs in this section:
A. Consider an aircraft doing a touch-and-go
as an arriving aircraft until it lands and
thereafter as a departing aircraft.
B. Consider an aircraft doing a stop-and-go as
an arriving aircraft until it stops and
thereafter as a departing aircraft.
C. Consider an aircraft doing a low approach
as an arriving aircraft until it crosses the
runway threshold or discontinues the
approach and thereafter as a departing
aircraft.
352.2
Separate an arriving aircraft from a preceding
aircraft using the same runway by ensuring that
the arriving aircraft does not cross the landing
threshold until one of the following conditions
exists:
A. the preceding aircraft has landed and taxied 352.2 A. Diagram:
off the runway; (D)
B. the preceding aircraft has landed or is over 352.2 B. Diagram:

the landing runway; and (D)
NORMAL STOPPING
DISTANCE OF SECOND
AIRCRAFT
2006-01-19
ATC 3-44
1. is at a distance from the threshold 352.2 B. 1. Note 1:
sufficient to allow the arriving aircraft to Controllers are cautioned to take into consideration
complete its landing roll without the aircraft types, their performance, the runway
condition and other factors that may impact on the
jeopardizing safety; and (N)(R)
operation.
352.2 B. 1. Note 2:
The sufficient distance depicted in 352.2 B. Diagram
need not be equal to the anticipated stopping
distance of the second aircraft, provided the second
aircraft is a light aircraft and you are satisfied no
danger of collision exists.
Wake Turbulence; 128.
2. the arriving aircraft is advised of the 352.2 B. 2. Phraseology:
preceding aircraft's position and (type of aircraft) (location) EXITING TO THE
intentions; (P) RIGHT/ON A TOUCH-AND-GO/(other), CLEARED
TO LAND RUNWAY (number).
C. the preceding aircraft is airborne; and
1. is at a sufficient distance from the 352.2 C. 1 Diagram:
threshold that the arriving aircraft will not
overtake it during the landing roll or
conflict with it in the event of a missed
approach; or (D)
2. has turned to avoid any conflict with the 352.2 C. 2 Diagram:

arriving aircraft in the event of a missed
approach. (D)

Separate a departing aircraft from a preceding Wake Turbulence; 380.
aircraft using the same runway by ensuring that
it does not begin take-off roll until one of the
following conditions exists: (R)
2002-01-24
ATC 3-45
A. the preceding aircraft has landed and taxied 352.3 A. Diagram:
off the runway, or there is every assurance
that it will vacate the runway by the time the
departure starts the take-off roll; (D)
B. the preceding aircraft has departed; and (D) 352.3 B. Diagram:
1. has turned to clear the departure path;

or
2. has reached a point on the departure
path where it will not conflict with the
succeeding aircraft.
352.4
Separate an arriving aircraft from another
aircraft using an intersecting runway, or non-
intersecting runway if flight paths intersect, by
ensuring that the arriving aircraft does not cross
the landing threshold or flight path of the other
aircraft until one of the following conditions
exists:
2002-01-24
ATC 3-46
A. a preceding departing aircraft has: (N)(R)(D) 352.4 A. Note:
An aircraft doing a low approach need not be
considered an arriving/departing aircraft for the
purposes of this paragraph, provided other control
action has been taken to ensure no danger of
collision exists; e.g., altitude restriction, heading/
climb restriction.
352.4 A. Reference:
Application; 351.
352.4 A. Diagram 1:
352.4 A. Diagram 2:
1. passed the intersection or flight path; or 352.4 A. 1. Reference:

(R) Wake Turbulence; 128.
2. turned to avoid any conflict;
2002-01-24
ATC 3-47
B. a preceding arriving aircraft has: (D) 352.4 B. Diagram 1:
352.4 B. Diagram 2:
1. taxied off the landing runway;

2. completed the landing roll and will hold 352.4 B. 2. Note:
short of the intersection or flight path; or The preceding aircraft need not be stopped as long
(N) as:
A. it has decelerated to taxi speed before the
succeeding aircraft crosses the landing
threshold; and
B. it will not enter the runway or cross the flight
path being used by the succeeding aircraft.
3. passed the intersection or flight path. (R) 352.4 B. 3. Reference:
352.5
Separate a departing aircraft from an aircraft
using an intersecting runway, or non-
intersecting runway if flight paths intersect, by
ensuring that the departing aircraft does not
begin its take-off roll until one of the following
conditions exists:
2002-01-24
ATC 3-48
A. a preceding departing aircraft has: (N)(R)(D) 352.5 A. Note:
On non-intersecting runways where flight paths
intersect at a considerable distance from the
runway, this paragraph need not apply, provided
other control action has been taken to ensure no
danger of collision exists.
352.5 A. Reference:
352.5 A. Diagram 1:
352.5 A. Diagram 2:
1. passed the intersection;

2. crossed the departure runway; or
3. turned to avoid any conflict;
B. a preceding arriving aircraft has: (D) 352.5 B. Diagram:
2002-01-24
ATC 3-49
1. taxied off the landing runway;
2. completed the landing roll and will hold 352.5 B. 2. Note:
short of the intersection; (N) The preceding aircraft need not be stopped as long
as:
A. it has decelerated to taxi speed before the
succeeding aircraft begins the take-off roll; and
B. it will not enter the runway or cross the flight
path being used by the departing aircraft.
3. passed the intersection; or
4. crossed over the departure runway. 352.5 B. 4 Reference:
(R)(D) Wake Turbulence; 380.
352.5 B. 4 Diagram:
352.6
You may authorize simultaneous landings or a
landing and a takeoff simultaneously on
intersecting runways provided:
A. use of this procedure is approved in unit 352.6 A. Reference:
directives that specify: (R) Simultaneous Intersecting Runway Operations
(SIRO); 214, ATSAMM.
1. which runways may be used;
2. the stopping distances available; and (N) 352.6 A. 2. Note:
Stopping distances are not to be used for the
purpose of avoiding obstructions beyond the
applicable intersection.
3. the aircraft stopping distance groups that 352.6 A. 3. Reference:
can be accommodated; (R) Aircraft Groups/Stopping Distance Tables; 214,
ATSAMM.
Stop Group; Air Traffic Designators, Part 1.
B. the weather conditions are not less than a 352.6 B. Note:
ceiling of 1,000 feet and visibility of 3 miles; In some cases this may require weather minima that
(N) are higher than a ceiling of 1,000 feet and visibility
of 3 miles. For example, when IFR aircraft are
simultaneously approaching intersecting runways
they may, depending on the angle between the
runways, run out of radar separation while beyond 3
miles from the airport and above 1,000 feet AGL.
2002-01-24
ATC 3-50
C. an arriving aircraft is restricted from entering 352.6 C. Note 1:
the runway to be used by the other aircraft When circumstances permit, apply the restriction to
and, except if it is a helicopter, is advised of that aircraft which is normally better able to comply
with the restriction.
the stopping distance available; (N)(E)
352.6 C. Note 2:
Stopping distance information need not be issued
with each landing clearance if:
A. an ATIS message containing the information has
been acknowledged by the aircraft;
B. an aircraft is performing repetitive operations on
the same runway; or
C. an Agreement has been negotiated with a local
operator.
352.6 C. Example:
For landing aircraft:
HOLD SHORT OF RUNWAY THREE TWO
(number) FEET AVAILABLE TO THE
INTERSECTION, TRAFFIC (type, location)
LANDING/DEPARTING RUNWAY THREE TWO,
CLEARED TO LAND RUNWAY TWO FIVE.
TRAFFIC (type, location) LANDING RUNWAY TWO
FIVE WILL HOLD SHORT OF RUNWAY THREE
TWO, CLEARED TO LAND RUNWAY THREE
TWO.
For a departing aircraft:
TRAFFIC (type, location) LANDING RUNWAY TWO
FIVE WILL HOLD SHORT OF RUNWAY THREE
TWO, CLEARED FOR TAKE-OFF RUNWAY
THREE TWO.
D. you obtain an accurate readback when * 352.6 D. Reference:
issuing a HOLD SHORT clearance to a General - Application; 201.
landing aircraft; (R) Taxi Information; RAC 4.2.5. TC AIM.
E. that, except for helicopters, the stopping 352.6 E. Note:
distance group of the aircraft restricted to Where an Agreement between the ATS unit and the
hold short is known and is in accordance aircraft operator has been negotiated, STOL aircraft
may hold short in distances which are less than
with unit directives; (N)
those shown in the stopping distance table.
F. the runway to be used by the restricted 352.6 F. Note:
aircraft is bare; (N) During winter operations, only the centre 100 feet
(50 feet either side of the centreline) of the runway
must be bare.
G. there is no standing water, slush, snow or 352.6 G. Note:
ice (including frost), on the runways; (N) These conditions may be reported by personnel
qualified to perform runway surface condition
inspections or by pilots. If a pilot who has just used
the runway informs you that the runway is
contaminated, you should request a runway surface
condition report by authorized personnel.
H. for aircraft landing on any runway with a
“hold short” restriction (LAHSO):
1. there is no tailwind other than a calm 352.6 H. 1. Note:
wind; or (N) A tailwind is considered to exist whenever the
surface wind exceeds an angle of 90o to the runway
in use, thus adding to the ground speed of an
aircraft using that particular runway.
2006-01-19
ATC 3-51
2. there is no crosswind component 352.6 H. 2. Note:
exceeding 25 kts (including gusts). (N) To assist in the application of sub-paragraph 352.6
H. 2. concerning the selection of one or more
runways, the angle between wind direction and
runway, and the wind speeds that fall within the
limits of crosswind components, are listed in the
following table:
CROSSWIND COMPONENT
25 KNOTS
FOR
LAND & HOLD SHORT
RESTRICTED ARRIVALS
ON A
DRY RUNWAY
WIND DIRECTION ACCEPTABLE
AND RUNWAY WIND SPEED
DEGREES KNOTS
20 73
25 59
30 50
35 44
40 39
45 35
50 33
55 31
60 29
65 28
70 27
75 26
80-90 25
I. traffic information is issued to both aircraft;
J. the conditions specified in D. and I. are met 352.6 J. Note:
at the time, or before, landing clearance is If a pilot prefers to use the full length of a runway or
issued and in sufficient time for the pilots to a different runway the pilot is expected to advise
ATC in sufficient time to permit other arrangements.
take other action if desired; and (N)
2006-01-19
ATC 3-52
K. if the restricted aircraft is a helicopter, the 352.6 K. Note:
point of landing is separated, as measured Helicopters normally land without ground roll. When
perpendicularly, by at least 700 feet from the a pilot indicates, or a controller otherwise
determines, that a landing will be accompanied by a
centreline of the other runway. (N)(R)(D)
ground roll, the actual point of landing must be
adjusted, as necessary, to ensure that the helicopter
will stop short of the other runway by the
appropriate distance.
352.6 K. Reference:
Helicopters; 353.
352.6 K. Diagram:
700'
352.7
intersecting WET runways provided:
A. use of this procedure is approved in unit * 352.7 A. Reference:
direction including the stopping distances for Simultaneous Intersecting Runway Operations; 214,
wet runways; (R) ATSAMM.
B. the weather conditions are not less than a 352.7 B. Reference:
ceiling of 1,000 feet and visibility of 3 miles; Weather Conditions; 352.6 B. Note.
(R)
C. you do not conduct simultaneous operations
if the braking action is reported less than
good;
D. there is no standing water, slush, snow or 352.7 D. Note:
ice (including frost), on the runways; (N) These conditions may be reported by personnel
qualified to perform runway surface condition
inspections or by pilots. If a pilot who has just used
the runway informs you that the runway is
contaminated, you should request a runway surface
condition report by authorized personnel.
E. for aircraft landing on any runway with a
“hold short” restriction (LAHSO):
2004-07-08
ATC 3-53
1. there is no tailwind other than a calm 352.7 E. 1. Note:
wind; or (N) A tailwind is considered to exist whenever the
surface wind exceeds an angle of 90o to the runway
in use, thus adding to the ground speed of an
aircraft using that particular runway.
2. there is no crosswind component 352.7 E. Note 2:
exceeding 15 kts (including gusts). (N) To assist in the application of sub-paragraph 352.7
E. 2. concerning the selection of one or more
runways, the angle between wind direction and
runway, and the wind speeds that fall within the
limits of crosswind components, are listed in the
following table:
CROSSWIND COMPONENT
15 KNOTS
FOR
LAND & HOLD SHORT
RESTRICTED ARRIVALS
ON WET RUNWAY
WIND DIRECTION ACCEPTABLE
AND RUNWAY WIND SPEED
DEGREES KNOTS
20 50
30 32
40 24
50 22
60 18
70 17
80-90 15
F. you do not instruct Group 6 aircraft to HOLD
SHORT of an intersecting runway: and
G. traffic information is issued to both aircraft.
352.8
intersecting runways in tailwind conditions that
are greater than four knots provided:
A. you suggest it and the aircraft accepts it; or 352.8 A.Note 1:
(N) A request to an aircraft to land and hold short with a
tailwind should be considered only for tactical
purposes and not be advertised or planned as a
routine procedure.
352.8 A. Note 2:
Clearly indicate the wind direction and speed to the
aircraft at the time you suggest the landing AND
with the landing clearance.
2004-07-08
ATC 3-54
B. the aircraft requests a landing on a runway
in which a “hold short” restriction will be
issued; and
C. the restricted aircraft's stop group category
is compatible with the reduced runway
length available to the pilot; and
D. the tailwind speed does not exceed ten
knots; and
E. the runway that requires a “hold-short”
restriction is dry.
352.9
Hold a taxiing aircraft, until traffic using the
runway has passed the point at which the
aircraft is holding:
A. at a taxi holding position, if one has been
established;
B. at least 200 feet from the edge of the
runway, unless other holding positions are
established by markings or signs; or
C. at a sufficient distance from the edge of the
runway to ensure that no hazard is created
to arriving or departing aircraft, if it is not
practicable to comply with A. or B.
353 HELICOPTERS
353.1 * 353.1 Note 1:

Issue take-off or landing clearance to a Because of their operational characteristics, it is not
helicopter provided the operation takes place always necessary that helicopters adhere to the
standard traffic circuit, land or take off on the same
on the manoeuvring area. (N)(R)
runway or follow the flight path used by fixed-wing
aircraft. In IMC, however, helicopters conducting
IFR flights are expected to climb out from or
approach to an instrument runway. They may, of
course, originate from or terminate at other
locations on the airport via airborne or ground
taxiing.
353.1 Note 2:
An area other than a runway or taxiway may be
designated as manoeuvring area by the Airport
Operator if it has been approved by the responsible
Regional authorities.
353.1 Reference:
Take-off Clearance; 336.
2003-01-23
ATC 3-55
If a helicopter intends to take off or land outside (aircraft identification)(unit identification, if required)
the manoeuvring area: (P)(E)(R) (special information, such as traffic, hazard or
obstruction)(control instructions, such as departure
routing or turn after takeoff)(wind information, if
required) TAKE OFF AT YOUR DISCRETION
(location)
— or —
(Control instructions)(traffic or other information)
LAND AT YOUR DISCRETION.
353.2 Example:
GOLF JULIETT ALFA DELTA, TRAFFIC
CHEROKEE DEPARTING RUNWAY 31, HOLD
SHORT OF RUNWAY 31, WIND 300 AT 15 TAKE
OFF AT YOUR DISCRETION FROM APRON 4.
353.2 Reference:
Take -off Clearance; 336.
A. provide instructions and traffic information,
as necessary, for control purposes; and
B. inform the aircraft that landing or takeoff will
be at the pilot's discretion.

Include the specific route in a clearance to or Wake Turbulence; 380.
from the landing area to ensure safe
conformance with, or avoidance of other airport
traffic, as necessary. (R)

Clear helicopters to air taxi unless: (P)(N) CLEARED TO AIR TAXI or AIR TAXI, VIA (route),
TO (location), (restrictions and special instructions
as necessary), (traffic information, wake turbulence
and other hazards), (wind information if required).
353.4 Note 1:
Due to the possible absence of visual cues to the
pilot, caution is required when authorizing helicopter
taxi operations at night or during daylight periods
when ceiling or visibility is below VFR minima. It
may be preferable in these circumstances for the
helicopter to operate in the hover mode over lighted
portions of the movement area.
353.4 Note 2:
Air taxi is the preferred method for helicopter
movements on airports provided ground operations
and conditions permit. Air taxi authorizes the pilot to
proceed above the surface either via hover taxi or
flight at speeds more than 20 knots. Unless
otherwise requested or instructed, the pilot is
expected to remain below 100 feet AGL. The pilot is
solely responsible for selecting a safe airspeed and
altitude for the operation being conducted.
A. the aircraft has specifically requested
clearance to hover taxi or taxi on the
surface; or
2003-01-23
ATC 3-56
* B. the unit manager has directed that
helicopters are to taxi only via the hover
mode in specified situations.
353.5
Do not issue an air taxi or hover taxi clearance
that will knowingly require a helicopter to pass
over persons, vehicles, or aircraft.
353.6
Include explicit route details in an air taxi or
hover taxi clearance, if necessary, due to traffic
or known ground hazards.
* 353.7
At those locations where air taxi or hover taxi
routes have been designated, clear helicopters
along these routes in accordance with direction
issued for their use.

Apply appropriate wake turbulence procedures Wake Turbulence; 128 and 380.
to helicopters during air taxi or hover taxi as
though they were departing aircraft. (R)
353.9
Avoid requiring frequency changes by
helicopters known to be single-piloted while air
taxiing, hovering or flying at low level.
354 PEDESTRIANS AND VEHICLES

Keep ground traffic, such as pedestrians, Coordination; 360
vehicles, or construction equipment, away from Wake Turbulence Cautionary; 128.
Local procedures; 211, ATSAMM.
taxiing aircraft. (R)
354.2
Hold ground traffic:
A. at least 200 feet from the edge of an active
runway, unless other holding positions are
established by markings or signs; or
B. at a sufficient distance from the edge of the
runway to ensure that no hazard is created
to arriving or departing aircraft, if it is not
practicable to comply with A.
2005-01-20
ATC 3-57
354.3 354.3 Note:
Inform concerned aircraft of the circumstances This may be necessary during certain operations,
if: (N)(R) such as construction, maintenance, or flight checks.
354.3 Reference:
A. ground traffic is located less than 200 feet
from the edge of the runway in use, unless
other holding positions are established by
markings or signs closer than 200 feet; and
B. it is not practicable to close the runway.

Take extra care at night and during periods of Display of Runway Status; 213, ATSAMM.
restricted visibility to ensure that: (R)
A. the runway is clear for use when required;
and
B. information concerning the location of
ground traffic is maintained by restricting
vehicle movements to a particular runway,
taxiway or other specific area on the airport.
354.5
Do not use words and terms “go ahead”, “clear”
or “cleared” in radiotelephony communications
for ground vehicle operations.

Respond to a radio call from a vehicle operator Local Procedures; 211, ATSAMM.
in the following form: (R)
A. (Vehicle identification).
B. Unit function.
C. STATE YOUR REQUEST or WHAT ARE
YOUR INTENTIONS.

Instruct a vehicle to either “cross” or “hold Taxi Information; 303.
short” of any runway it will cross while on the
manoeuvring area. (R)
354.8
Issue vehicle movement instructions as follows:
A. (Vehicle identification).
B. PROCEED VIA (route), (if applicable), 354.8 B. Note:
CROSS RUNWAY (number) or PROCEED Do not use the word “TO” in the route if a vehicle's
ONTO RUNWAY (number) TO (destination destination is a runway.
354.8 B. Reference:
other than a runway), HOLD SHORT OF
(runway, taxiway, other). (N)(R)
C. (if required) LEAVE, EXIT, GET OFF
RUNWAY (number) AT (location).
2005-01-20
ATC 3-58
D. (When required) REPORT/ADVISE OFF. (N) 354.8 D. Note:
Airport operating procedures require vehicle
operators to report off the runway when instructed
to leave/exit or get off.
354.9 354.9 Note:

Do not issue instructions that permit This type of instruction includes, but is not limited to:
unrestricted movement of vehicles on the “proceed on the field”, “proceed unrestricted”,
“proceed full length” or “proceed as requested”.
manoeuvring area. (N)

When required, for snow removal operations, PROCEED ONTO RUNWAY (number) AND THE
issue combined instruction to operate on a (name of intersecting runway) INTERSECTION
FOR SNOW REMOVAL.
runway and a specific intersection. (P)(N)
354.10 Note:
An authorization to proceed on a runway and
specific intersection will permit repetitive operations,
including crossing and circular snow-removal
patterns at the intersection. Care should be taken to
ensure that the authorization is rescinded when the
runway being crossed is required by a departing or
arriving aircraft.

Precede a refusal or delay to a request, with the NEGATIVE HOLD YOUR POSITION (reason).
word “NEGATIVE” followed by further — or —
NEGATIVE HOLD SHORT OF RUNWAY (number)
instructions and if necessary, the reason. (P)
(reason).
354.12 * 354.12 Reference:

Use the direction contained in 316.3 to control RONLY and NORDO; 316.
aircraft and the movement of vehicles, Visual Signals; RAC 4.4.7, TC AIM.
equipment and personnel on the manoeuvring
area when radio communications cannot be
employed. (R)
354.13
If all other forms of communication fail, you may
flash the runway lights on and off as a signal to
vehicles and pedestrians to vacate the active
runway.
2006-01-19
ATC 3-59
360 COORDINATION
361 REPORTS
361.1
Except as provided in 361.2, keep IFR units
promptly advised of pertinent information
concerning IFR or CVFR aircraft, including the
following items:
A. arrival or control transfer times; (N)(R) 361.1 A. Note:
If an exemption is stated in an Arrangement and the
IFR unit is satisfied that radar-displayed information
at the control transfer point is adequate, the Control
Tower does not need to inform the IFR unit of an
arrival or control transfer time.
361.1 A. Reference:
Control Transfer; 362.
B. cancellation or closure of IFR flight plan 361.1 B. Note:
time; (N)(R) When an IFR aircraft informs the tower controller it
is canceling IFR and intending to land at an
aerodrome where there is not an operating air traffic
control unit or flight service station, the controller
shall follow the procedure contained in 404.2.
361.1 B. Reference:
Requirement to File an Arrival Report; 602.77,
CARs.
C. departure times; (N) 361.1 C. Note:
Departure times may be forwarded verbally or via
electronic means.
D. position reports;
E. missed approach times; and
F. available information relating to overdue or
unreported aircraft.
361.2
You may omit passing arrival or control transfer
times if:
A. the exemption is stated in an Agreement or
an Arrangement; and
B. a PSR is located on or in close proximity to
the airport in use.
* 361.3 * 361.3 Reference:

Inform the airport operator or agency providing Dangerous Goods; 702.
ARFF, of any in-flight emergency involving an
arriving aircraft carrying dangerous goods. (R)
2006-01-19
ATC 3-60
361.4 361.4 Note:
Report the departure and arrival times of VFR For this purpose, the time an aircraft joins the traffic
aircraft, for which a flight plan or a flight itinerary circuit is considered the arrival time.
has been filed, to the appropriate ACC or FSS.
(N)

Coordinate with the appropriate IFR unit to Assistance to VFR Aircraft Encountering Instrument
determine the action to be taken if a VFR Meteorological Conditions; 640.
aircraft states that it has encountered, or is
about to encounter, IMC. (R)
361.6
Coordinate fully with all operating positions
concerned if:
A. an active runway is changed;
B. there is to be a landing or takeoff on a
runway other than the active; or
C. a greater approach interval is required to 361.6 C. Reference:
assist in expediting the movement of airport Coordination; 580.
traffic. (R)
361.7
Do not authorize ground traffic to operate on a
runway being used for landing and takeoff
unless you have coordinated with the airport
controller.

Take action to display, at operating positions, ATS Unit/Airport Management — Coordination; 212,
the status of any runway on which sanding, ATSAMM.
Local Procedures; 211, ATSAMM.
ploughing, sweeping, calibration, inspection,
maintenance or any similar operation has been
approved that will affect its availability to landing
and departing traffic. (R)

Transfer responsibility for control of an aircraft Local Procedures; 211, ATSAMM.
between the ground controller and the airport
controller in accordance with locally developed
procedures. (R)
2006-07-20
ATC 3-61
362.2
The responsibility for control of a departing IFR
or CVFR aircraft is automatically transferred
from the tower to the appropriate IFR unit, as
soon as the aircraft is airborne unless otherwise
coordinated.
362.3 362.3 Note:

The responsibility for control of an arriving IFR An aircraft that cancels or closes its IFR flight plan
or CVFR aircraft is automatically transferred automatically becomes a VFR flight.
from the IFR unit to the tower, as soon as the
aircraft has landed unless otherwise
coordinated. (N)

Request control of an arriving IFR or CVFR Control Transfer; 495.
aircraft in the following form: (R)
A. REQUEST CONTROL OF (aircraft
identification).
B. NOW/AT (specific point).
362.5
You may assume responsibility for control of an
arriving IFR or CVFR aircraft that has been
cleared for an approach provided:
A. VFR conditions exist at the airport;
B. you have sighted the aircraft and are 362.5 B. Note:
satisfied that it will remain in sight and not At locations where a Tower Radar Plan exists and a
have to return to IFR conditions; (N) transfer of control is effected in accordance with an
Arrangement, there is no need to have sighted the
aircraft.
C. the aircraft intends to land and not continue 362.5 C. Note:
on an IFR clearance; and (N) Control transfer cannot be effected if the aircraft
conducting the approach has indicated no intention
of landing upon completion of the approach and will
continue to operate on an IFR clearance, i.e., the
aircraft will execute a missed approach, perform
another instrument approach or proceed to another
location.
D. the aircraft is at a position within the control
zone/or the Tower Radar Area agreed upon
by:
1. you and the IFR controller when you
requested control; or
2. both units as specified in an 362.5 D. 2. Reference:
Arrangement. (R) Agreements and Arrangements — General; 301,
ATSAMM.
2006-07-20
ATC 3-62
Forward a control transfer time in the following Reports; 361.
form: (R)
B. MY CONTROL.
C. NOW/AT (specific time).

When a change of frequency is required, CONTACT/MONITOR (unit/function/agency) ON
instruct the aircraft to contact or monitor: (P)(N) (frequency) NOW/AT (time) AT/OVER (location/fix).
363.1 Note:
During an emergency, the aircraft may be required
to contact the ARFF on the DEF or change to the
ECC frequency as outlined in an Agreement.
A. a specified unit/function/agency; (R) 363.1 A. Reference:
B. on a specified frequency; and
C. 1. now;
2. at a specified time;
3. at a specified location on the airport; or 363.1 C. 3. Note:
(N) The term “holding short” can be used as a location
for the purpose of communication transfer and does
not require a readback.
4. over a specified fix.
363.2
Normally, do not release a VFR aircraft from the
tower frequency while operating in the control
zone.
363.3
You may release a VFR aircraft from tower
frequency without specifying another frequency
provided the aircraft is leaving the control zone.

Change an IFR or CVFR aircraft to the CONTACT (name) DEPARTURE (frequency) NOW/
frequency of the IFR unit or to the frequency AT (time)/OVER (location).
CONTACT (name) CENTRE (frequency) NOW/AT
specified in the IFR or CVFR clearance if: (P)
(time)/OVER (location).
A. direct communication can be established on
the IFR frequency; and
B. the aircraft is at a point agreed upon by both
units.
2005-07-07
ATC 3-63
363.5
You may release an IFR or CVFR aircraft from
tower frequency without specifying another
frequency provided:
* A. the aircraft is leaving the control zone and 363.5 A. Phraseology:
direct communications cannot be CHANGE TO EN ROUTE FREQUENCY NOW/AT
established on an IFR frequency; or (P) (time)/OVER (location).
B. a SID was assigned that contains
communications transfer instructions.
2005-07-07
ATC 3-64
370 AIRPORT LIGHTING
371 GENERAL
371.1
Operate airport lights:
A. as indicated in this section;
B. as requested by an aircraft; or (N) 371.1 B. Note:
Paragraph 377.2 requires continuous operation of
obstruction lights under specified conditions. These
cannot be compromised by an aircraft's request.
C. as required to facilitate or safeguard airport
traffic.
371.2
Do not operate any airport light longer than
required.
372 AIRPORT BEACON
372.1 372.1 Note:

Operate the airport beacon at night only, during At some airports, rotating beacons are being
the unit hours of operation, or at other times as replaced with strobe-type beacons with similar
positioning and which emit white flashes at a
specified by the Unit Manager. (N)(R)
frequency of 20 to 30 flashes per minute. At the
pilot's request, strobe beacons may be turned off
momentarily during the arrival and departure
phases of flight.
* 372.1 Reference:
Airport Beacon; 318, ATSAMM.
373 APPROACH AND RUNWAY

IDENTIFICATION LIGHTS
373.1
Operate the approach lights at night or in
daytime IMC for an arriving aircraft:
A. at least 5 minutes before the ETA of the
aircraft; and
B. until the aircraft has landed.
373.2
Operate the runway identification lights for an
arriving aircraft if:
A. the visibility is 5 miles or less; or
B. the ceiling is 1,000 feet or less.
2003-07-10
ATC 3-65
374 RUNWAY LIGHTS
374.1
Operate runway edge, runway centreline, and
touchdown zone lights at night for an arriving
aircraft:
A. at least 5 minutes before the ETA of the
aircraft; and
B. until the aircraft has taxied clear of the
runway.
374.2
Operate runway edge and runway centreline
lights at night for a departing aircraft:
A. before the aircraft enters the runway; and
B. until at least 3 minutes after the aircraft has
departed.
374.3
Use the following table to determine the correct
operation of in-runway lights during conditions
of blowing or drifting snow, unless otherwise
requested by the aircraft.
AND IF THE AIRPORT THEN LEAVE
IF THE VISIBILITY IS:
STAFF INDICATES THAT: IN-RUNWAY LIGHTS:
3 MILES OR MORE OFF
NO ICE BUILD-UPS
RVR 2600 OR MORE ON
ARE FORMING
BUT LESS THAN 3
MILES ICE BUILD-UPS
OFF
ARE FORMING
NO ICE BUILD-UPS
ON
ARE FORMING
OFF
EXCEPT THAT THEY MAY BE

RVR LESS THAN TURNED ON WHEN AN
2600 AIRCRAFT IS AT THE OUTER
ICE BUILD-UPS MARKER OR FINAL
ARE FORMING APPROACH FIX ON FINAL
APPROACH AND TURNED
OFF AFTER THE AIRCRAFT
HAS COMPLETED THE
APPROACH
2003-07-10
ATC 3-66
375 VASIS OR PAPI
375.1 375.1 Note:

Operate the VASIS or PAPI if the runway it It is especially important that the VASIS or PAPI be
serves is in use. (N)(R) turned off immediately if its use is not required for
aircraft operations.
375.1 Reference:
Airport Lighting, General; 370.
375.2 375.2 Note:

Unless specifically requested by an aircraft, do The VASIS or PAPI is to be turned off to avoid
not operate VASIS or PAPI if: (N) possible contradiction between the precision
approach and VASIS or PAPI glide paths.
A. the aircraft is conducting a precision
approach; and
B. weather conditions are less than:
1. ceiling 500 feet, or
2. visibility 1 mile.
376 TAXIWAY LIGHTS
376.1
Operate taxiway lights so that a continuous
indication of the route is presented.
377 OTHER LIGHTS
377.1 377.1 Note:

Operate the apron flood lights and lead-in lights The Unit Manager shall coordinate lighting
as detailed in Unit Directives. (N) requirements with aircraft operators and airport
staff.
377.2
Operate the obstruction lights continuously:
* A. at night; and
* B. during the day when the visibility is 3 miles or
less.
377.3 377.3 Note:

Operate the wind direction indicator light in Switching for the wind direction indicator lights is
conjunction with the runway lights. (N)(R) normally interlocked and operated in conjunction
with the activation of runway edge lights.
377.3 Reference:
Runway Lights: 374.
378 INTENSITY SETTINGS
378.1 378.1 Note 1:

Adjust airport lights with variable intensity A light setting may be adjusted at the pilot's request.
settings in accordance with the following tables: 378.1 Note 2:
The Sequenced Flashing Lights may be turned off
(N)
at the pilot's request.
2005-01-20
ATC 3-67
A. High-intensity or medium-intensity approach 378.1 A. Note:
lights such as SSALR, ALSF2 or MALSR High or medium-intensity approach and high
and high-intensity runway edge, runway intensity runway centreline, runway edge, and
touchdown zone lights need not be used, during
centreline and touchdown zone lighting
daylight hours, when the ceiling is 1,000 feet or
systems: (N) higher and the visibility is more than 3 miles.
5 SETTING INTENSITY SWITCH
INTENSITY VISIBILITY
SETTING DAY NIGHT
1 More than 3 miles
2 1-3 miles
More than 2, up to
3 and including 3
miles
Less than 1 mile
3-4
(RVR 50)
1-2 miles Less than 1/2 mile
4
(RVR 26)
Less than 1 mile Aircraft request
5
(RVR 50)

SETTING DAY NIGHT
1 More than 3 miles
2 More than 1-3 miles
1 mile
3 1 mile or less Less than 1 mile
B. Medium-intensity runway lights:

SETTING DAY NIGHT
1 More than 2 miles
2 1-2 miles
3 3 miles or less Less than 1 mile
(RVR 50)
C. VASIS or PAPI:
SETTING DAY NIGHT
3 All conditions
4-5 All conditions Aircraft request
5 Aircraft request

SETTING DAY NIGHT
1 All conditions
2-3 All conditions Aircraft request
3 Aircraft request
2005-01-20
ATC 3-68
D. ODALS:
SETTING DAY NIGHT
More than 2
1
miles
2 More than 3 miles 1-2 miles
3 3 miles or less Less than 1 mile
378.2
Do not operate high-intensity runway lights at a
setting lower than that used for the high-
intensity approach lights.
378.3 378.3 Note:

Do not leave the intensity switch for the runway These settings will result in incorrect readings,
edge lights at setting 4 or 5 while the lights are because the RVR digital readout is connected to the
intensity selector switch, and the readout is
off if RVR is being provided. (N)
compensated for the additional distance that the
pilot is expected to see lights on setting 4 or 5,
whether the lights are on or off.
2002-01-24
ATC 3-69
380 WAKE TURBULENCE
381 APPLICATION
381.1 381.1 Note:

Except as stipulated in 384, apply the There are no wake turbulence non-radar minima for
appropriate wake turbulence separation arriving or en route aircraft. Only in a radar
environment are normal IFR separation minima less
minimum to: (N)(R)
than required for wake turbulence.
381.1 Reference:
Minima; 382.
A. any category aircraft that takes off into the 381.1 A. Note:
wake of a known heavy aircraft; and when For the purpose of wake turbulence application, the
specified (N) Boeing 757 is to be considered a heavy when it is
the preceding aircraft.
B. a light aircraft that takes off into the wake of
a known medium aircraft.
* 381.2 * 381.2 Reference:

You may use a radar minimum in lieu of 2 Wake Turbulence Minima; 382.1, 382.3 and 533.
minutes wake turbulence spacing between
departures provided: (R)
* A. you are certified to use radar between * 381.2 A. Reference:
departures; and (R) Release of IFR Departures by Airport Controllers;
311, ATSAMM.
* B. you ensure that the appropriate radar
minimum exists at the point when the
following aircraft becomes airborne.
382 MINIMA
382.1 382.1 Note:

Apply 2 minutes separation to any category An aircraft in the departure phase of a stop-and-go
aircraft that takes off into the wake of a known or a touch-and-go is treated as a takeoff.
382.1 Reference:
heavy aircraft on: (N)(R)(D)
382.1 Diagram:
A. the same runway; or
2002-01-24
ATC 3-70
B. a parallel runway less than 2,500 feet away.
382.2 382.2 Diagram:

Apply 3 minutes separation to any category
aircraft that takes off into the wake of a known
heavy aircraft or a light aircraft that takes off
into the wake of a medium aircraft if: (D)
ROTATION POINT
A. the following aircraft starts its take-off roll

from an intersection or a point significantly
further along the runway, in the direction of
takeoff, than the preceding aircraft; or
B. you have reason to believe that rotation may
occur beyond the rotation point of the
preceding aircraft.

If the projected flight paths will cross, apply 2 Wake Turbulence; 128.
minutes to any category aircraft that takes off 382.3 Diagram:
behind a heavy aircraft that has taken off or is
doing a low or missed approach on: (R)(D)
2,500 FEET OR MORE
A. a crossing runway; or
B. a parallel runway 2,500 feet or more away.
2004-07-08
ATC 3-71
382.4 382.4 Note:
If aircraft utilize the same runway or a parallel For the purpose of wake turbulence application, a
runway less than 2,500 feet away, apply 3 heavier aircraft that takes off in the opposite
direction is considered to have effected a low or
minutes separation to any category aircraft that
missed approach.
takes off after a heavy or heavier category 382.4 Diagram 1:
aircraft has overflown the runway in the same or
opposite direction. (N)(D)
3 MINUTES
382.4 Diagram 2:
3 MINUTES
383 WAKE TURBULENCE AVOIDANCE
383.1 383.1 Note:

Do not approve a “break” by an Aurora/Orion An Aurora/Orion aircraft performing a “break” may
aircraft when light or other medium aircraft are generate much stronger wake vortices than its
weight would indicate.
in the circuit, nor when light or other medium
aircraft will fly through the area concerned
within less than 2 minutes of “the break”. (N)
383.2 383.2 Note:

If a helicopter is hovering or is airborne while Helicopters produce rotor downwash if hovering and
taxiing, you should keep it well clear of light vortices if in forward flight.
aircraft. (N)
2004-07-08
ATC 3-72
383.3 383.3 Note 1:
Provide information concerning wake Watch for:
avoidance if you consider it necessary. (N)(D) A. calm winds and stable air;
B. a light crosswind or tailwind that could keep a
vortex on the runway; or
C. turbulence drifting to another runway.
383.3 Note 2:
An aircraft operating behind an aircraft that has
taken off can avoid the vortex:
A. if landing, by touching down before the rotation
point of the heavier aircraft; or
B. if taking off, by rotating before the rotation point
of the heavier aircraft and climbing out above its
flight path.
383.3 Note 3:
An aircraft operating behind an aircraft that has
landed can avoid the vortex:
A. if landing, by remaining above the flight path of
the heavier aircraft and touching down beyond
its touchdown point; or
B. if taking off, by rotating beyond the touchdown
point of the heavier aircraft.
383.3 Diagram 1:
ROTATION POINT
NO VORTEX ZONE
383.3 Diagram 2:
TOUCHDOWN POINT
NO VORTEX ZONE
383.4
You should clear a lighter category aircraft for
takeoff first in order to avoid wake turbulence if:
2004-07-08
ATC 3-73
A. the lighter and heavier aircraft are both
ready for takeoff at the same time; and
B. no undue delay will be created for the 383.4 B. Note:
heavier category aircraft. (N) For example, it may be possible to avoid undue
delay by issuing a turn after takeoff to ensure
expeditious clearing of the flight path.
384 AIRCRAFT INITIATED WAIVER
384.1 384.1 Note:

Issue take–off clearance to an aircraft that has Controllers may consider an aircraft initiated waiver
waived wake turbulence separation, except, if it as acceptance of responsibility for wake turbulence
separation.
is a light or medium aircraft departing: (N)(R)
* 384.1 Reference:
Take-Off Clearance; 336.
Wake Turbulence; RAC 4.1.1, TC AIM.
A. behind a heavy aircraft and takeoff is started
from an intersection or a point significantly
further along the runway, in the direction of
takeoff;
B. behind a heavy aircraft that is taking off or
making a low or missed approach in the
opposite direction on the same runway; or
C. behind a heavy aircraft that is making a low
or missed approach in the same direction on
the same runway.

Issue wake turbulence cautionary information CAUTION. POSSIBLE TURBULENCE FROM
prior to clearing the aircraft for takeoff. (P) DEPARTING (type of aircraft).
2004-07-08
ATC 3-74
390 RADAR SERVICE
391 APPLICATION

Provide radar service to aircraft in accordance Tower Radar Use; 218, ATSAMM.
with a Tower Radar Plan in effect for the unit.
(R)
391.2 391.2 Note:

Apply the applicable rules and procedures The radar service referred to in this section must be
contained in ATC MANOPS Part 5 as provided by a commissioned radar system.
391.2 Reference:
supplemented by this Section and the Tower
Tower Radar Use; 218, ATSAMM.
Radar Plan for the unit when providing radar
service to aircraft operating in areas designated
by the Tower Radar Plan. (N)(R)
391.3
Use caution when issuing headings or
assigning altitudes to VFR aircraft.
391.4
Identify VFR aircraft, in accordance with ATC
MANOPS 511, prior to providing radar service.

Inform aircraft if radar service: (P) UNABLE TO PROVIDE RADAR SERVICE (reason)
RADAR SERVICE TERMINATED. CHANGE TO
FREQUENCY (en route frequency) (or other special
instructions).
A. cannot be provided; or (R) 391.5 A. Reference:
Provision of Service; 501.
B. is terminated.
391.6 391.6 Note:

Issue position information and traffic Traffic information to aircraft may be based on other
information, as necessary, to assist aircraft in radar observed aircraft that in your judgment
constitute a hazard.
establishing visual separation from other
391.6 Reference:
aircraft. (N)(R) Visual Separation; Definitions.
2006-01-19
ATC 3-75
391.7 391.7 Note:
You may vector an aircraft within the control Accepting a vector does not relieve a VFR aircraft of
zone or a Tower Radar Area to establish visual its responsibility for:
A. avoiding other aircraft;
separation or approach sequence provided a
B. avoiding flight in IMC; and
special service, including the provision of C. maintaining adequate obstacle clearance.
vectoring, is established in accordance with a * 391.7 Reference:
Tower Radar Plan, if: (N)(R) Position and Traffic Information; 391.6.
Termination of Vectoring; 547.
Radar Service — Procedures; RAC 1.5.2., TC AIM.
A. the aircraft requests it;

B. you suggest it and the aircraft accepts it; or
C. you consider it necessary for flight safety.
391.8
You may vector an IFR aircraft within the control
zone or a Tower Radar Area provided:
A. responsibility for control has been 391.8 A. Reference:
transferred to the tower; and (R) Control Transfer; 362.
B. one of the conditions specified in 391.7 is
met.

You may assign an altitude to a VFR aircraft if Airport Traffic - Application; 351.
you consider it necessary. (R) Application of Vectors; 542.
391.10 391.10 Reference:

Do not use a turn to identify an IFR aircraft Radar Identification; 511.
unless responsibility for control has been
transferred to the tower. (R)
391.11
Do not vector or assign an altitude to a SVFR
aircraft.

Promptly cancel restrictions issued to VFR (Aircraft ident) ALTITUDE RESTRICTION IS
aircraft if: (P) CANCELLED MAINTAIN VISUAL SEPARATION
FROM (aircraft type).
A. they are no longer required; or
B. visual separation has been achieved.

You may issue speed adjustment instructions REDUCE TO APPROACH SPEED.
as an aid to establish visual separation INCREASE/REDUCE SPEED AS MUCH AS
PRACTICABLE.
provided you do not assign an IAS. (P)
MAINTAIN PRESENT SPEED.
RESUME NORMAL SPEED.
2006-01-19
ATC 3-76
391.14 391.14 Note:
Express a speed adjustment in units or Aircraft complying with speed adjustments are
multiples of 10 knots, based on IAS. (N) expected to maintain a speed within plus or minus
10 knots of the specified speed.
391.15
Do not apply speed adjustment instructions to
IFR or CVFR aircraft except if:
A. you have assumed responsibility for control; 391.15 A. Reference:
or (R) Control Transfer; 362.
B. coordination has been effected with the IFR
unit.
392 SEPARATION
392.1
Separate CVFR aircraft in Class B airspace
above 12,500 feet ASL by standard IFR
separation.
392.2
Separate CVFR aircraft in Class B airspace
12,500 feet ASL and below in accordance with
ATC MANOPS 392, 393, 532.1 D. or 532.1 E.
as applicable.

Aircraft that report sighting their traffic are (Aircraft ident) NUMBER THREE FOLLOW THE
considered visually separated. Further (aircraft type).
— or —
clearances or instructions may be issued to the
(Aircraft ident) PASS BEHIND THE (aircraft type)
aircraft in relation to the traffic. (P) AND PROCEED ON COURSE.

Aircraft are considered visually separated when Wake Turbulence; 128.
the tower controller visually sights the aircraft Visual Separation; Definitions.
and no conflict exists. (R)

Aircraft that have reported over separate, Lateral Separation; 473.
clearly defined geographical points and their
intended routes of flight will not conflict
thereafter, are considered separated. (R)
2006-01-19
ATC 3-77
393 MINIMA
393.1 393.1 Note:

In the provision of separation or conflict 500 feet vertical separation need not be applied
resolution, separate aircraft vertically by a when aircraft are separated visually as stipulated in
MANOPS 392.
minimum of 500 feet unless additional
393.1 Reference:
separation is required for wake turbulence. Wake Turbulence; 128 and 380.
(N)(R) Radar Service - Application; 391.
393.2 393.2 Note 1:

When providing separation or conflict resolution Target resolution separation need not be applied
using a tower radar display, apply target when aircraft are separated using one of the
methods outlined in 392 or 393.1 of ATC MANOPS.
resolution separation, by ensuring radar targets
393.2 Note 2:
do not touch, provided: (N)(R) The appropriate minimum radar separation for wake
turbulence must be applied to radar vectored aircraft
until visual separation is established. When visual
separation is established, a cautionary is issued.
393.2 Reference:
Visual Separation; Definitions.
Application; 531.
Wake turbulence minima; 128.
Wake turbulence; 533.
A. at least one of the aircraft is VFR;
B. a minimum RPS size 2 is selected;
C. a maximum of 20 miles is displayed on the
radar display;
D. mode C altitude information is displayed for
both aircraft; or
E. if mode C is not displayed on both aircraft,
the aircraft are 3,000 feet Above Airport
Elevation or below; and
* F. the position of the centre of the radar display
is such that the maximum range the service
can be provided to does not exceed 20 miles
from the RSE.
393.3
If a unit does not meet all the requirements of
393.2, use a minima described in 532.1 when
providing separation or conflict resolution using
a tower radar display.
393.4
In the application of 532.1, a maximum of 20
miles is to be displayed on the radar display.
2006-01-19
ATC 3-78
394 CONFLICT RESOLUTION
394.1 394.1 Note:

Conflict resolution only applies in a radar In the provision of conflict resolution, target
environment. (N)(R) resolution or 500 feet vertical separation need not
be applied if, after receiving traffic information, one
of the aircraft reports the traffic in sight or, in the
controller's judgment, the aircraft will not conflict.
394.1 Reference:
Conflict Resolution; Definitions
394.2
In Class C airspace, provide conflict resolution
between IFR and VFR aircraft and upon pilot
request between VFR aircraft.
394.3 394.3 Note:

If equipment and workload permit, in Class D A facility which is equipped with a commissioned
airspace, provide conflict resolution between radar is deemed to meet the equipment
requirements to provide conflict resolution.
IFR and VFR aircraft and upon request
between VFR aircraft. (N)
394.4
When providing conflict resolution, if unable to
apply visual separation, apply a minimum
contained in ATC MANOPS 393 or 532.1.
2005-09-29
ATC 3-79
400 _ GENERAL
402 SPECIAL VFR
403 RESTRICTION OF VFR
404 CLOSING AND CANCELING IFR FLIGHT PLANS OR FLIGHT ITINERARIES
405 TRAFFIC INFORMATION
406 POSITION REPORTS
407 ALTIMETER SETTINGS
408 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) CONTROL PROCEDURES
410 _ CLEARANCES
411 GENERAL
412 FORMAT
413 ALTERNATE INSTRUCTIONS
414 COMPOSITE FLIGHT PLANS
415 AMENDMENTS
416 RELAY
420 _ CLEARANCE LIMITS AND ROUTES
421 CLEARANCE LIMITS
422 ROUTE DESCRIPTION
423 LOCAL FLIGHTS
424 LEAVING OR ENTERING CONTROLLED AIRSPACE
425 FLIGHT OF SHORT DURATION
426 INSTRUMENT APPROACHES EN ROUTE
430 _ ALTITUDE ASSIGNMENT
431 GENERAL
432 DIRECTION OF FLIGHT
433 MINIMUM ALTITUDES
434 SEPARATION BETWEEN FLIGHT LEVELS AND ALTITUDES ASL
435 ONE THOUSAND ON TOP
436 VFR CLIMB/DESCENT
437 ALTITUDE REPORTS
438 CONTROLLED VFR
440 _ DEPARTURES
441 CLEARANCES
442 STANDARD INSTRUMENT DEPARTURES
443 RELEASE TIME
444 VFR RELEASE OF AN IFR AIRCRAFT
445 DELAYS
2005-01-20
ATC 4-1
450 _ HOLDING
451 HOLDING AREAS
452 HOLDING FIXES
453 HOLDING PATTERNS
454 CLEARANCES
455 SEQUENCING
460 _ ARRIVALS
462 EN ROUTE DESCENT
463 CLEARANCE LIMIT
464 APPROACH SEQUENCES
465 APPROACH CLEARANCES
466 CONTACT APPROACH
470 _ SEPARATION
471 APPLICATION
472 VERTICAL SEPARATION
473 LATERAL SEPARATION
474 LONGITUDINAL SEPARATION
475 INITIAL SEPARATION
476 SEPARATION FROM CLASS F AIRSPACE
477 SEPARATION FROM AIRSPACE RESTRICTED BY THE MINISTER
478 SEPARATION FROM PHOTOGRAPHIC SURVEY AIRCRAFT
480 _ RNPC
481 RNPC GENERAL
482 RNPC VERTICAL SEPARATION
483 RNPC LATERAL SEPARATION
484 RNPC LONGITUDINAL SEPARATION
485 RNPC LONGITUDINAL SEPARATION — MACH-NUMBER TECHNIQUE
486 RNPC PARALLEL OFFSET PROCEDURES - NON-RADAR ENVIRONMENT
490 _ COORDINATION
491 FLIGHT DATA TRANSFER
492 IFR UNIT — IFR UNIT
493 IFR UNIT — TOWER AND FLIGHT SERVICE STATION
496 AIRCRAFT DIVERSIONS
2005-01-20
ATC 4-2
400 GENERAL
401.1
The objective of IFR control service is to
maintain a safe, orderly, and expeditious flow of
air traffic under the control of an IFR unit.
401.2
Provide IFR control service to:
A. IFR aircraft operating within controlled
airspace; and
B. VFR aircraft operating within Class A 401.2 B. Note:
airspace and within Class B airspace above CARs permits VFR operations in Class A airspace if
12,500 feet ASL. (N)(R) an authorization has been issued by the Minister of
Transport.
401.2 B. Reference:
VFR flight in Class A airspace; 601.06, CARs.
401.3 401.3 Note:

You may regulate the number of aircraft to a Only the Minister of Transport has the authority to
number that you can control safely and restrict or suspend access to airspace.
efficiently by: (N)
A. instructing aircraft to hold on the ground or
in the air;
B. informing an adjacent sector or unit that
approval will be required before an aircraft is
allowed to enter your area of responsibility;
or
C. doing both A. and B.
401.4
If you deem it necessary to regulate traffic in
accordance with 401.3:
A. inform the supervisor; and
B. conform with any National, Regional, or Unit
directives as supplemented by decisions of
your supervisor.
2005-01-20
ATC 4-3
402 SPECIAL VFR
402.1 402.1 Note:

Within a control zone where there is an airport The airport controller is responsible for authorizing
controller on duty, specify the period of time each individual aircraft.
during which SVFR flight is approved. (N)

Approve or refuse to approve a tower's request SPECIAL VFR IS APPROVED (altitude restriction if
for SVFR on the basis of current or anticipated required) IN THE (name) CONTROL ZONE UNTIL
(time)/FROM (time) TO (time).
IFR traffic only. (P)
SPECIAL VFR IS APPROVED IN (specified portion)
OF THE (name) CONTROL ZONE UNTIL (time)/
FROM (time) TO (time).

Authorize or refuse to authorize an aircraft's Special VFR Flight; 602.117, CARs.
request for SVFR on the basis of: (R)
A. current or anticipated IFR traffic; or
B. current weather conditions. (N) 402.3 B. Note:
The visibility minima for SVFR are:
A. 1 mile for fixed wing aircraft; and
B. 1/2 mile for rotorcraft.
402.4 402.4 Note:

Within a control zone where there is no airport Communication with ATC may occur by DCPC, or
controller on duty, take one of the following through a FSS.
actions: (N)
A. Authorize one or more SVFR aircraft. (P) 402.4 A. Phraseology:
SPECIAL VFR IS AUTHORIZED FOR (aircraft
ident) TO OPERATE WITHIN/ENTER/EXIT/PASS
THROUGH THE (name) CONTROL ZONE,
(additional instructions, as necessary).
B. Authorize SVFR for a specified period of 402.4 B. Phraseology:
time. (P) SPECIAL VFR IS AUTHORIZED IN THE (name)
CONTROL ZONE UNTIL (time), (additional
instructions, as necessary).
C. Refuse authorization provided you inform 402.4 C. Phraseology:
the FSS or the aircraft of the reason. (P) UNABLE SPECIAL VFR (reason).

With the exception of helicopters, do not Special VFR; 311.
authorize SVFR aircraft to depart or transit the SVFR Flight; 602.117, CARs.
zone at night. (R)
2005-01-20
ATC 4-4
403 RESTRICTION OF VFR
403.1 403.1 Note:

You may restrict or suspend VFR operations Only the Minister of Transport has the authority to
within a control zone or a Tower Radar Area if a restrict or suspend access to airspace.
403.1 Reference:
NOTAM has been issued by the Regional
VFR Traffic Management; 312.
Director, Civil Aviation. (N)(R) Restrictions and Prohibitions for Safety Purposes;
5.1 Aeronautics Act.
404 CLOSING AND CANCELING IFR

FLIGHT PLANS OR FLIGHT
ITINERARIES
404.1 404.1 Note:

If an aircraft informs you that it is closing an IFR An aircraft's decision to close an IFR flight plan or
flight plan or flight itinerary while airborne or on flight itinerary is not subject to approval by ATC.
the ground: (N)
A. acknowledge the closure;
B. if you know that the aircraft is operating in 404.1 B. Note:
an airspace where VFR flight is not You are expected to pass the most current weather
permitted, because of the airspace sequence and ask the aircraft its intentions.
404.1 B. Reference:
classification or current weather conditions,
inform the aircraft; (N)(R) CARs.
C. inform the aircraft that flight plan alerting 404.1 C. Phraseology:
service is terminated; and (P) ROGER, ALERTING SERVICE IS TERMINATED.
D. notify the agency responsible for alerting
service at the destination.
404.2 404.2 Note 1:

If an aircraft informs you that it is cancelling An aircraft's decision to cancel an IFR flight plan or
IFR: (N) flight itinerary or change to a VFR flight plan or flight
itinerary is not subject to approval by ATC.
404.2 Note 2:
By regulation, the phrase “cancelling IFR” does not
close the flight plan or flight itinerary.
A. acknowledge the cancellation;
B. ask the aircraft if it is closing the IFR flight 404.2 B. Phraseology:
plan or flight itinerary; and (P) ROGER, ARE YOU CLOSING YOUR FLIGHT
PLAN or FLIGHT ITINERARY?
1. if the aircraft confirms closing the flight 404.2 B. 1. Phraseology:
plan advise the aircraft that alerting ROGER, ALERTING SERVICE IS TERMINATED.
service is terminated; or (P)
2. if the aircraft informs you that it is 404.2 B. 2. Phraseology:
cancelling IFR but not closing the flight ROGER, AN ARRIVAL REPORT IS REQUIRED
plan or flight itinerary advise the aircraft AFTER LANDING.
that an arrival report is required after
landing. (P)
2005-01-20
ATC 4-5
C. if you know that the aircraft is operating in 404.2 C. Note:
an airspace where VFR flight is not You are expected to pass the most current weather
permitted, because of the airspace sequence and ask the aircraft its intentions.
404.2 C. Reference:
classification or current weather conditions,
inform the aircraft. (N)(R) CARs.
404.3
If an aircraft informs you that it is changing to a
VFR flight plan and a composite IFR-VFR flight
plan has not been filed:
A. obtain the following information and pass it
to the ATOS for processing:
1. aircraft destination;
2. ETA; and
3. search and rescue time; (N) 404.3 A. 3. Note 1:
Consideration should be given to location of
destination, direct communication with the
appropriate AOR unit and flight time remaining.
404.3 A. 3. Note 2:
The IFR unit is responsible for passing the VFR
estimate to the appropriate AOR unit for the
destination.
B. if you know the aircraft is operating in an 404.3 B. Note:
airspace where VFR flight is not permitted, You are expected to pass the most current weather
because of the airspace classification or sequence and ask the aircraft its intentions.
current weather conditions, inform the
aircraft. (N)

Issue traffic information to all concerned aircraft Radar Traffic Information; 165.
if: (R) Non-Radar Traffic Information; 166.
A. you clear an aircraft to maintain “at least 405.1 A. Reference:
1,000 feet on top”; (R) One Thousand on Top; 435.
Separation - Application; 471.
B. you clear an IFR aircraft to fly in accordance 405.1 B. Reference:
with VFR; (R) VFR Climb/Descent; 436.
VFR Release of an IFR Aircraft; 444.
C. an aircraft requests it; or
D. you consider it necessary.

Inform aircraft cleared to hold of other aircraft TRAFFIC (type of aircraft) HOLDING AT (fix)
holding at the same fix unless they will be MAINTAINING (altitude).
separated by more than the vertical separation
minimum. (P)
2005-01-20
ATC 4-6
406 POSITION REPORTS
406.1
Include a request for a position report in a
clearance if you require a report other than one
that will be made over a designated compulsory
reporting point.
406.2
You should not request an aircraft operating in
the HLA to report over a reporting point that is
not depicted on a high-level en route chart.
406.3
You may instruct an aircraft:
A. to report leaving or passing a reporting 406.3 A. Phraseology:
point; and (P) REPORT LEAVING/PASSING (reporting point).
B. to forward any other information you require.
406.4
Do not request an aircraft to pass the same
position report to more than one ATS facility.
407 ALTIMETER SETTINGS

If an en route aircraft operating within the Altimeter Setting Procedures; 602.35, CARs.
Altimeter Setting Region makes a position
report via DCPC, issue the current altimeter
setting for: (R)
A. the station over which the aircraft reports;
and
B. the next station along the route of flight.
407.2
If an aircraft will proceed from the Standard
Pressure Region to the Altimeter Setting
Region, issue the current altimeter setting
before the transition occurs.
2006-07-20
ATC 4-7
408 REDUCED VERTICAL SEPARATION
MINIMUM (RVSM) CONTROL
PROCEDURES
* 408.1 * 408.1 Phraseology:

Apply RVSM criteria and procedures to RVSM UNABLE ISSUE CLEARANCE INTO RVSM
aircraft operating within RVSM airspace. Do not AIRSPACE, MAINTAIN (altitude).
* 408.1 Note 1:
provide non-RVSM aircraft with the reduced
Canadian Domestic RVSM Airspace delimitation is
separation criteria that apply only to RVSM found in the Designated Airspace Handbook.
aircraft. (P)(N) RVSM airspace outside of Canadian Domestic
Airspace for which the responsibility for the
provision of Air Traffic Control has been designated
to NAV CANADA is referenced in International
Agreements.
* 408.1 Note 2:
Consider aircraft in formation as non-RVSM aircraft.
* 408.2 * 408.2 Reference:

Assign altitudes to RVSM aircraft in preference Operation of Non-RVSM Aircraft in RVSM Airspace;
to non-RVSM aircraft in RVSM airspace. (R) RAC 12.16.6, TC AIM.
* 408.3 * 408.3 Reference:

You may not clear a non-RVSM aircraft to enter Operation of Non-RVSM Aircraft in RVSM Airspace;
RVSM airspace unless the aircraft is: (R) RAC, 12.16.6, TC AIM.
A. a state aircraft; (N) * 408.3 A. Note:
State aircraft are those aircraft used in military,
customs and police services.
B. on an initial delivery flight;
C. an aircraft that was formerly RVSM certified
but has experienced an equipment failure
and is being flown to a maintenance facility
for repair/re-certification;
D. a mercy or humanitarian flight;
E. a photographic survey aircraft; (N)(R) * 408.3 E. Note:
Authorization to operate in RVSM airspace applies
to the areas of surveying or mapping operations and
not to flight to or from the areas.
408.3 E. Reference:
Separation from Photographic Survey Aircraft; 478.
F. conducting a flight check of a NAVAID; or * 408.3 F. Note:
(N) Authorization to operate in RVSM airspace applies
to flight check operations and not to flight to or from
flight checks.
2006-07-20
ATC 4-8
G. conducting a monitoring/certification or * 408.3 G. Note:
developmental flight. (N) To ensure collection of sufficient position data,
height keeping performance monitoring flights must
be straight and level at any altitude between FL 290
and FL 410 inclusive, for at least 30 minutes
duration.
408.4 408.4 Note 1:

If informed that an RVSM aircraft operating It is recognized that at the time of an in flight
within RVSM airspace is no longer RVSM equipment failure which renders an aircraft no
longer RVSM certified, separation may no longer
certified due to an in flight equipment failure:
exist if 1,000 ft vertical separation was being applied
(N)(R) between aircraft, and that the traffic situation may
not immediately permit the controller to establish
separation.
408.4 Note 2:
Should an RVSM aircraft advise that it is operating
with a single primary altimeter, acknowledge the
transmission and continue to treat the aircraft as an
RVSM aircraft.
408.4 Reference:
In-Flight Contingencies; RAC 12.16.14 Figure 12.4,
TC AIM.
A. Traffic permitting, establish:
* 1. 2,000 ft vertical separation or another
form of separation with other aircraft in
RVSM airspace; or
* 2. issue a clearance out of RVSM airspace;
B. obtain the aircraft’s intentions;
C. pass traffic information, if necessary; (R) 408.4 C. Reference:
Non-Radar Traffic Information; 166.
* D. advise adjacent units/sectors of the * 408.4 D. Phraseology:
situation, if appropriate; and (P) UNABLE RVSM DUE EQUIPMENT.
E. notify the supervisor.
408.5 408.5 Note:

Provided a non-RVSM aircraft will be separated Operators are only permitted to file a flight plan to
from all other aircraft by the applicable vertical, conduct the climb/descent through RVSM airspace
if the aircraft is capable of a continuous climb/
lateral or longitudinal separation minimum, you
descent through RVSM airspace at a normal rate,
may: (N)(R) and does not need to level off at an intermediate
altitude for operational considerations.
408.5 Reference:
Flight Planning Requirements; RAC 12.16.5,
TC AIM.
Operation of Non-RVSM Aircraft in RVSM Airspace;
RAC 12.16.6, TC AIM.
A. clear the aircraft to climb or descend
through RVSM airspace; or
B. level-off the aircraft in RVSM airspace for
traffic management.
2006-07-20
ATC 4-9
* 408.6 408.6 Reference:
In RVSM airspace, do not provide reduced Separation between Flight Levels and Altitudes
vertical separation between an RVSM aircraft ASL; 434.
and the vertical limit of Class F airspace. (R)
* 408.7
In RVSM non-radar airspace, if an aircraft being
provided with 1,000 ft vertical separation
reports greater than moderate turbulence, and/
or mountain wave activity that is of sufficient
magnitude to significantly affect altitude
keeping, and the aircraft is 5 minutes or less
from another aircraft:
A. traffic permitting, establish 2,000 ft 408.7. A. Note:
separation or applicable lateral or A clearance may be issued to another RVSM flight
longitudinal separation minimum; (N) level that is not experiencing the turbulence.
B. pass traffic information; and (R) 408.7 B. Reference:
C. report the turbulence and/or mountain wave 408.7 C. Note:
activity to the supervisor or shift manager. The shift manager or delegate may temporarily
(N)(R) suspend RVSM in selected areas and/or flight
levels.
408.7 C. Reference:
RVSM Suspension; 349, ATSAMM.
* 408.8 408.8 Reference:

In RVSM radar airspace, if an aircraft report Turbulence Reporting Criteria Table; MET 3.7,
greater than moderate turbulence, and/or TC AIM.
mountain wave activity that is of sufficient
magnitude to significantly affect altitude
keeping, and 1,000 ft vertical separation exists
between 2 aircraft, and targets appear likely to
merge: (R)
A. pass traffic information; and
* B. vector 1 or both aircraft to establish radar
separation; or
C. provide 2,000 ft vertical separation until the * 408.8 C. Phraseology:
pilot reports clear of the greater than CONFIRM ABLE TO RESUME RVSM.
moderate turbulence or mountain wave
activity. (P)
* 408.9 * 408.9 Phraseology:

If operation in RVSM airspace is authorized for NEGATIVE RVSM.
a non-RVSM aircraft identify the status of the
aircraft when passing and receiving a control
estimate. (P)
2006-07-20
ATC 4-10
410 CLEARANCES
411 GENERAL
411.1
Do not accept responsibility for separating
aircraft in Class G airspace.
411.2 411.2 Note:

Issue clearances and instructions that ensure This may necessitate detailed instructions, such as
an aircraft will remain within controlled airspace the heading, or radial to fly, especially during climb
or descent.
unless the aircraft requests otherwise. (N)(R)
411.2 Reference:
Route Description; 422.
Departure Clearances; 441.
Application of Vectors; 542.

If you accept an abbreviated flight plan in order Requirement to file a Flight Plan or Flight Itinerary;
to issue a clearance, inform the aircraft that a 602.73, CARs.
complete flight plan must still be filed with FSS.
(R)
412 FORMAT
412.1 412.1 Note:

Issue clearance items, as appropriate, in the It is important that an IFR clearance contain positive
following order: (N)(R) and concise data phrased in a consistent manner.
This is especially true of a clearance that will be
relayed through a communication agency, since the
clearance must be relayed verbatim.
412.1 Reference:
Message Format; 217.
A. Prefix.
B. Aircraft identification.
C. Clearance limit.
D. SID.
E. Route.
F. Altitude.
G. Mach-number.
H. Departure, en route, approach, or holding
instructions.
I. Special instructions or information.
J. Traffic information.
413 ALTERNATE INSTRUCTIONS

Issue alternate instructions if: (P) IF UNABLE, (alternate instructions) AND ADVISE.
2005-01-20
ATC 4-11
A. you clear an IFR aircraft to fly in accordance 413.1 A. Reference:
with VFR and there is a possibility that VFR VFR Climb/Descent; 436.
flight may become impossible; (R) Separation - Application; 471.
VFR Release of an IFR Aircraft; 444.
B. failure of an unmonitored precision * 413.1 B. Note:
approach aid could result in inadequate The Technical Operations Branch is responsible for
separation or endanger the safety of aircraft; monitoring ground based NAVAIDs. The status of
precision approach aids are made available to ATS
or (N)
facilities where simultaneous parallel approaches
are conducted or where a requirement has been
determined. Unless otherwise informed,
unmonitored navigation aids are considered
serviceable and alternate instructions are not
normally required.
C. you consider that a possibility exists that the 413.1 C. Note:
aircraft may be unable to comply with a Failure of an underlying navigational aid associated
clearance or instruction. (N)(R) with a procedure may prevent an aircraft from
complying with a clearance or instruction.
413.1 C. Reference:
One Thousand on Top; 435.
Contact Approach; 466.
414 COMPOSITE FLIGHT PLANS
414.1
Instruct an aircraft that has filed VFR for the first
part of a flight and IFR for the last part to
contact the appropriate ATC unit for clearance,
approaching the point where the IFR part of the
flight begins.
414.2
Clear an aircraft that has filed IFR for the first
part of a flight and VFR for the last part to the
point at which the IFR part of the flight ends.
415 AMENDMENTS
415.1 415.1 Note:

You may issue a clearance amending a The last clearance issued has precedence over and
previous clearance. (N) cancels any related item of a previous clearance.
415.2
If it is necessary to amend a previously issued
clearance, use one of the following:
2005-01-20
ATC 4-12
A. If amending the route: (E) 415.2 A. Example:
WJA92 RECLEARED TO THE WINNIPEG
AIRPORT VIA PRINCETON, J504 LUMSDEN,
BALANCE OF CLEARANCE UNCHANGED;
or —
WJA92 RECLEARED TO THE WINNIPEG
AIRPORT VIA PRINCETON, J504 LUMSDEN, J500
LANGRUTH, J515 WINNIPEG.
In this case, WJA92 had been cleared to the
Winnipeg Airport via J500 Langruth J515 Winnipeg.
Before reaching Princeton, the aircraft was rerouted
via Princeton J504 Lumsden J500 Langruth J515
Winnipeg.
1. state the amendment to the route and, if
applicable, state that the rest of the route
is unchanged; or
2. issue the entire route.
B. If amending the altitude: (E) 415.2 B. Example:
ACA506 MAINTAIN 15,000 CROSS KATSY AT
7,000 OR BELOW, CROSS NORCH AT 9,000 OR
ABOVE;
— then —
ACA506 MAINTAIN 17,000, PREVIOUS
RESTRICTIONS UNCHANGED.
In this case ACA506 had flight planned 17,000, was
restricted to 15,000 with crossing restrictions at
KATSY and NORCH intersections. Before reaching
KATSY 17,000 became available.
1. restate all applicable altitude restrictions;
or
2. state that applicable altitude restrictions
are still in effect.
C. If amending both route and altitude, ensure
that the conditions listed in both 415.2 A.
and B. are met.
415.3
Identify and correct any error made during
transmission of a clearance or instruction.
Cancel and restate the clearance in full if there
is any possibility of misunderstanding.
415.4
If you approve a requested change in flight
plan, include the exact nature of the change in
the clearance.
415.5
If you are unable to approve a requested
change in flight plan:
A. inform the aircraft that you are unable; and
2005-01-20
ATC 4-13
B. include:
1. the reason for non-approval; and
2. a suggested alternative if practicable.
416 RELAY
416.1 416.1 Note:

If a communication agency informs you that a It is the responsibility of the communication agency
clearance has not been delivered, instruct the to which a clearance is issued to transmit it to the
aircraft immediately upon receipt, unless an
agency to take one of the following actions: (N)
attempt-delivery time has been specified. The
controller will be notified if the clearance is not
delivered within 3 minutes after receipt, or of the
attempt-delivery time when specified.
A. To continue attempting to deliver and to
report if undelivered by a specified time.
B. To attempt to deliver at a specified time.
C. To cancel the clearance.
2005-01-20
ATC 4-14
420 CLEARANCE LIMITS AND ROUTES
421 CLEARANCE LIMITS
421.1 421.1 Note 1:

At least 5 minutes before an aircraft reaches its If a clearance is not received, the aircraft is
clearance limit, issue: (N)(R) expected to hold in a published holding pattern or if
there is no published pattern, a standard pattern on
the inbound track to the clearance limit and to
request further clearance or an approach clearance.
If communication cannot be established with ATC,
the aircraft is then expected to proceed in
accordance with communication failure rules and
procedures described in the Canada Air Pilot and
the Canada Flight Supplement , Section F8.
421.1 Note 2:
An arriving aircraft, which has filed an RNAV STAR,
is expected to fly this route, as cleared, to the
terminal area entry fix (bedpost) or fix associated
with the RNAV STAR. If no further clearance has
been received upon reaching that point, the pilot is
expected to fly the lateral route of the RNAV STAR
for the instrument approach(es) serving the
runway(s) in use, as specified on the ATIS,
maintaining the last assigned altitude.
In the event of a communication failure the pilot is
expected to squawk 7600, fly the RNAV STAR as
published, including the vertical and speed
requirements as depicted in the procedure,
intercept the final approach, fly inbound land as
soon as possible.
421.1 Reference:
Two-way Radio Failure in IFR Flight; 602.137,
CARs.
A. a further clearance;
B. an approach clearance; or
C. a holding clearance. (N)(R) 421.1 C. Note:
A late clearance may cause an aircraft to overshoot
the holding fix.
421.1 C. Reference:
Holding Clearances; 454.
421.2 421.2 Note:

You should inform a high-performance aircraft if Aircraft require time to make any necessary
you anticipate that it may be required to hold adjustments needed to prepare for a restriction. For
example, an aircraft could overshoot the holding
en route or during descent. (N)
area if it enters the holding pattern at a speed
exceeding the applicable maximum holding speed.
2005-07-07
ATC 4-15
422 ROUTE DESCRIPTION

Specify the name of the departure airport as VIA TERRACE, FLIGHT PLANNED ROUTE.
the first element of the route if you issue a VIA SEPT ILES, DIRECT (location), FLIGHT
PLANNED ROUTE.
departure clearance: (P)
A. through an FSS; or
B. directly to an aircraft on the ground using
DCPC.

Issue a detailed route description as necessary. VIA (airway designators).
(P) VIA (North American Route designator).
VIA (fix) AND (fix).
(Fix) DIRECT (fix).
CROSS/JOIN (airway designator)(number) MILES
(direction) OF (fix).
422.3
You may use the phrase “via flight planned
route” provided:
A. the previously filed route has not been
changed;
B. the flight plan is not an “airfile”; and
* C. 1. the clearance specifies the route to the
first compulsory reporting point and, if
routes diverge at that point, the route to
the next compulsory reporting point; or
2. the aircraft will be radar-monitored until
past the first compulsory reporting point.
422.4
You may use the phrase “via centre-stored flight
planned route” provided:
A. the flight plan has been filed in accordance
with a stored-flight plan Agreement; and
B. no handwritten changes have been made to
the machine-printed route.
422.5
You may use the phrase “via requested routing”
provided:
A. the aircraft has given the detailed route
description in its request; and
B. DCPC is used.
2005-07-07
ATC 4-16
422.6
You may clear an aircraft “Via Direct” provided
the altitude is at or above the minimum IFR
altitude for the controlled airspace in which the
flight will operate.

If it is necessary to clear an aircraft to a fix short EXPECT FURTHER CLEARANCE VIA (airways,
of the destination airport and if any part of the routes, or fixes).
422.7 Reference:
route beyond the clearance limit differs from the
Two Way Communications Failure; 602.137, CARs.
last routing assigned to the aircraft, issue the Two Way Communications Failure; Section F8,
route the aircraft may expect beyond the Canada Flight Supplement.
clearance limit. (P)(R)

You may instruct an aircraft to follow a specified PROCEED VIA/REMAIN ON (specified radial or
track or heading for a specified time, to a course) UNTIL (time or location).
CLIMB/DESCEND TO (altitude) ON (specified radial
location, or to an altitude, provided the
or course).
instruction does not prevent the aircraft from 422.8 Reference:
clearing all obstructions and terrain in Minimum Altitudes; 433.
accordance with the specified minimum. (P)(R) IFR Obstacle Clearance Altitude; 602.124, CARs.
422.9 422.9 Note:

Issue specific transition instructions if you clear For example, transition instructions could be a direct
an arriving aircraft to a fix not on the previously route from a specific position, an OMNI radial, or a
vector.
assigned route. (N)
423 LOCAL FLIGHTS

Clear an aircraft that requests local IFR flight in CLEARED TO (fix) TO FLY (specified courses,
the vicinity of a ground based NAVAID: (P) radials, quadrants, bearings or sectors) OF (fix)
WITHIN (number) MILES OF (location). MAINTAIN
(altitude). EXPECT APPROACH CLEARANCE AT
(time).
A. to fly specified courses, radials, quadrants,
bearings or sectors within a specified
radius;
B. to maintain an approved altitude; and
C. to expect approach clearance at a specified
time.
424 LEAVING OR ENTERING

CONTROLLED AIRSPACE

Use the phrase “while in controlled airspace” in MAINTAIN (altitude) WHILE IN CONTROLLED
conjunction with the altitude if an aircraft will be AIRSPACE.
entering or leaving controlled airspace. (P)
2006-01-19
ATC 4-17
Specify the point at which an aircraft is to leave LEAVE/ENTER CONTROLLED AIRSPACE
or enter controlled airspace laterally if the (number) MILES (direction) OF (fix) AT (altitude).
instruction is required for separation purposes.
(P)

You may clear an aircraft to descend out of low CLEARED TO DESCEND OUT OF CONTROLLED
level controlled airspace provided you inform AIRSPACE VICINITY OF (location). THE (minimum
IFR altitude) IS (number).
the aircraft of the minimum IFR altitude
If required —
applicable to the airspace. (P)(N)(R) REPORT LEAVING (number).
424.3 Note:
If the possibility exists that visual conditions may not
be encountered at the minimum IFR altitude, it is the
pilot's responsibility to arrange with the controller for
protection of an altitude in controlled airspace for up
to 30 minutes to permit descent to the minimum IFR
altitude, and then a climb, if necessary, to the
protected altitude.
* 424.3 Reference:
Minimum IFR Altitude; Definitions.
Approach Clearance; RAC 9.3, TC AIM.
Descent Out of Controlled Airspace; RAC 9.4,
TC AIM.

You may clear an aircraft to descend out of ATC CLEARS (aircraft identification) OUT OF
controlled airspace via a published instrument CONTROLLED AIRSPACE VIA (name, type)
APPROACH.
approach procedure. (P)(N)(R)
424.4 Note:
Instrument approach procedures may be published
in the CAP, the GPH200 or an inventory of RIPs.
* 424.4 Reference:
Instrument Approach Procedure; Definitions.
Descent Out of Controlled Airspace; RAC 9.4,
TC AIM.

Clear the aircraft out of controlled high-level ATC CLEARS (aircraft identification) OUT OF (type
airspace if: (P)(N)(E) of airspace).
424.5 Note 1:
An MEA of 22,000 feet ASL exists within Canada.
424.5 Note 2:
If there is controlled low-level airspace underlying
controlled high-level airspace, the procedures
specified in 424.3 or 424.4 apply.
424.5 Example:
ATC CLEARS CANFORCE 426 OUT OF THE
NORTHERN CONTROL AREA. CROSS
CAMBRIDGE BAY FL250 OR BELOW REPORT
LEAVING FL230.
2006-01-19
ATC 4-18
A. the destination airport underlies controlled
high-level airspace; and
B. there is no minimum IFR altitude
established in the area that would prohibit
such a manoeuvre.
425 FLIGHT OF SHORT DURATION
425.1 425.1 Example:

You may clear an aircraft, at the point of ATC CLEARS (aircraft identification) TO THE
departure, to the destination airport for an (name) AIRPORT FOR AN APPROACH,
PROCEED VIA (route). DO NOT CLIMB ABOVE
approach provided: (E)(R)
(altitude).
425.1 Reference:
Approach Clearances; 465.
A. no other traffic is expected; and
B. 1. the estimated time en route is 25 minutes
or less; or
2. the distance between the point of
departure and the destination airport is
75 miles or less.
426 INSTRUMENT APPROACHES

EN ROUTE
426.1 426.1 Note:

Apply the rules and procedures contained in A single flight plan, filed for the entire flight, will
this subsection to an IFR training aircraft that include in the “other information” portion the
aircraft's estimated times for instrument approaches
conducts an approach and missed approach at
and missed approaches at intermediate locations.
an intermediate location. (N)(R) * 426.1 Reference:
Cross Country Instrument Training Flights; RAC
3.11, TC AIM.
426.2
Clear the aircraft to final destination.
426.3 426.3 Note:

Issue a time or specify the location for the If communication failure occurs before an approach
aircraft to expect higher altitude when it is not clearance at an intermediate location is
acknowledged, the aircraft is expected to continue
practicable to initially assign an operationally
to destination in accordance with published
suitable altitude or flight level. (N)(R) communication failure procedures.
426.3 Reference:
Altitude Assignment — General; 431.
Communication Failure in IFR Flight; 602.137,
CARs.
Section F8; Canada Flight Supplement.
2006-01-19
ATC 4-19
426.4 426.4 Note 1:
Issue approach and missed approach If communication failure occurs after an aircraft has
clearance if the aircraft requests an approach acknowledged an approach clearance at an
intermediate location, the aircraft is expected:
clearance at an intermediate location. (N)(E)
A. to land; or
B. if landing is impracticable, to proceed to
destination in accordance with the missed
approach and published communication failure
procedures.
426.4 Note 2:
The aircraft will revise the ETA at destination by
adding the estimated times provided in the flight
plan for each approach and missed approach that
was carried out.
426.4 Example:
ON MISSED APPROACH. CLEARED TO THE
NORTH BAY VOR VIA VICTOR THREE SEVEN
MAINTAIN ONE SEVEN THOUSAND. UPON
LEAVING THREE THOUSAND TURN LEFT
DIRECT MUSKOKA NDB, PROCEED ON
COURSE.
426.5 426.5 Example:

If the aircraft requests a low approach or a CLEARED TO THE NORTH BAY VOR VIA VICTOR
touch-and-go upon completion of the approach, THREE SEVEN MAINTAIN ONE SEVEN
THOUSAND. AFTER THE LOW APPROACH OR
issue appropriate detailed departure
TOUCH-AND -GO RUNWAY 18 TURN LEFT
instructions. (E) DIRECT MUSKOKA NDB PROCEED ON
COURSE.
426.6
If traffic does not permit an approach:
A. clear the aircraft to continue to the
destination airport; or
B. issue holding instructions, if requested by
the pilot.
426.7
Revise the ETA of the aircraft at the destination
airport by adding:
A. the estimated time indicated on the flight
plan for approach and missed approach at
the intermediate location, if a clearance for
missed approach has been acknowledged;
and
B. any holding time issued.
2006-01-19
ATC 4-20
430 ALTITUDE ASSIGNMENT
431 GENERAL

Include one or more of the following items in an MAINTAIN (altitude) TO (reporting point)/UNTIL
altitude instruction: (P) PAST (reporting point)/UNTIL (time).
MAINTAIN AT LEAST 1,000 FEET ON TOP.
CROSS (reporting point) AT (altitude)/AT OR
ABOVE (altitude)/AT OR BELOW (altitude).
CLIMB/DESCEND TO (altitude) IMMEDIATELY/
IMMEDIATELY AFTER PASSING (reporting point)/
AT (time).
CLIMB/DESCEND TO REACH (altitude) AT (time)/
AT (reporting point).
CLIMB TO (altitude) ON HEADING (number)
BEFORE PROCEEDING ON COURSE.
EXPEDITE CLIMB/DESCENT [UNTIL PASSING
(altitude)].
A. The approved altitude ASL or flight level.
B. The altitude at which to cross a reporting
point if climbing or descending.
C. The place or time at which to start climb or * 431.1 C. Note:
descent. (N) Controllers should be aware that pilots who operate
frequently in the United States may react differently
to the expression “at pilot's discretion” when used in
conjunction with an altitude assignment, than that
which is stated in TC AIM, RAC 8.4.1. In particular,
the FAA Airman's Information Manual states: “The
term 'at pilot's discretion' included in the altitude
information of an ATC clearance means that ATC
has offered the pilot the option to start climb or
descent when the pilot wishes. The pilot is
authorized to conduct the climb or descent at any
desired rate, and to temporarily level off at any
intermediate altitude. However, once the aircraft has
vacated an altitude, it may not return to that
altitude”.
D. The place or time at which an altitude is to
be reached.
2006-01-19
ATC 4-21
E. The time or location to expect higher altitude 431.1 E. Note:
when it is not practicable to initially assign The following may be considered operationally
an operationally suitable altitude or flight suitable altitudes or flight levels:
A. in the low level air structure, the flight-planned
level. (N)
altitude or an altitude as near as possible to the
flight planned altitude, taking into consideration
the aircraft's route of flight; or
B. in the high level air structure, an altitude no
more than 4,000 feet below the flight planned
altitude.
However, if it is not practicable to assign the flight
planned altitude and if the aircraft has not been
informed when it may expect clearance to another
altitude, it is the responsibility of the pilot to advise
ATC if the assigned altitude will not permit the
aircraft to proceed to the airport of destination if a
communications failure should occur.
F. Detailed instructions for departure or 431.1 F. Reference:
approach. (R) Departure Clearances; 441.
431.2 431.2 Note:

Clear an aircraft to maintain only one altitude Normally, this is the altitude at which the aircraft will
beyond your area of responsibility unless enter the adjacent area.
431.2 Reference:
otherwise coordinated with the concerned
Coordination: IFR Unit — IFR Unit; 492.
sector or unit. (N)(R)
431.3 431.3 Note:

Issue clearance to the altitude or flight level the The altitude to be expected, which was included in
aircraft was told to expect, prior to the time or the clearance, is not applicable
A. once the aircraft has proceeded beyond the fix;
location specified, if: (N)(R)
or
B. the time designated if the clearance has expired.
* 431.3 Reference:
Two Way Radio Failure in IFR Flight 602.137, CARs.
Two-Way Communications Failure RAC 6.3.2
TC AIM.
Two Way Communications Failure; Section F8
Canada Flight Supplement.
A. it was not practicable to initially assign an 431.3 A. Note:
operationally suitable altitude or flight level; Where SIDs are not used, and interim altitude
or (N) restrictions are required, the following is the proper
application:
An aircraft has filed FL370. FL190 is immediately
available and FL370 will be available at 80 DME
east of Prince George VORTAC.
The clearance will read —
“MAINTAIN FLIGHT LEVEL ONE NINE ZERO.
EXPECT FLIGHT LEVEL THREE SEVEN ZERO,
EIGHT ZERO DME EAST OF PRINCE GEORGE
VORTAC”.
2006-01-19
ATC 4-22
B. a SID was used. (N)(R) 431.3 B. Note:
SIDs based on the criteria in Standards for the
Development of Standard Instrument Departures
and Standard Terminal Arrivals contain instructions
informing the aircraft when to expect clearance to
flight planned altitude or flight level.
431.3 B. Reference:
Standard Instrument Departures; 442.

If an aircraft requests additional altitudes REQUEST FURTHER ALTITUDE CHANGE EN
beyond your area of responsibility, instruct the ROUTE.
aircraft to request the change en route. (P)
432 DIRECTION OF FLIGHT

Assign a cruising altitude appropriate to the Cruising Altitudes and Cruising Flight Levels;
aircraft track: (R) 602.34, CARs.
A. except as specified in this section;
B. unless the airspace is structured for a one- 432.1 B. Reference:
way traffic flow; or (R) Structure Airspace — One-way Traffic Flow; 323,
ATSAMM.
C. unless an aircraft is transitioning to or from
oceanic airspace within 200 nautical miles
along the aircraft track from the oceanic
entry/exit fix.
432.2
You may assign an altitude inappropriate to the
direction of flight if:
A. no alternate separation minima can be 432.2 A. Reference:
applied provided: (R) Reduced Vertical Separation Minimum (RVSM)
Control Procedures; 408.
1. the altitude has been approved by
affected sectors/units; and
2. the aircraft will be cleared to an
appropriate altitude as soon as possible;
B. an aircraft requests it because of icing, 432.2 B. Note:
turbulence, or fuel considerations provided: “Fuel considerations” means that an aircraft will
(N)(R) make a request only to avoid a fuel situation that
might cause an otherwise unnecessary technical
stop short of flight planned destination.
432.2 B. Reference:
Airframe Icing; MET 2.4, TC AIM.
Turbulence Reporting Criteria Table; MET 3.7,
TC AIM.
Altitudes and Direction of Flight; RAC 8.7.2,
TC AIM.
2006-07-20
ATC 4-23
1. the aircraft informs you of the time or 432.2 B. 1. Phraseology:
location at which it can be cleared to an AT WHAT TIME OR PLACE CAN YOU ACCEPT AN
appropriate altitude; and (P)(N) ALTITUDE APPROPRIATE TO DIRECTION OF
FLIGHT?
432.2 B. 1. Note:
If the information provided is not precise, obtain
sufficient information to determine with which
sectors/units approval must be coordinated.
2. the altitude has been approved by
affected sectors/units; or
C. an aircraft is:
1. holding, arriving, or departing;
2. conducting a flight check of a NAVAID;
3. operating within an altitude reservation;
or
* 4. engaged in an aerial survey, mapping 432.2 C. 4. Reference:
flight or test flight. (R) Cruising Altitudes and Cruising Flight Levels;
602.34, CARs.
D. an aircraft, while operating in uncontrolled 432.2 D. Reference:
airspace, wishes to traverse an airway at an 433.2 Note applies to this paragraph.
altitude below the MEA provided; (R)(D) 432.2 D. Diagram:
UNCONTROLLED
12,600
AIRSPACE
MOCA 12,600
MEA 14,000
UNCONTROLLED
AIRSPACE
1. the aircraft requests it for operational 432.2 D. 1. Example:

reasons; and (E) The aircraft is unable to operate at an altitude
appropriate for the direction of flight due to pilot or
aircraft limitations.
2. its track crosses the airway at an angle
of 45 degrees to 135 degrees inclusive.
2006-07-20
ATC 4-24
Issue radar vectors or offset tracks to establish ADVISE IF ABLE TO PROCEED PARALLEL
an aircraft at least 5 miles from the centreline of OFFSET.
PROCEED OFFSET (number) MILES (right/left) OF
the airway or published track otherwise
centreline (track/route) FROM (significant point/
authorized if: (P)(N)(R) time) UNTIL (significant point/time).
CANCEL OFFSET.
FOR VECTORS (direction) OF (airway/track) TURN
(left/right) TO HEADING (degrees).
432.3 Note:
This procedure is intended to maintain controller
involvement and provide an additional margin of
safety while aircraft are operating on wrong way
altitudes. This 5 mile spacing does not exempt
controllers from applying the appropriate radar
minima between aircraft.
432.3 Reference:
Minima; 532.
Parallel Offset Procedures; 506.
A. applying 432.2 A. or 432.2 B. in high level
radar-controlled airspace; and
B. the airway or published track is displayed on
the radar.

If you are unable to approve the aircraft's UNABLE (altitude) (reason). ADVISE YOUR
request made under 432.2 B., provide the INTENTIONS.
reason and request the aircraft's intentions. (P)
432.5
You may approve a block altitude provided:
A. 1. the aircraft requests it as per 432.2 B.; or 432.5 A. 1. Note:
(N) The provisions in 432.2 B. are not required for
approving special military activity operating within
block altitudes.
2. the aircraft making the request is an IFR
training flight, MEDEVAC flight or is
flight-checking NAVAID; or
* 3. the aircraft is an aerial survey, mapping
flight or test flight.
B. the procedures contained in paragraphs 432.5 B. Note:
432.3 and 432.6 through 432.8 are adhered Except for sub-paragraph 432.6 B., paragraphs
to. (N) 432.3, 432.6 and 432.8 may be waived for the
purpose of approving an aerial survey or mapping
flight or special military activity.
2006-07-20
ATC 4-25
432.6 * 432.6 Note:
If a cruising altitude inappropriate to the For strip marking purposes, the following
direction of flight is assigned: (N) abbreviations may be used:
A. For separation — “WW (altitude) SEP”.
B. At pilot's request due to:
1. icing — “WW (altitude) ICNG”;
2. turbulence — “WW (altitude) TURB”;
3. fuel considerations — “WW (altitude) FC”;
* 4. flight check of a NAVAID — “WW (altitude)
FLTCK”; and
* 5. test flight — “WW (altitude) FLTST”.
A. instruct aircraft to make position reports;
B. identify an altitude as “Wrong Way” when: 432.6 B. Example:
(E) ACA185, WRONG WAY, FLIGHT LEVEL 370.
1. passing and receiving a control estimate;
2. giving and receiving a radar hand-off; or 432.6 B. 2. Reference:
(R) Hand-off Transferring Controller; 512.
3. coordinating with an adjacent sector/unit;
and
C. post warning indicators by:
1. circling the altitude in red on the
appropriate flight progress strip; and
2. using the wrong-way altitude alerting 432.6 C. 2. Note:
function, if practicable. (N) Either manual or automated indication of wrong-way
altitude is acceptable.
432.7
Do not use the words “Wrong Way” in
communication with an aircraft.

If an altitude inappropriate to direction of flight Control Transfer; 139, 495 and 583.
is assigned, inform the receiving controller prior
to transfer of control whether the assignment
was pilot or controller initiated and the reason
for the assignment. (R)
433 MINIMUM ALTITUDES

Except as provided in 546.3, do not approve or Minimum IFR Altitude; Definitions.
assign any altitude that is below the minimum Cruising Altitudes and Cruising Flight Levels;
602.34, CARs.
IFR altitude. Inform an aircraft if a requested
ATC Assignment of Altitudes; RAC 8.7 TC AIM.
altitude is below the minimum IFR altitude. (R)
2006-07-20
ATC 4-26
433.2 433.2 Note:
You may clear aircraft operating on an airway/ MEAs are applicable to aircraft that have been
air route below the MEA, but not below the cleared via airways/air routes. When aircraft operate
below the MEA the required signal coverage may
MOCA, provided it is specifically requested by
not exist requiring an increase in the lateral airspace
an aircraft: (N)(R) to be protected.
433.2 Reference:
Direction of Flight; 432.
Lateral Separation; 344, ATSAMM.
Transition To and From Signal Coverage; 345,
ATSAMM.
602.34, CARs.
A. in the interest of flight safety; (N) 433.2 A. Note:
Flight safety may be jeopardized by such conditions
as icing or turbulence.
B. flight checking a NAVAID;
C. on a MEDEVAC flight; or
D. if the navigation method used is GPS. (N) 433.2 D. Note:
Since GPS does not require ground-based NAVAID
signal coverage to provide navigation accuracy
additional protected airspace is not required.
433.3 433.3 Note:

You may clear aircraft traversing airways/air Aircraft are considered to be “traversing an airway/
routes below the MEA but not below the air route” when the airspace to be protected for the
track of the aircraft infringes on the airspace to be
applicable minimum IFR alitude. (N)(R)
protected for the airway/air route. An aircraft cleared
“via direct” on a track that is coincident with an
airway/air route is considered traversing the airway/
air route.
433.3 Reference:
Direction Of Flight; 432.
602.34, CARs.
433.4
Issue a revised clearance without waiting for a
request from the aircraft if an aircraft has been
cleared at an altitude that is below the minimum
IFR altitude for a subsequent portion of the
route.
2005-01-20
ATC 4-27
433.5 433.5 Diagram:
If it is necessary for an aircraft to make a
change in altitude because of a higher MEA
beyond the next fix, clear the aircraft to climb in EA 5,000
sufficient time to enable it to cross the fix at or
above the MEA established beyond the fix. (D) MEA 3,000
433.6 433.6 Diagram:

If an altitude lower than the MEA for the leg
being flown, but at or above the MEA MEA 5,000
established beyond the next fix, is requested,
do not clear the aircraft to descend below the MEA 3,000
MEA for the leg being flown until after passing
the fix beyond which the lower MEA is
established. (D)
434 SEPARATION BETWEEN FLIGHT

LEVELS AND ALTITUDES ASL
434.1
Do not assign any flight level that is lower than
the lowest usable flight level determined from
the following table::
IF THE ALTIMETER THEN THE LOWEST

SETTING IS USABLE FLIGHT LEVEL IS
29.92 OR HIGHER FL180

29.91 TO 28.92 FL190
28.91 TO 27.92 FL200
27.91 OR LOWER FL210

Determine, from the following table, the lowest Vertical Separation; 472.
assignable flight level that will ensure at least Vertical Separation From Active Class F Airspace;
476.
the required vertical separation minimum
between an aircraft flying on the standard
pressure setting and: (R)
A. an aircraft flying on an altimeter setting; or
2005-01-20
ATC 4-28
B. the upper limit of a Class F Restricted 434.2 B. Note:
Airspace, if the upper limit is defined in Additional vertical separation is not required if the
terms of altitude ASL. (N)(R) upper limit is defined in terms of flight level.
434.2 B. Reference:
RNPC Vertical Separation; 482.
IF THE AIRCRAFT AND IF THE THEN THE

FLYING ON THE ALTIMETER SEPARATION
STANDARD SETTING IS REQUIRED IS
PRESSURE
SETTING IS AT
FL290 OR BELOW 1,000
29.92 OR HIGHER 2,000
29.91 TO 28.92 3,000
28.91 TO 27.92 4,000
27.91 OR LOWER
ABOVE FL290 2,000

29.92 OR HIGHER 3,000
29.91 TO 28.92 4,000
28.91 TO 27.92 5,000
27.91 OR LOWER
434.3
Determine from the following table, the vertical
separation required between an aircraft flying
on an altimeter setting and the lower limit of a
Class F Restricted airspace if the lower limit is
defined in terms of flight level.
IF THE ALTIMETER VERTICAL SEPARATION
SETTING IS REQUIRED
29.92 OR HIGHER 1,000 FEET
29.91 TO 28.92 2,000 FEET
28.91 TO 27.92 3,000 FEET
27.91 OR LOWER 4,000 FEET

Coordinate with adjacent sectors/units if a Vertical Separation; 472.
change in altimeter setting necessitates an Separation from Class F Airspace; 476.
increase, or permits a decrease, in: (R)
A. the lowest usable flight level; or
B. the separation between flight levels and
altitudes ASL.
435 ONE THOUSAND ON TOP
435.1 435.1 Note:

You may clear an aircraft to maintain “at least It is the aircraft's responsibility to ensure that the
1,000 feet on top” provided: (N)(R) requested operation can be conducted above all
cloud, haze, smoke, or other formation, with a flight
visibility of 3 miles or more. An aircraft's request can
be considered as confirmation that conditions are
adequate.
435.1 Reference:
Application of Separation; 471.
2006-07-20
ATC 4-29
B. the aircraft will operate within Class B 435.1 B. Phraseology:
airspace 12,500 feet ASL and below, Class MAINTAIN 1,000 ON TOP WHILE IN
C, D or E airspace. (P) CONTROLLED AIRSPACE NOT ABOVE 12,500
FEET.
435.2 435.2 Note:

You may clear an aircraft to maintain “at least In this case, you are expected to ask the aircraft to
1,000 feet on top” without meeting the confirm that it can maintain a flight visibility of 3
miles or more on top.
requirements of 435.1 provided this action is
required to alleviate an emergency situation.
(N)
436 VFR CLIMB/DESCENT

You may clear an aircraft to change altitude in CLIMB/DESCEND VFR FROM (altitude) TO
accordance with VFR provided: (P)(R) (altitude).
— and, if necessary —
IF UNABLE, (alternate instructions) AND ADVISE.
— if required —
CAUTION, WAKE TURBULENCE, (type and
position of wake generating aircraft).
436.1 Reference:
Alternate Instructions; 413.
A. the aircraft requests it; and (N)(R) 436.1 A. Note:
It is the aircraft's responsibility to ensure that the
requested operation can be performed in visual
meteorological conditions (VMC). An aircraft's
request can be considered as confirmation that
such conditions exist.
436.1 A. Reference:
IFR Clearance with VFR Restrictions; RAC 6.2.1,
TC AIM.
B. the change will occur within Class B
airspace 12,500 feet ASL and below, or
within Class C, D or E airspace.
437 ALTITUDE REPORTS

Ask an aircraft for verification of altitude if it REPORT YOUR ALTITUDE.
does not provide this information on initial 437.1 Note:
Pilots of IFR and CVFR flights are required to state
contact. (P)(N)(R)
altitude information on initial contact or when
changing from one ATC frequency to another.
437.1 Reference:
Altitude Reports; RAC 8.4, TC AIM.
2006-07-20
ATC 4-30
437.2
You may instruct an aircraft to report:
A. reaching or leaving an altitude; or (P)(N)(R) 437.2 A. Phraseology:
REPORT REACHING/LEAVING (altitude).
* 437.2 A. Note:
Pilots of IFR and CVFR flights are not required to
report when leaving or reaching an assigned
altitude unless instructed to do so.
437.2 A. Reference:
B. passing an altitude during climb or descent. 437.2 B. Phraseology:
(P) REPORT PASSING (altitude).

Include the phraseology “Report Reaching” in CLIMB/DESCEND TO (altitude) REPORT
all clearances for a climb or descent that will REACHING.
437.3 Reference:
take place in whole or in part in RVSM non-
radar airspace. (P)(R)
438 CONTROLLED VFR
438.1 438.1 Example:

Include the contraction “VFR” in conjunction MAINTAIN ONE FOUR THOUSAND VFR.
with the approved altitude in all clearances
issued to a CVFR aircraft. (E)
2005-01-20
ATC 4-31
440 DEPARTURES
441 CLEARANCES
441.1 441.1 Example:

If required for control, specify the following DEPART RUNWAY ZERO SIX TURN LEFT
items in a departure clearance: (E)(R) HEADING ZERO FOUR ZERO UNTIL ABLE
DIRECT NOT ABOVE FIVE THOUSAND UNTIL 20
DME.
441.1 Reference:
Altitude Assignment — General; 431.
A. Direction of takeoff and turn after takeoff. (P) 441.1A. Phraseology:
DEPART RUNWAY (number), TURN LEFT/RIGHT
(if required).
B. Initial heading or track to be flown before 441.1 B. Note 1:
proceeding on course. (N)(R) Aircraft issued a SID are expected to fly the
headings or tracks specified on the SID chart until a
radar vector is issued.
441.1 B. Note 2:
Aircraft instructed to fly “runway heading“ or a SID
or departure procedure for which no specific
heading is published, are expected to fly the
heading that corresponds with the extended
centreline of the departure runway until otherwise
instructed. Drift correction will not be applied; e.g.
Runway 04, magnetic heading of the centreline is
044 degrees, aircraft will fly heading 044 degrees.
441.1 B. Note 3:
If an airport and navigational aids of the same name
are in close proximity to each other, detailed
departure instructions may be required if there is
doubt as to the pilot's intentions after departure.
This is to prevent the pilot from proceeding to a
NAVAID to establish a course of flight when a direct
route is required for control purposes.
Initial Separation; 475.
Standard Instrument Departure; RAC 7.5, TC AIM.
C. Altitude to be maintained before continuing
climb to assigned altitude.
D. Time or point at which an altitude or heading
change is to be commenced or completed.
E. Any other necessary manoeuvre.

If you specify the time or point at which a Noise Abatement; 136.
departing aircraft is to start a turn, ensure that Protected Airspace for Departure; 356, ATSAMM.
Minimum Altitudes and Distances; 602.14 CARs.
the clearance does not prevent the aircraft from
clearing all obstacles and terrain. (R)
2005-01-20
ATC 4-32
441.3 441.3 Note:
You may expedite a departure by suggesting a It is the pilot's responsibility to decide among:
take-off direction other than into wind. (N) A. making the takeoff;
B. waiting for takeoff into wind; or
C. requesting takeoff in another direction.
441.4 441.4 Note:

You should make every effort to permit an Heavy take-off weights may make the early part of a
aircraft that is departing on a long-range flight: flight critical.
(N)
A. to proceed on course with as few turns as
possible; and
B. to climb to the assigned altitude with as few
restrictions as possible.

Clear a departing aircraft to the destination Flight of Short Duration; 425.
airport except in the following circumstances:
(R)
A. You may clear an aircraft to a published 441.5 A. Note:
radio fix serving the destination airport, Radio fixes used as clearance limits are published
provided the destination airport is within in the Canada Air Pilot and the Canada Flight
Supplement.
your control area or FIR. (N)
B. Clear an aircraft to a point other than the
destination airport if:
1. the destination airport is within another
unit's control area or FIR; and
2. the other unit requests you to do so.
441.6 441.6 Note:

If you issue a clearance to a fix not serving the This is necessary to permit the pilot to prepare for
destination airport, you should inform the the restriction.
aircraft of any further restriction that is
anticipated. (N)
442 STANDARD INSTRUMENT

DEPARTURES

You may assign a SID and any necessary (SID name and number) DEPARTURE.
transition at those locations where a SID is — or —
(SID name and number) DEPARTURE, (SID
published. (P)(N)
termination fix) (SID transition).
442.1 Note:
441.1 B. Note 2 also applies here.
442.2 442.2 Example:

If using a SID, include the following: (E) CLEARED TO THE CALGARY AIRPORT,
TORONTO ONE DEPARTURE, CENTRE-STORED
FLIGHT PLAN.
2006-01-19
ATC 4-33
A. name of SID;
B. SID termination fix, if appropriate; (R) 442.2 B. Reference:
Application of Vectors; 542.
C. if applicable, transition; and
D. if necessary, time or location for the aircraft 442.2 D. Reference:
to expect climb to an operationally suitable Operationally Suitable Altitude; 431.1 E. Note.
altitude or flight level. (R)
442.3 442.3 Example:

You may issue an altitude different from the CLEARED TO THE CALGARY AIRPORT,
altitude specified in the SID provided: (E) TORONTO ONE DEPARTURE, CENTRE-STORED
FLIGHT PLAN ROUTE, MAINTAIN SEVEN
THOUSAND.
A. the altitude is stated; and
B. a readback is obtained prior to departure.
443 RELEASE TIME
443.1
If an aircraft must not depart until after a
specified time or event, and:
A. the clearance is issued through a control
tower:
1. specify a clearance valid time; (P) 443.1 A. 1. Phraseology:
CLEARANCE VALID AT (time).
2. if a clearance valid time is deemed 443.1 A. 2. Note:
inappropriate, specify that a clearance The term “clearance validation required” is not part
validation is required; or (N) of the clearance. This internal ATC phraseology will
permit the tower to deliver the clearance prior to
obtaining release approval from the IFR controller.
3. specify the event which must occur. 443.1 A. 3. Phraseology:
(P)(N) CLEARANCE VALID WHEN (event).
443.1 A. 3. Note:
An enabling event may be an aircraft arrival,
departure or other traffic situation which may be
observed by or reported to the airport controller.
B. the clearance is not issued through a control
tower:
1. specify in the clearance that the aircraft 443.1 B. 1. Phraseology:
is not to depart until a specified time; or (IFR clearance) DO NOT DEPART UNTIL (time)
(P) (reason).
2006-01-19
ATC 4-34
2. specify in the clearance that the aircraft 443.1 B. 2. Phraseology:
is not to depart until a specified event (IFR clearance) DO NOT DEPART UNTIL (event)
has occurred; and (P)(N) (reason).
443.1 B. 2. Note:
It is essential that the aircraft be able to positively
determine that the enabling event has occurred.
Consideration should be given to the following
possibilities:
A. The proposed departure may not be on the
same frequency as the conflicting aircraft.
B. The proposed departure may not be able to
positively distinguish the conflicting aircraft from
other similar aircraft.
C. A third party may not be aware of the need to
relay information to a proposed departure
unless that need is stated by the controller.
3. state the reason for the delay.
443.2
If a departure time or event cannot be specified
as in 443.1 B., do not issue a clearance until the
clearance is valid.

Issue a clearance cancelled time or specify that CLEARANCE CANCELLED IF NOT AIRBORNE BY
the clearance will be cancelled by an event if an (time).
CLEARANCE CANCELLED IF NOT AIRBORNE
aircraft must depart at or before a specified time
BEFORE (event).
or before the occurrence of an event. (P)(N) 443.3 Note:
For a clearance cancelled time, the effective time is
the hour and minute stated in the clearance. Since
seconds are not considered as part of the effective
time, a clearance is cancelled when the stated time
appears on the clock.

Respond to a request for release of an IFR (aircraft ident) VALID RUNWAY (number).
aircraft by stating the runway number. (P)
444 VFR RELEASE OF AN IFR AIRCRAFT

You may approve an IFR aircraft's request to CONTACT (unit) ON (frequency) AT (specific time,
depart and maintain VFR until an IFR clearance altitude, or location)/WHEN AIRBORNE, FOR IFR
CLEARANCE.
is received provided you specify a time, altitude,
or location at which the aircraft is to contact you
for its IFR clearance. (P)
2006-01-19
ATC 4-35
You may issue an IFR clearance for a departing (IFR clearance), MAINTAIN VFR UNTIL (time)/TO
aircraft to fly in accordance with VFR until a (altitude or fix).
— and if necessary —
specified time, altitude, or location provided:
IF NOT POSSIBLE, (alternate instructions) AND
(P)(R) ADVISE.
444.2 Reference:
A. the aircraft requests it; and (N)(R) 444.2 A. Note:
requested operation can be performed in visual
meteorological conditions (VMC). An aircraft's
request can be considered as confirmation that
such conditions exist.
* 444.2 A. Reference:
VFR Release of an IFR Aircraft; RAC 6.2.2, TC AIM.
B. the restriction is only applied within Class B
airspace 12,500 feet ASL and below, or
within Class C, D or E airspace.

If you are unable to approve a VFR departure, UNABLE REQUEST (reason).
inform the aircraft of the reason for refusal. (P)
445 DELAYS

Inform the operator of the time at which it is Operator; Interpretation; 101.01, CARs.
expected that an aircraft can be
accommodated, if it will be necessary to delay
the departure of an aircraft for a prolonged
period of time. (R)
2006-01-19
ATC 4-36
450 HOLDING
451 HOLDING AREAS
451.1 451.1 Note:

Determine holding areas in accordance with the It has been determined that the airspace to be
directives contained in the ATC Holding Criteria protected for aircraft holding using GPS matches
the criteria in the ATC Holding Criteria Document.
Document. (N)
452 HOLDING FIXES
452.1 452.1 Note 1:

Do not use a DME fix located within the cone of When holding away from the NAVAID, the entire
ambiguity as a holding fix. (N)(R) holding area must be clear of the cone of ambiguity.
452.1 Note 2:
When a TACAN facility has been specified as the
clearance limit, special procedures are required
because of the cone of ambiguity. Pilots have been
advised that if no further clearance has been issued
by the time the 10 DME is reached, the pilot is to
commence a standard hold on the inbound radial
between 10 DME and 15 DME and request further
clearance. The 10 DME will be considered the
holding fix. In addition, when a TACAN is being used
as the primary navigation aid, and the clearance
limit is a TACAN approach fix which is located on a
radial other than the inbound radial of the aircraft,
the aircraft is expected to hold, if required to do so,
on the fix radial in a direction specified by the
approach procedure.
452.1 Reference:
Cone of Ambiguity; para. 5.6, Holding Criteria
Document.
452.2 452.2 Note:

Do not hold aircraft flying a GPS procedure at Approach certified GPS receivers change to
the FAF. (N) approach mode at 2 miles prior to the FAF. This
provides significant changes to the course deviation
indicator sensitivity, and RAIM, which can result in
unpredictable results by the GPS receiver.
2005-01-20
ATC 4-37
452.3 452.3 Diagram:
If you use an intersection as a holding fix,
ensure that: (D)
ANGLE OF DIVERGENCE
(MINIMUM 45 DEGREES) FIX
HOLDING AREA
CROSSING RADIAL
(MAXIMUM 45 MILES)
A. the angle of the divergence of the bearings

or radials is at least 45 degrees; and
B. the ground based NAVAID providing the
crossing radial or bearing is not more than:
1. 30 miles from the intersection if it is an 452.3 B. 1. Note:
NDB; or (N) This distance may be increased provided the
minimum angle of divergence is increased by 1
degree for each mile in excess of 30 miles.
2. 45 miles from the intersection if it is not 452.3 B. 2. Note:
an NDB. (N) This distance may be increased provided the
minimum angle of divergence is increased by 1/2 a
degree for each mile in excess of 45 miles.
453 HOLDING PATTERNS
453.1
If holding an aircraft at a fix for which there is no
established holding area and which is not
depicted on En route or IFR Terminal Charts,
you should, as appropriate, take the following
actions:
A. Assign a standard holding pattern unless a 453.1 A. Note:
non-standard holding pattern is required. A standard holding pattern involves right-hand turns
(N) with an adjustment to the outbound times to achieve
1 minute inbound legs up to and including 14,000
feet ASL and 1-1/2 minute inbound legs above
14,000 feet ASL.
B. Hold a military jet aircraft, other than a
transport aircraft, on the side of the fix
opposite that which will be used for the
penetration procedure.
C. Hold other aircraft on the side of the fix that
will be used for the instrument approach
procedure.
2005-01-20
ATC 4-38
453.2
You may approve an aircraft's request to
deviate from a standard holding procedure
provided you protect any necessary additional
airspace.
453.3 453.3 Note 1:

If a holding clearance is necessary at a fix for The most frequently used holding patterns are
which a holding pattern is depicted, use the depicted on En route Low Altitude and En route
High Altitude Charts and IFR Terminal Area Charts.
phraseology specified in 454.1 E. If the holding
453.3 Note 2:
location required differs from that depicted use Pilots have been informed that upon reaching a
another appropriate phraseology as specified in clearance limit for which a holding pattern is
454.1. (N) depicted they are to hold in the location depicted
unless cleared otherwise by ATC.
454 CLEARANCES

If necessary, issue one of the following holding Clearance - Format; 412.
clearances: (R) Clearance Limits; 421.
A. Standard holding clearance. (P) 454.1 A. Phraseology:
CLEARED TO THE (fix), HOLD (direction) ON
(specified) RADIAL/COURSE/INBOUND TRACK.
B. Non-standard holding clearance. (P) 454.1 B. Phraseology:
CLEARED TO THE (fix), HOLD (direction) ON
(specified) RADIAL/COURSE/INBOUND TRACK,
LEFT TURNS.
C. Detailed holding clearance. (P) 454.1 C. Phraseology:
CLEARED TO THE (fix), HOLD ON (specified)
RADIAL/COURSE/INBOUND TRACK, BETWEEN
(location) AND A POINT (number) MINUTES
(direction), RIGHT/LEFT TURNS.
D. DME holding clearance. (P) 454.1 D. Phraseology:
CLEARED TO THE (name) TACAN/VOR/NDB
(specified) RADIAL/BEARING (number) DME FIX,
HOLD BETWEEN (number) AND (number) DME.
E. Published holding pattern clearance. (P) 454.1 E. Phraseology:
CLEARED TO THE (fix), HOLD (direction) AS
PUBLISHED.

Issue, with the holding clearance, an expect- EXPECT APPROACH CLEARANCE AT (time).
approach-clearance time, expect-further- EXPECT FURTHER CLEARANCE AT (time).
DEPART (fix) AT (time).
clearance time, or the time to depart the fix, and
454.2 Reference:
revise it as necessary. (P)(R) IFR Clearance; 333.
2005-01-20
ATC 4-39
454.3 454.3 Note:
When clearing a GNSS equipped aircraft to an DME holding fixes may be offset due to slant range.
established DME hold, ensure the protected 454.3 Reference:
ATC Holding Criteria Document – GPS Holding,
airspace of the GNSS equipped aircraft is
Chapter 6.1.2.
completely contained within the established
DME hold. (N)(R)
455 SEQUENCING

If it is necessary to establish a “stack,” you Flight Priority; 132.
should: (R) Approach Sequence; 464.
A. assign the lowest altitude to the first aircraft
estimated to arrive over the holding fix; and
B. assign succeeding aircraft successively
higher altitudes.
455.2
If a succeeding aircraft would be required to
hold at an excessively high altitude, you should
hold it at another fix until a lower altitude is
available at the primary holding fix.
455.3
If the weather is below the landing minima for
an aircraft in an approach sequence and the
aircraft informs you that it wants to hold and
wait for an improvement in the weather, take
one or more of the following actions:
A. If necessary, remove the aircraft from its
position in the approach sequence and
either clear it to an adjacent fix or reclear it
in the stack at an altitude which will permit
other holding aircraft to do an approach.
B. Ascertain the aircraft's intentions in the 455.3 B. Phraseology:
event of a communication failure occurring ADVISE YOUR INTENTIONS IN EVENT OF
before receipt of an approach clearance. (P) COMMUNICATION FAILURE.
C. Issue appropriate communication failure 455.3 C. Phraseology:
instructions that cover the aircraft's stated IF COMMUNICATION FAILS, PROCEED VIA
intentions, if the intentions require other (route) TO (airport) MAINTAIN (altitude) DEPART
(fix) AT THE EXPECT-APPROACH-CLEARANCE
than normal communication failure
TIME.
procedures. (P)
455.4
If an aircraft is expected to be delayed 30
minutes or more at the destination airport:
A. issue, either directly or through another unit,
an expect-approach-clearance time; and
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ATC 4-40
B. inform the aircraft operator if practicable.
2006-01-19
ATC 4-41
460 ARRIVALS
461.1
If DCPC is used, issue landing information
before or shortly after the descent clearance.
461.2 461.2 Example:

Include the following items, as appropriate, in AIR CANADA NINE ONE TWO CALGARY
landing information: (E) ARRIVAL, WEATHER AT 1700Z; WIND THREE
TWO ZERO AT TEN, VISIBILITY THREE, LIGHT
FREEZING RAIN; CEILING EIGHT HUNDRED
OVERCAST; ALTIMETER TWO NINE FIVE FOUR;
RUNWAY THREE FOUR, EXPECT ILS THREE
FOUR; ICE PATCHES ON RUNWAY, DC9
REPORTED BRAKING ACTION FAIR AT ONE SIX
FOUR FIVE.
A. Wind. 461.2 A. Reference:
B. Visibility.
C. Ceiling.
D. Altimeter setting.
E. Pertinent remarks from the current weather
report.
F. Conventional or RNAV STAR, including any
transition.
G. Runway in use.
H. Approach aid in use.
I. Pertinent airport conditions.

You may use the term “CAVOK” if applicable. CAVOK; Definitions..
(R) Weather Information; 134.

Except during rapidly changing conditions, you Automatic Terminal Information Services; 170.
need not issue information included in the
current ATIS broadcast, provided the aircraft
acknowledges receipt of the broadcast. (R)

When issuing landing information, inform the ALTIMETER SETTING FOR (location) NOT
aircraft if no altimeter, either local or remote, is AVAILABLE.
* 461.5 Reference:
available for that location. (P) (R)
Procedure Altitudes and Current Altimeter Setting;
RAC 9.17, TC AIM.
Remote Altimeter Setting; RAC 9.17.2 TC AIM.
2006-01-19
ATC 4-42
Issue a remote altimeter setting when Altimeter Setting and Wind Information; 135.
applicable. (R)
461.7
Issue to an aircraft any subsequent information,
of which you have been made aware, that may
affect its descent, approach, or landing.
462 EN ROUTE DESCENT

If you clear a high-performance aircraft to Altitude Reports; 437.
descend and it is necessary to use a step-down
procedure, you should issue further clearance
well before the aircraft reaches the specified
interim altitude. (R)

If an altitude report is necessary during a step- Altitude Reports; 437.
down procedure, you should specify an altitude
that is 2,000 feet or more from the altitude to
which the aircraft has been cleared. (R)
463 CLEARANCE LIMIT
463.1 463.1 Note:

Clear an arriving aircraft to a published fix from Radio fixes used as clearance limits are published
which an instrument approach can be carried in the Canada Air Pilot and the Canada Flight
Supplement.
out by specifying: (N)(R)
463.1 Reference:
Holding Fixes; 452.
Vectoring — General; 541.
A. the name of the fix; and (N) 463.1 A. Note:
It is expected you will assign the final approach
course fix, or the initial or intermediate approach fix,
for the anticipated approach in use as the clearance
limit.
B. the route of flight.
463.2
You may omit clearing an arriving aircraft to a
published fix from which an instrument
approach can be carried out, provided the
aircraft has been cleared for a RNAV STAR.
2005-04-14
ATC 4-43
464 APPROACH SEQUENCES

Normally, clear IFR or CVFR aircraft for Flight Priority; 132.
approach in the order in which they are Sequencing; 455.
estimated to arrive over the fix from which
approaches are commenced. (R)

Do not clear a succeeding aircraft for an Jet Approaches and Penetration Turn Procedures;
approach until the preceding aircraft: (R) 846.
A. has cancelled or closed its IFR flight plan;
B. is transferred to tower's control; (R) 464.2 B. Reference:
C. has landed (except during instrument 464.2 C. Note:
meteorological conditions at an airport The preceding aircraft may be considered clear of
served by a FSS, the preceding aircraft the runway if the aircraft has reported clear or the
FSS has observed the aircraft to be clear.
must be clear of the runway to be used by
the succeeding aircraft); or (N)
D. is established on a missed approach
procedure that provides the required IFR
separation minima.
464.3
During instrument meteorological conditions at
an airport served by an FSS, if an arriving
aircraft has landed but a clear of runway report
has not been received, you may clear a
succeding aircraft for an approach provided:
A. you attempt to determine the location of the 464.3 A. Note:
preceding aircraft; and (N) You are expected to use such facilities as necessary
to attempt to locate the position of the preceding
aircraft. For example, request a visual scan of the
airport area by the FSS or an airport official.
B. you inform the succeeding aircraft that the
preceding aircraft has landed but has not
been reported clear of the runway.
2005-04-14
ATC 4-44
465 APPROACH CLEARANCES
* 465.1 465.1 Phraseology;

Except as indicated in 465.9, specify in an CLEARED TO THE (name) AIRPORT (type)
approach clearance the published name of the APPROACH.
— or —
approach as it appears in the CAP or RCAP,
CLEARED TO THE (name) AIRPORT RNAV RWY
and the route to be flown, if adherence to a (number) APPROACH.
particular procedure is required. Use the prefix — or —
“RNAV” in radio communications concerning CLEARED TO THE (name) AIRPORT (type)
RNAV(GPS) approaches. (P)(N) APPROACH. PROCEED FROM (fix) TO (fix) VIA
(route).
465.1 Note 1:
Unless a specific route has been issued with the
approach clearance, the pilot may proceed via:
A. the previously cleared route and transition to a
fix; or
B. any position along the route of flight directly to a
fix;
which will permit the aircraft to commence a
published instrument approach.
465.1 Note 2:
Routing an aircraft via the Intermediate Waypoint
(IWP), when on a GPS approach prevents the pilot
from descending below the MSA until that fix. This
may create a situation, where the pilot may be
forced to descend at a greater than the
recommended maximum permissible descent
gradient as specified in TP 308. It is therefore
recommended to route an aircraft via the IAWP if
the difference between the initial and the
intermediate segment altitudes is such, that a
clearance via the IWP may cause the aircraft to be
too high to complete the approach.
465.1 Note 3:
If visual reference to the ground is established
before completion of a specified approach
procedure, the aircraft is expected to continue with
the entire procedure unless control is transferred to
the tower or the IFR flight plan is cancelled.
* 465.2
You may issue a restricted instrument
procedure for an IFR flight, provided:
* A. the aircraft requests it; or
* B. it is specified in the flight plan. (R) * 465.2 B. Reference:
Restricted Instrument Procedure; Definitions.
2006-07-20
ATC 4-45
If requested by an aircraft, or if an aircraft INITIAL APPROACH AT (altitude). OUTBOUND
indicates that it is unfamiliar with the approach (specified) RADIAL/COURSE/ TRACK.
PROCEDURE TURN (direction) AT (altitude)
procedure, specify the following information as
WITHIN (distance) OF (NAVAID or FAF). FINAL
applicable: (P) APPROACH (specified) RADIAL/COURSE/TRACK.
AUTHORIZED MINIMUM (altitude). IF APPROACH
MISSED, (missed approach instructions).
A. Initial approach altitude.
B. Outbound track.
C. Procedure turn direction and altitude.
D. Distance within which procedure turn is to
be completed.
E. Final approach course.
F. Authorized minimum altitude. (N) 465.3 F. Note:
Authorized minimum altitude may be a decision
height (DH) or a minimum descent altitude (MDA)
as applicable.
G. Missed approach procedure.

Specify, in an approach clearance, any CLEARED TO THE (name) AIRPORT (type)
restrictions necessary to confine descent of an APPROACH. MAKE DESCENT (instructions).
465.4 Note:
aircraft to a specific airspace, if: (P)(N)(R)
If an aircraft, cleared without restriction to an airport,
is approaching the fix or facility at an altitude higher
than the procedure turn altitude, descent may be
made in any sector to the sector altitude before
commencing the established procedure.
465.4 Reference:
Shuttle Procedures; RAC 10.9, TC AIM.
A. the aircraft is approaching the fix or facility,
from the initial approach or from within the
holding pattern, at an altitude which is
above the procedure turn altitude;
B. it is necessary to confine the aircraft to a
specific area for the provision of separation
from other aircraft, including departures;
and
C. a shuttle pattern has not been published for 465.4 C. Note:
the approach. (N) Shuttle patterns are usually published where the
initial approach altitude is more than 2,000 feet
higher than the procedure turn altitude.
2006-07-20
ATC 4-46
Include, in an approach clearance, a clearance CLEARED TO THE (name) AIRPORT (type)
to circle to the runway in use, if the landing will APPROACH, CIRCLING PROCEDURE (direction if
required) FOR RUNWAY (number).
be made on a runway other than that aligned
CLEARED TO THE (name) AIRPORT (type)
with the instrument approach aid. (P)(N) APPROACH, CIRCLING PROCEDURE FOR ANY
RUNWAY IS APPROVED.
465.5 Note 1:
If a missed approach is initiated during a circling
procedure, the aircraft is expected to fly the
published procedure as shown for the instrument
approach just completed. The procedure for the
runway on which the landing was planned will not
be used.
465.5 Note 2:
Military aircraft may request to conduct an overhead
break procedure utilizing VFR.
465.6 465.6 Note:

Specify the direction of a circling procedure in Do not use the terms “left” or “right”.
relation to compass points. (N)(E) 465.6 Example:
CIRCLING PROCEDURE NORTH/SOUTH FOR
RUNWAY ZERO SEVEN.
* 465.7
You may issue a clearance for a GNSS overlay
approach provided:
A. the pilot requests it; and
* B. the aircraft is GNSS equipped - suffix “G”. * 465.7 B. Phraseology:
(P)(N)(E) CLEARED TO THE (name) AIRPORT – GNSS
OVERLAY (runway) APPROACH.
465.7 B. Note 1:
The protected airspace for an overlay approach is
coincident with that of the underlying NAVAID
approach.
* 465.7 B. Note 2:
Approval of the “GNSS Overlay Approach” is
independent of the serviceability of the underlying
NAVAID.
* 465.7 B. Example:
CLEARED TO THE NORTH BAY AIRPORT GNSS
OVERLAY RWY 08 APPROACH.
* 465.8
You should request which GNSS overlay
approach the pilot is planning if more than one
is published for the approach runway.
2006-01-19
ATC 4-47
You may issue a non-specific approach CLEARED TO THE (name) AIRPORT FOR AN
clearance, traffic permitting. (P)(N)(E)(R) APPROACH.
465.9 Note:
If the type of approach is not specified, the pilot has
the option of carrying out any approach. This does
not include a contact approach or a visual approach
(published or non-published). As soon as
practicable after receipt of this type of clearance, the
pilot should advise ATC or FSS of the type of
approach procedure to be carried out, or request a
visual or contact approach.
465.9 Example:
Following receipt of a non-specific approach
clearance to the airport, the aircraft requests a
visual or contact approach. If approving the visual or
contact approach, since the aircraft has already
been cleared to the airport, the controller need only
advise the aircraft as follows:
ROGER VISUAL/CONTACT APPROACH
APPROVED.
465.9 Reference:
465.10 465.10 Note 1:

If weather conditions are close to the minima for A pilot will follow the published missed approach
the approach in use, you should plan for the procedure for the instrument approach just
completed if alternate missed approach instructions
possibility of a missed approach. (N)(E)(R)
are not received.
465.10 Note 2:
Alternate missed approach instructions must not
prevent the aircraft from clearing all obstacles and
terrain.
465.10 Example:
Clearance not including specific missed approach
instructions —
IN THE EVENT OF MISSED APPROACH
CLEARED TO THE YELLOWKNIFE VOR VIA
VICTOR TWO ONE. MAINTAIN EIGHT
THOUSAND.
-or-
Clearance containing alternate missed approach
instructions —
IN THE EVENT OF MISSED APPROACH CLIMB
TO SIX THOUSAND ON THE FORT ST. JOHN
VOR ZERO EIGHT NINE DEGREE RADIAL
BEFORE PROCEEDING ON COURSE.
465.10 Reference:
Missed Approach Procedures; RAC 9.26, TC AIM.
2006-01-19
ATC 4-48
466 CONTACT APPROACH

You may clear an aircraft for a contact approach CLEARED TO THE (name) AIRPORT, CONTACT
provided: (P)(N)(R) APPROACH.
CLEARED TO THE (name) AIRPORT, CONTACT
APPROACH (runway).
466.1 Note:
Contact approaches may offer an operational
advantage under marginal weather conditions when
an aircraft indicates it is able to complete its
approach by visual reference to the ground.
466.1 Reference:
Contact Approach; Definitions.
Separation from Class F Advisory and Restricted
Airspace; 476.
A. the aircraft requests it; (N) 466.1 A. Note:
requested operation can be conducted clear of
cloud with at least 1 nautical mile flight visibility with
a reasonable expectation of continuing to the
destination in those conditions. An aircraft's request
can be considered as confirmation that such
conditions exist.
B. there is an approved functioning instrument 466.1 B. Note:
approach, or published GPS/GPS overlay If the only published instrument approach to the
approach for the airport; and (N) destination airport is a GPS approach, and the
aircraft requests a contact approach, the request
indicates that the aircraft is aware of the lack of
ground based navaid approaches and able to fly the
GPS approach.
C. you inform the aircraft when:
1. the destination airport has published
GPS/ GPS overlay approach(es) as well
as a ground based NAVAID
approach(es); and
2. a suitable ground based NAVAID 466.1 C. 2. Note:
approach is unavailable or An approach may be unavailable due to a weather
unserviceable. (N) phenomenon, activated class F airspace, or other
factors.
466.2 * 466.2 Reference:

Issue alternate or missed approach instructions Alternate Instructions; 413.
if weather conditions are such that completion Contact Approach; RAC 9.6.1, TC AIM.
of a contact approach is in doubt. (R)
466.3 466.3 Note:

Maintain an IFR separation minimum between A radar or non-radar separation minimum may be
an aircraft cleared for a contact approach and applied. Visual separation is not permitted.
other IFR and CVFR aircraft. (N)
2005-01-20
ATC 4-49
470 SEPARATION
471 APPLICATION
471.1 471.1 Note 1:

Apply lateral, longitudinal or vertical separation Separation is applied regardless of weather
between aircraft operating in accordance with conditions.
471.1 Note 2:
an IFR or CVFR clearance, through consistent
The primary responsibility of controllers is to safely
reference to and use of, the following three separate aircraft.
elements that are fundamental to safe, orderly 471.1 Note 3:
and expeditious control: (N)(R) Although controllers must -ensure that aircraft are
separated by not less than the appropriate
minimum, in order to ensure an expeditious flow of
traffic, you are expected to operate as closely to the
prescribed minimum as circumstances permit.
471.1 Reference:
Civil IFR and CVFR Formation Flights; 703.
Military IFR Formation Flights; 843.
A. Planning — determine the appropriate

separation minimum required.
B. Executing — implement the selected
standard.
C. Monitoring — ensure that the planned and
executed separation is maintained.
471.2
You need not apply separation provided:
A. an aircraft has been authorized to maintain 471.2 A. Reference:
“at least 1,000 feet on top”, except: (R) One Thousand on Top; 435.
1. at night, apply separation between an
aircraft maintaining “at least 1,000 feet
on top” and other aircraft if any of the
aircraft are holding; and
2. between an aircraft maintaining “at least 471.2 A. 2. Reference:
1,000 feet on top”, and an aircraft Separation; 832.
operating on an ALTRV APVL; (R)
B. a VFR restriction has been applied to an 471.2 B. Reference:
aircraft climbing or descending en route or VFR Climb/Descent; 436.
to a departing aircraft; or (R) VFR Release of an IFR Aircraft; 444.
C. control of an arriving aircraft has been 471.2 C. Reference:
transferred to the tower. (R) Control Transfer; 495.

Apply greater separation than the specified Separation Between Flight Levels and Altitudes
minimum if exceptional circumstances call for ASL; 434.
this extra precaution. (R)
2005-01-20
ATC 4-50
471.4 471.4 Note:
If the type of separation or the minimum used to For example, if two aircraft are on converging tracks,
separate aircraft cannot be maintained, take ensure that vertical or longitudinal separation exists
before the second aircraft passes the point on its
action to ensure that another type of separation
route at which the appropriate lateral separation
exists, or another minimum is established, would be infringed.
before the previously used separation would be
insufficient. (N)

Predicate control on ATC estimates based on Vertical Separation; 472.
aircraft performance as verified by position Lateral Separation; 473.
Longitudinal Separation; 474.
reports over fixes, determined by radio aids,
radar, RNAV, or visual means that accurately
define the position of the aircraft. (R)
471.6 471.6 Note:

Use aircraft estimates to verify ATC estimates. The requirement to use pilot estimates as a cross
If a discrepancy exists between an aircraft's and check of ATC estimates will vary depending upon
the traffic density, the type of operations: arrival/
an ATC estimate for the same reporting point,
departure, enroute, radar, and if there is a known
and separation could be affected: (N) and valid wind component. In situations where there
is limited opportunity to obtain position reports, ATC
should obtain pilot estimates for a cross check (eg.
an IFR flight, where the arrival fix is the only position
after departure).
A. check the accuracy of the ATC estimate;
B. if a discrepancy remains, request the pilot to
check the aircraft estimate; and
C. if following this action a discrepancy still
exists, take appropriate action to ensure
separation will not be compromised.
471.7
Do not base separation on the assumption that
the estimated time is correct if a position report
is not received within a reasonable length of
time after the estimated time over a reporting
point. Take action to obtain the position report:
A. as soon as practicable; or
B. not later than 5 minutes after the estimated
time over the reporting point, if flight safety
is likely to be affected.
472.1
Apply vertical separation by assigning different
altitudes.
2005-01-20
ATC 4-51
Separate aircraft vertically by using one of the Separation Between Flight Levels and Altitudes
following minima: (R) ASL; 434.
Separation from Class F Advisory and Restricted
Airspace; 476.
A. Below FL290 - 1,000 feet.
* B. FL290 - FL410:
* 1. 1,000 feet between RVSM aircraft;
* 2. 2,000 feet between a Non-RVSM aircraft
and any other aircraft.
* C. Above FL410 - 2,000 feet.
472.3 472.3 Note:

You may assign an altitude to an aircraft, only The climb or descent rate of both aircraft must be
after an aircraft previously at the altitude, or an considered in determining when an aircraft may be
cleared to the altitude that has been vacated.
aircraft climbing or descending through the
472.3 Reference:
altitude, has reported or is observed: (N)(R) Altitude Readouts; 503.
A. leaving or passing the altitude; or
B. leaving or passing another altitude
separated from the first by the appropriate
minimum, if severe turbulence is known to
exist.

You may request an aircraft to maintain a CLIMB/DESCEND WITH AT LEAST (number)
specified vertical separation from a preceding THOUSAND FEET VERTICAL SEPARATION
BELOW/ABOVE (aircraft identification).
aircraft provided the aircraft are: (P)
A. climbing or descending; and
B. in direct communication with each other.
472.5
Following are specific limitations concerning the
use of paragraph 472.4.
A. Use this procedure between two aircraft
only.
B. Do not stipulate specified vertical speeds
(rates of climb/descent).
C. Do not require an aircraft to restrict its rate 472.5 C. Phraseology:
of climb when below the minimum IFR WHEN LEAVING (minimum IFR altitude) CLIMB
altitude. (P) WITH AT LEAST (number) THOUSAND FEET
VERTICAL SEPARATION BELOW (aircraft
identification).
2005-01-20
ATC 4-52
472.6 472.6 Diagram:
Apply vertical separation between aircraft on ESTIMATED TO PASS
reciprocal tracks from 10 minutes before until AT THIS POINT
10 minutes after their estimated passing time. 10 MINUTES
(D)
10 MINUTES

You may discontinue vertical separation Separation - Minima; 532.
between aircraft on reciprocal tracks provided
one of the following conditions is met: (R)
A. Both aircraft have reported by the same 472.7 A. Note:
ground based NAVAID and, if at FL180 or The requirement to have the aircraft 2 minutes apart
above, are 2 minutes apart. (N)(D) at FL180 and above compensates for overhead fix
tolerance.
472.7 A. Diagram:
2 MINUTES
FL180
VAID
B. Both aircraft have reported passing the

same OMNI radial at an angle of 45 degrees
or more and are:
1. 2 minutes apart if 25 miles or less from
the NAVAID producing the radial; or
2. 4 minutes apart if more than 25 miles
from the NAVAID producing the radial.
2006-01-19
ATC 4-53
C. DME and/or GPS position reports, 472.7 C. Note 1:
determined in relation to a common point, If the outbound aircraft from the common point is /G
indicate that aircraft have passed and are 5 equipped, slant range is not a factor.
472.7 C. Note 2:
miles apart, provided the outbound aircraft,
Paragraph 474.7 does not apply here.
if utilizing DME, is 15 miles or more from the 472.7 C. Diagram 1:
DME facility. (N)(D)
5 MILES
15 MILES (only if utilizing DME)
472.7 C. Diagram 2:
5 MILES
15 MILES
(only if utilizing DME)
D. Both aircraft are below FL180 and both have

reported passing each other, or both have
reported passing the same visual fix.
E. Both aircraft are in Class A airspace, are 472.7 E. Note:
separated vertically by not more than 2,000 Controllers should exercise caution if the proximity
feet, and both aircraft report visual of other aircraft could make it difficult for either pilot
to accurately identify the traffic.
confirmation that they have passed each
other. (N)
472.8 472.8 Note:

Unless lateral separation exists, apply vertical This paragraph does not apply when:
separation to an en route aircraft before and A. the second of two aircraft in trail, separated by a
longitudinal minimum, enters a hold; or
after the outer edge of the protected airspace,
B. the second of two aircraft in trail is put in a hold
for a holding aircraft, or an aircraft on an to achieve longitudinal separation.
instrument approach procedure, for the 472.8 Reference:
following time period: (N)(R) Lateral Separation; 473.
A. 15 minutes. (R) 472.8 A. Reference:
2006-01-19
ATC 4-54
B. 10 minutes provided NAVAID coverage 472.8 B. Reference:
permits determination of position and speed 474.9 B. Notes 1 and 2 apply to this paragraph.
at intervals not exceeding 40 minutes flying
time. (R)
472.9 472.9 Diagram:

You may discontinue vertical separation
between an en route aircraft and a holding FIX USED AS A REPORTING
aircraft or an aircraft on an instrument approach POINT BY THE EN ROUTE
AIRCRAFT
procedure provided the en route aircraft: (D)
5 MINUTES
HOLDING OR APPROACH AREA
A. has reported over a fix within the

appropriate protected airspace; and
B. is 5 minutes from the outer edge of the
holding or approach area.
473.1 * 473.1 Reference:

Apply lateral separation by requiring operation Area Navigation; Definitions.
on different routes or in different areas or RNAV (Area Navigation); COM 3.15, TC AIM.
geographic locations as determined by the use
of radar, NAVAIDs, RNAV, or visual reference to
the ground. (R)
473.2
Do not use position information derived from
visual reference to the ground for lateral
separation purposes if the concerned aircraft is
operating at FL180 or above.
2005-01-20
ATC 4-55
473.3 473.3 Diagram:
Separate aircraft laterally by ensuring that the
following protected airspaces do not overlap.
(D)
HOLDING AREA
PROTECTED AIRSPACE
A. Holding areas.
B. 1. low-level airways; and
2. the airspace to be protected, including
additional protected airspace for change
of direction, for:
a. high-level airways; and
b. off-airway tracks.
C. Initial, intermediate, final, missed approach
and departure areas.

If applying separation based on the airspace-to- Lateral Separation; 344, ATSAMM.
be-protected concept, protect the airspace as Protected Airspace for Instrument Approaches; 351,
ATSAMM.
depicted by the airspace planners, or determine
the appropriate protected airspace dimensions
in accordance with direction from unit
management. (R)

Geographical separation is a form of lateral Geographic Separation; 347, ATSAMM.
separation positively indicated by position
information derived from radar, NAVAIDs,
RNAV or visual reference to the ground. (R)

Consider aircraft geographically separated if Fix Tolerance Area; Definitions.
one aircraft is over a location whose fix
tolerance area does not overlap: (R)
2005-01-20
ATC 4-56
A. the fix tolerance area for other aircraft over 473.6 A. Diagram:
different geographical locations; or (D)
NAVAID
AIRCRAFT’S
RADAR OBSERVED POSITION
REPORTED
POSITION
B. the protected airspace for other aircraft. (D) 473.6 B. Diagram:
PROTECTED AIRSPACE
DME FIX TOLER-

ANCE AREA
NAVAID
FIX TOLERANCE AREA
473.7
If applying geographical separation, determine
the appropriate fix tolerance area in
accordance with the following:
A. If position information is derived from radar, 473.7 A. Note:
use the appropriate radar separation This does not apply if both aircraft are radar
minimum. (N)(R) identified.
473.7 A. Reference:
Fix Tolerance Area; 473.6 A.
B. If position information is derived from 473.7 B. Reference:
NAVAIDs, use the values as depicted by the Navigation System Accuracies; 342, ATSAMM.
airspace planners or in accordance with
direction from unit management. (R)
C. If position information is derived from RNAV
and you are controlling RNPC or CMNPS
airspace, use the minima in sections 480
and 740 respectively.
D. If position information is derived from visual 473.7 D. Reference:
reference to the ground, use caution to Lateral Separation; 473.
ensure that the aircraft's position is
accurately defined. (R)
2005-01-20
ATC 4-57
473.8 473.8 Diagram:
Consider an aircraft that is proceeding away
from protected airspace to be geographically THE EASTBOUND AIRCRAFT
5°
separated when it has reported crossing a MUST BE VERTICALLY RADIAL “A”

SEPARATED UNTIL PAST
radial that: (D) RADIAL “A”
45° OR MORE
A. provides at least 5 degrees clearance from

the area of overlap; and
B. intersects the track of the traversing aircraft
at an angle of at least 45 degrees.
473.9 473.9 Note 1:

Unless alternate instructions are issued, apply Protection of holding airspace, in this case, is part of
restrictions to an aircraft approaching protected the planning process. It does not necessarily mean
that a hold will be effected, nor that a holding
airspace, which ensure that there will be no
clearance will be issued.
overlap of protected airspaces. (N)(R)(D) 473.9 Note 2:
If an along track DME fix can be used as the point to
effect the restriction, it must be at a sufficient
distance to enable the aircraft to enter a hold,
without there being overlap of airspace to be
protected. The following table may be used, to
determine the minimum distance that the DME fix
may be from the airspace to be protected for the
other aircraft, provided that the turn for any required
holding is specified as being away from the
protected airspace. For example, in 473.9 Diagram,
right turns must be specified, to prevent an overlap
of airspace to be protected.
12,000 and below — 15 DME
13,000 to FL250 — 25 DME
FL260 and above — 35 DME
The above distances are meant to be used on an ad
hoc basis and, as such, are predicated on worst
case scenarios. Lesser distances based on slower
speeds and lower altitudes may be used, if they are
confirmed through plotting or developed in
accordance with the Holding Criteria Document and
published in a unit directive.
473.9 Reference:
Geographical Separation; 347, ATSAMM.
2005-01-20
ATC 4-58
473.9 Diagram:
HOLDING AREA
473.10 473.10 Note 1:

If the airspace to be protected for turns of 16 Additional airspace need not be protected for
degrees or more has not been depicted, protect aircraft completing a turn below FL180, nor in
protected airspace extending 45 miles each side of
the overflown side of the track as follows: (N)
track. In these cases, aircraft are expected to
remain within the airspace protected for the track.
473.10 Note 2:
After the change of direction has been completed
and the aircraft is back on course, the appropriate
minima for the route may be used.
A. For turns of 16 degrees through 90 degrees: 473.10 A. Diagram:
(D)
14/17
MILES
1. 14 miles from FL180 to FL230 inclusive;

or
2. 17 miles above FL230.
2005-01-20
ATC 4-59
B. For turns of 91 degrees through 180 473.10 B. Diagram:
degrees, in addition to the 14/17 miles
protected on the overflown side of the track, 14/17
protect: (D) MILES
28/34 MILES
1. 28 miles from FL180 to FL230 inclusive

on the manoeuvring side of the track; or
2. 34 miles above FL230 on the
manoeuvring side of the track.
473.11
DME Lateral Separation:
You may apply one of the following DME or
lateral separation minima:
A. between aircraft maintaining specified arcs
of the same DME facility:
1. 20 miles; or (D) 473.11 A. 1. Diagram:
20 MILES
35 MILES
2005-01-20
ATC 4-60
2. 10 miles — provided both aircraft are 35 473.11 A. 2. Diagram:
miles or less from the DME facility. (D)
35 MILES
10 MILES
B. between an aircraft that is maintaining a

specified arc of a DME facility and the outer-
edge of protected airspace for other aircraft:
1. 10 miles; or (D) 473.11 B. 1. Diagram:
35 MILES
HOLDING AREA
10 MILES
2. 5 miles — provided the aircraft 473.11 B. 2. Diagram:

maintaining the specified arc is 35 miles
or less from the DME facility. (D)
35 MILES HOLDING AREA
5 MILES
2005-01-20
ATC 4-61
473.12 473.12 Note 1:
OMNI-Track Separation. The terms “inbound” and “outbound” are used in
You may apply one of the following separation relation to the facility. Same direction aircraft are
aircraft whose direction differs by less than 90
minima provided you establish aircraft on
degrees. Opposite direction aircraft are aircraft
different specified radials of the same OMNI whose direction differs by 90 degrees or more.
facility. (N) 473.12 Note 2:
Where OMNI and DME facilities are collocated, you
may use DME as follows, to satisfy the 15 miles
requirement:
Below FL180 — 17 DME
FL180 — FL450 inclusive — 18 DME
Above FL450 up to FL600 — 19 DME
A. 30 degrees between: (D) 473.12 A. Diagram:
30°
15 MILES
1. Same direction, departing, outbound

aircraft that are 15 miles or less from the
facility.
2. Same direction, en route, outbound
aircraft that are 15 miles or less from the
facility, provided the aircraft are 3
minutes or more from the facility.
B. 15 degrees between:
1. Same direction, outbound aircraft 473.12 B. 1. Diagram:
provided at least one aircraft is more
than 15 miles from the facility. (D)
15°
15 MILES
2005-01-20
ATC 4-62
2. Same direction, inbound aircraft 473.12 B. 2. Diagram:
provided the second aircraft is more than
15 miles, and 10 minutes or more, from
15°
the facility. (D)
10 MINUTES
15 MILES
3. Opposite direction aircraft provided:

a. they will pass at a point more than 15 473.12 B. 3. a. Diagram:
miles from the facility; or (D)
AIRCRAFT WILL
PASS BEYOND 15
15° MILES
15 MILES
b. the outbound aircraft is more than 15

miles from the facility.
473.13 473.13 Reference:

You may separate aircraft operating in the same Traffic Information; 405.
or opposite direction by requiring operation on
opposite sides of a track that can be accurately
determined, provided an emergency condition
necessitates this action. (R)
473.14
For aircraft operating on the same or reciprocal
tracks:
A. maintain vertical separation until an aircraft
diverging from an area of overlap, at an
angle less than 45 degrees, is separated
from the area of overlap by the greater of:
1. 5 minutes; or
2. half the longitudinal separation minimum
applicable; or
2005-01-20
ATC 4-63
B. establish vertical separation before an
aircraft converging to an area of overlap, at
an angle of less than 45 degrees, reaches a
point that is separated from the area of
overlap by the greater of:
1. 5 minutes; or
2. half the longitudinal separation minimum
applicable.
* 474.1
Separate aircraft longitudinally by a minimum
expressed in time or miles.
* 474.2 * 474.2 Note:

Apply longitudinal separation so that the After an aircraft passes a specific point, a
spacing between the estimated positions of the succeeding aircraft at the same altitude must not
arrive over the same point within less than the
aircraft is never less than a prescribed
minimum number of minutes required by the
minimum. (N) (D) standard.
* 474.2 Diagram:
Specific Point
FASTER*
SAME SPEED
TIME MINIMUM BASED ON

CONTROL ESTIMATES
* Another form of separation must be established by this point.
474.3
Establish longitudinal separation by clearing an
aircraft:
A. to depart at a specified time;
B. to arrive over a specified fix at a specified 474.3 B. Phraseology:
time; (P) ARRANGE YOUR FLIGHT TO ARRIVE OVER
(reporting point) NOT BEFORE/LATER THAN
(time).
C. to hold at a fix until a specified time; or
D. to reverse heading.
474.4
Establish longitudinal separation on the basis of
position reports only if:
2005-01-20
ATC 4-64
A. both aircraft have reported over the same
reporting point; or
B. the following aircraft has confirmed not yet
reaching the reporting point used by the
leading aircraft.
474.5 474.5 Note 1:

Initially establish longitudinal separation, You may continue to provide longitudinal separation
expressed in miles, on the basis of position based on position reports in relation to adjacent
DME facilities, provided both aircraft are en route
reports from the concerned aircraft determined
between the same two facilities and the lead aircraft
in relation to a common point. (N) has changed over to the next facility along the route.
474.5 Note 2:
Common point may be the same DME NAVAID, the
same GPS reference position or a collocated DME
NAVAID/GPS reference position.
474.5 Note 3:
GPS receivers typically display distance information
in relation to the next waypoint. Pilots can provide
distance information to other fixes upon request.
When using GPS position reports to establish
longitudinal separation, controllers must ensure that
the distance reports are in relation to a common
point.
474.5 Note 4:
Position reports based on RNAV and GPS will be
provided in miles (e.g. 30 miles from Sumspot
VOR). When position reports are based on DME,
pilots will state DME (e.g. 30 DME from Sumspot
VOR).
474.6
Apply longitudinal separation expressed in
miles by:
A. maintaining DCPC except when using DME 474.6 A. Reference:
and/or GPS to establish vertical separation; Using DME and/or GPS to Establish Vertical without
and (R) Establishing DCPC; 474.11 D.
B. requesting DME and/or GPS position
reports, as necessary, to ensure the
required separation is being maintained or
increased.
474.7 474.7 Note:

To establish longitudinal separation between Once longitudinal separation is established, there is
aircraft providing a mix of DME and GPS no requirement to impose another form of
separation, while the DME aircraft transits the DME
position reports, the DME aircraft must be
NAVAID within 10 miles, above 10,000 feet.
either 10,000 feet or below or outside of 10 474.7 Reference:
miles from the DME NAVAID, to account for Geographic Separation; 347, ATSAMM.
DME slant range. (N)(R)
2005-01-20
ATC 4-65
You may request aircraft to maintain a specified MAINTAIN AT LEAST (number) MILES/MINUTES
longitudinal separation provided the aircraft are: SEPARATION FROM (aircraft identification).
(P)
A. in direct communication with each other;
and
B. using NAVAIDs that permit determination of 474.8 B. Reference:
position and speed at intervals not 474.9 B. Notes 1 and 2 apply to this paragraph.
exceeding 40 minutes flying time. (R)
474.9
Separate aircraft on the same track by using
one of the following minima:
B. 10 minutes provided NAVAID coverage 474.9 B. Note 1:
permits determination of position and speed The phrase “NAVAID coverage permits
at intervals not exceeding 40 minutes flying determination of position and speed” means that
ATC must obtain a position report at least once
time. (N)(D)
every 40 minutes to continue to apply longitudinal
minimum of 10 minutes or less.
474.9 B. Note 2:
In addition to the actual NAVAID fixes used for
position reports, radials from VHF NAVAIDs, DME
arcs, bearings from a NDB, waypoints from RNAV
and full degrees of longitude or latitude from GPS
equipped aircraft may also be used. If any of the
above are used, the fix positions must be such that
when considering the speed of the aircraft, the
estimates and subsequent position reports between
reporting fixes are no more than 40 minutes flying
time apart.
474.9 B. Diagram:
NAVAID NAVAID
10 MINUTES
C. 5 minutes between:
1. aircraft that have departed from adjacent
locations and have reported over the
same reporting point;
2. en route aircraft that have reported over
the same reporting point; or
2005-01-20
ATC 4-66
3. a departed aircraft behind an en route 474.9 C. 3. Reference:
aircraft that has reported over the 474.9 B. Notes 1 and 2 apply to this paragraph.
reporting point serving the point of
departure; (R)
provided that, in each case, the leading aircraft
is maintaining a speed that is 20 knots or more
faster than the following aircraft and NAVAID
coverage permits determination of position and
speed at intervals not exceeding 40 minutes
flying time.
D. 3 minutes between: (D) 474.9 D. Diagram:
REPORTING POINT
3 MINUTES

2. en route aircraft that have reported over
the same reporting point; or
3. a departed aircraft behind an en route 474.9 D. 3. Reference:
aircraft that has reported over the 474.9 B. Notes 1 and 2 apply to this paragraph.
departure; (R)
faster than the following aircraft and NAVAID
coverage permits determination of position and
speed at intervals not exceeding 40 minutes
flying time.
474.10
Separate aircraft on the same track using DME
and/or GPS by one of the following minima:
A. 20 miles.
2005-01-20
ATC 4-67
B. 10 miles between: (D) 474.10 B. Diagram:
10 MILES
COMMON COMMON
POINT POINT
IF LEAD AIRCRAFT IS 20 KNOTS OR MORE FASTER

2. en route aircraft that have reported DME 474.10 B. 2. Note:
and/or LTD in relation to a common LTD is the Along Track Distance derived from a GPS
point; or (N) receiver, typically in relation to the next waypoint.
3. a departed aircraft behind an en route
aircraft that has reported over the
departure;
faster than the following aircraft.
C. 5 miles between: (D) 474.10 C. Diagram:
5 MILES
COMMON COMMON
POINT POINT
IF LEAD AIRCRAFT IS 40 KNOTS OR MORE FASTER

2. en route aircraft that have reported DME 474.10 C. 2. Note:
and/or LTD in relation to a common 474.10 B. 2. Note applies here.
point; or (N)
3. a departed aircraft behind an en route
aircraft that has reported over the
departure;
2005-01-20
ATC 4-68
faster than the following aircraft.
474.11
Separate aircraft on the same track, at the time
altitude levels are crossed, by using one of the
following minima:
A. minimum specified in 474.9 or 474.10.
B. 5 minutes provided: (D) 474.11 B. Diagram 1:
REPORTING POINT
13 000
9 000
10 MINUTES 5 MINUTES
474.11 B. Diagram 2:
REPORTING POINT
13 000
9 000
1. the altitude change is commenced not

later than 10 minutes after the following
aircraft has reported over the reporting
point used by the leading aircraft;
2. the leading aircraft is descending
through the altitude of the following
aircraft or the following aircraft is
climbing through the altitude of the
leading aircraft; and
3. the vertical separation at the time of
commencement of change is 4,000 feet
or less.
C. 10 miles provided:
2005-01-20
ATC 4-69
1. both aircraft are using DME and/or GPS;
and
leading aircraft.
D. When you are unable to establish DCPC, 10 474.11 D. Reference:
miles provided: (R) Maintaining DCPC; 474.6.
1. both aircraft are using the same DME 474.11 D. 1. Note:
and/or LTD from a common point; (N) 474.10 B. 2. Note applies here.
2. the leading aircraft is 20 knots or more
faster than the following aircraft;
leading aircraft;
4. the vertical separation at the
commencement of change is 4,000 feet
or less; and
5. the position of the lead aircraft is
determined before that of the following
aircraft.
474.12 474.12 Reference:

Separate aircraft on crossing tracks by using Geographic Separation; 347, ATSAMM.
one of the following minima: (R)
Application of Additional Separation; 471.3.
B. 10 minutes provided NAVAID coverage 474.12 B. Reference:
permits determination of position and speed 474.9 B. Notes 1 and 2 apply to this paragraph.
at intervals not exceeding 40 minutes flying 474.12 B. Diagram:
time. (R)(D)
10 MINUTES
2005-01-20
ATC 4-70
C. 20 miles provided both aircraft are using 474.12 C. Diagram:
DME and/or LTD from a common point and
the tracks cross at the common point. (D) COMMON
POINT
20 MILES
D. 10 miles provided both aircraft are using

DME and/or LTD from a common point and
the tracks cross at the common point, and
the leading aircraft is maintaining a speed
that is 20 knots or more faster than the
following aircraft.
475 INITIAL SEPARATION
475.1
You may apply one of the separation minima
contained in this subsection until another
separation minimum is established provided:
A. if aircraft depart from the same runway, the 475.1 A. Note:
leading aircraft is not authorized to turn in The use of the word track throughout subsection
either direction, to a track that is more than 475 is to be used synonymously with heading,
bearing, radial, ILS course, etc. Provided the
135 degrees from the extended runway
divergence is 45 degrees or more, you may apply a
centreline; or (N) heading to one aircraft and a track to the other.
Below that value, do not intermingle headings and
precisely defined tracks for initial separation
application; that is, do not assign a heading to one
aircraft and a track to the other.
B. if aircraft depart from different runways, the
leading aircraft is not authorized to turn:
1. toward the extended centreline of the
runway to be used by the following
aircraft; and
2. in the other direction to a track that is
more than 135 degrees from the
extended centreline of the runway to be
used by the following aircraft.
475.2
You may separate a departing aircraft from
other departing aircraft by using one of the
following minima:
2005-01-20
ATC 4-71
A. 5 minutes until altitude levels are crossed 475.2 A. Diagram:
provided: (D)
5 MINUTES
1. the following aircraft will climb through

the altitude of the leading aircraft; and
2. both aircraft follow the same track until
vertical separation is established.
B. 5 minutes provided: (R)(D) 475.2 B. Reference:
Airspeed Limitations; 602.32, CARs.
475.2 B. Diagram:
+ 20KT
5 MINUTES
1. the leading aircraft will maintain a speed

following aircraft; and
2. NAVAID coverage permits determination 475.2 B. 2. Reference:
of position and speed at intervals not 474.9 B. Notes 1 and 2 apply to this paragraph.
C. 3 minutes provided: (R) 475.2 C. Reference:
Airspeed Limitations; 602.32, CARs.
1. the leading aircraft will maintain a speed
following aircraft; and
2. NAVAID coverage permits determination 475.2 C. 2. Reference:
of position and speed at intervals not 474.9 B. Notes 1 and 2 apply to this paragraph.
2005-01-20
ATC 4-72
D. 3 minutes until tracks diverge provided: (D) 475.2 D. Diagram:
45°
A B
NOTE:
A =5 MINUTES
B =3 MINUTES
1. both aircraft will follow the same track

initially and then assigned tracks that
diverge by 45 degrees or more; and
2. the tracks diverge not later than 5
minutes after the second aircraft takes
off.
E. 3 minutes until altitude levels are crossed 475.2 E. Diagram:
provided: (D)
15 MILES 3 MINUTES
1. prior to reaching 15 miles from the

departure runway, the following aircraft
will climb through the altitude of the
leading aircraft; and
2. both aircraft will follow the same track
until vertical separation is established.
2005-01-20
ATC 4-73
F. 1 minute until tracks diverge provided: 475.2 F. Reference:
(R)(D) Initial Separation; 475.1 A. Note.
Wake Turbulence - Application; 381.
475.2 F. Diagram:
1 MINUTE
45°
1. both aircraft will follow assigned tracks

that diverge by 45 degrees or more.
2. The tracks diverge as soon as 475.2 F. 2. Note 1:
practicable after takeoff and (N) Aircraft should not be expected to turn from the
normal departure path until they have reached an
altitude which provides obstacle clearance.
475.2 F. 2. Note 2:
No other applications are authorized.
a. if the speed of a following aircraft will
exceed that of a leading aircraft, turn
the leading aircraft. Do not authorize
a following aircraft to depart until the
leading aircraft has commenced the
turn.
b. If the speed of the following aircraft
will not exceed that of a leading
aircraft:
i. turn either aircraft as soon as
practicable; or
ii. turn both aircraft as soon as
practicable such that the angle
between their tracks equals 45
degrees or more.
3. Do not authorize successive aircraft to
turn toward the same side of the
extended runway centreline.
2005-01-20
ATC 4-74
G. 10 miles until altitude levels are crossed 475.2 G. Diagram:
provided: (D)
10 MILES
1. the following aircraft will climb through

the altitude of the leading aircraft; and
2. both aircraft use DME and/or GPS and 475.2 G. 2. Note:
follow the same track to or from a 474.10 B. 2. Note applies here.
common point immediately after takeoff.
(N)
H. 5 miles provided: (D) 475.2 H. Diagram 1:
A B
30°
NOTE:
A = 15 MILES
B = 5 MILES
475.2 H. Diagram 2:
15 MILES
5 MILES
1. other separation will be established not

later than the time the following aircraft
reaches a point 15 miles from the
departure runway; and
2005-01-20
ATC 4-75
2. both aircraft use DME and/or GPS and 475.2 H. 2. Note:
follow the same track to or from a 474.10 B. 2. Note applies here.
common point immediately after take-off.
(N)
475.3 475.3 Diagram:

You may authorize simultaneous takeoffs from
parallel runways provided: (D)
4,300 FT.
45 DEGREES
OR MORE
A. the runways are 4,300 feet or more

(centreline to centreline) apart;
B. neither aircraft will turn towards the other
runway;
C. both aircraft will follow assigned tracks that
diverge by 45 degrees or more immediately
after takeoff; and
D. traffic information is passed to both aircraft.
475.4 475.4 Diagram:

You may authorize simultaneous takeoffs from
non-intersecting runways provided: (D)
45 DEGREES
30 DEGREES OR MORE
OR MORE
A. the runways diverge by 30 degrees or more;

B. neither aircraft will turn toward the other
runway; and
C. the aircraft will fly assigned tracks that
after takeoff.
2005-01-20
ATC 4-76
475.5 475.5 Diagram:
When aircraft are departing from intersecting
runways, you may authorize a succeeding
aircraft to take off provided: (D)
30 DEGREES
45 DEGREES
OR MORE
OR MORE
A. the runways diverge by 30 degrees or more;

B. the preceding aircraft has passed the point
of runway intersection;
C. neither aircraft will turn toward the other
runway; and
D. the aircraft will fly assigned tracks that
after takeoff.

You may authorize takeoffs in any direction Protected Airspace for Departures; 356, ATSAMM.
provided the airspace to be protected for the
departure areas do not overlap. (R)
475.7
You may authorize a departing aircraft to take
off, while an arriving aircraft is on an instrument
approach to the same airport:
A. in any direction, provided it will have a
minimum of 5 minutes separation from an
arriving aircraft on a straight-in approach, at
the point where it will alter its heading to
diverge from the reciprocal of the final
approach track of the arriving aircraft by a
minimum of:
2005-01-20
ATC 4-77
1. 45 degrees; or (D) 475.7 A. 1. Diagram:
5 MINUTES
45 DEGREES
2. 30 degrees, provided both the arriving 475.7 A. 2. Diagram:

and departing aircraft will use a facility
located on the airport, that provides track
5 MINUTES
guidance in the form of an OMNI radial
or an ILS front or back beam; or (D)
30 DEGREES
LOCALIZER
RADIAL VOR
B. in a direction that differs from the reciprocal 475.7 B. Reference:

of the final approach track of the arriving Approach Clearances; 465.
aircraft by a minimum of 45 degrees, except Separation - Application; 471.
when an arriving aircraft will make a
procedure turn, in which case the minimum
is increased to 90 degrees on the procedure
turn side of the final approach track,
provided the departing aircraft is airborne:
(R)
2005-01-20
ATC 4-78
1. before the arriving aircraft is estimated to 475.7 B. 1. Note:
be not less than 3 minutes from the A. The 90 degree minimum may be reduced to 45
instrument runway; or (N)(R)(D) degrees on the procedure turn side of the final
approach track, where airspace planners have
determined and documented that the protected
airspace associated with the departure
procedure does not overlap the airspace to be
protected for the initial approach area.
B. Apply this minimum only if:
1. the arriving aircraft is making a straight-in
approach; or
2. the fix from which the procedure turn is
commenced is located between the
procedure turn and approach end of the
instrument runway.
C. Apply this minimum when an arriving aircraft
executes a circling procedure, only if the
procedure is authorized in accordance with
ATSAMM 324.
D. Use controller computed estimates and obtain
reports from the arriving aircraft as necessary, to
ensure achievement of the 3 minute minimum.
Instrument Runway; Definitions.
475.7 B. 1.. Diagram 1:
45°
45°
3 MINUTES
475.7 B. 1. Diagram 2:
90°
3 MINUTES
45°
2005-01-20
ATC 4-79
2. before the arriving aircraft leaves a fix 475.7 B. 2. Note:
inbound not less than 4 miles from the A. The 90 degree minimum may be reduced to 45
instrument runway. (N)(D) degrees on the procedure turn side of the final
approach track, where airspace planners have
determined and documented, that the protected
airspace associated with the departure
procedure does not overlap the airspace to be
protected for the initial approach area.
B. Apply this minimum only if an airport control
service is being provided.
C. Apply this minimum when an arriving aircraft
executes a circling procedure, only if the
procedure is authorized in accordance with
ATSAMM 324.
D. Specify the fix at which the pilot is to report
inbound.
E. The fix can be based on LTD during a GPS
approach.
475.7 B. 2. Diagram 1:
45°
45°
4 MILES
475.7 B. 2. Diagram 2:
90°
45° 4 MILES
2005-01-20
ATC 4-80
476 SEPARATION FROM CLASS F
AIRSPACE
476.1 476.1 Note:

Apply the appropriate separation minimum Times published in the DAH state when a restricted
between an aircraft and the outer edge of Class or advisory area is active. A user agency may
release in part or in total an area when not in use to
F airspace, except if: (N)
a controlling agency (joint use). In such cases, ATC
may advise the aircraft that the airspace is inactive
and issue a clearance. Such arrangements for
release should be contained in an Agreement
between the user and controlling agencies. Areas
released for use by ATC assume the same airspace
classification as the surrounding airspace.
A. the aircraft states that it has obtained 476.1 A. Note:
permission from the user agency to enter Aircraft are prohibited from entering an active
the area; (N) restricted area unless permission is granted by the
user agency or the area is released to the
controlling agency by the user agency.
B. the aircraft is operating on an ALTRV APVL;
or
C. the aircraft has been cleared for a contact or 476.1 C. Reference:
visual approach. (R) Contact Approach: 466.
Visual Approach: 566.
Visual Approaches to Multiple Runways; 567.
Published Visual Approach Procedures; 568.

If an aircraft requests a clearance to penetrate ADVISORY AREA (name/number) IS ACTIVE. AN
an advisory area or fly closer to it than ATC CLEARANCE CANNOT BE ISSUED. YOU
ARE PROCEEDING THROUGH ADVISORY AREA
separation minima would permit without
AT YOUR OWN RISK.
permission from the user agency, advise the
aircraft that you are unable to provide an IFR
clearance. If the aircraft insists on penetrating
the advisory area or fly closer to it than
separation minima would permit, issue an
advisory. (P)

Apply 500 feet vertical separation from an Canadian Domestic ATC Separation Standards,
active Class F advisory airspace, unless wake 821, CARs.
turbulence minima is required, in which case
apply 1,000 feet vertical separation. (R)
477 SEPARATION FROM AIRSPACE

RESTRICTED BY THE MINISTER
477.1
Apply vertical, lateral or geographical
separation between an aircraft and the
following:
2005-01-20
ATC 4-81
A. an area in the vicinity of a forest fire as 477.1 A. Note:
defined by NOTAM; and (N)(R) The Minister may issue a NOTAM restricting
operations in the vicinity of a forest fire.
477.1 A. Reference:
Forest Fire Aircraft Operating Restrictions; 601.15,
CARs.
B. areas restricted to ensure aviation safety. 477.1 B. Reference:
(R) Orders Prohibiting or Restricting Aircraft Operation;
601.18, CARs.
478 SEPARATION FROM PHOTOGRAPHIC

SURVEY AIRCRAFT
478.1 478.1 Note 1:

Protect airspace in the following dimensions for Coverage permitting, radar separation may be
photographic survey aircraft that are operating provided between other aircraft and the photo
survey aircraft or between other aircraft and the
on specific flights in accordance with CVFR or
airspace to be protected for the photo survey
IFR: (N)(R)(D) aircraft.
478.1 Note 2:
Photo survey aircraft flying a flight line should not be
given a turn for the purpose of establishing radar
identification.
478.1 Reference:
Flight Line; Definitions.
Pilot Procedures Photographic Survey Flights.
602.34, CARs.
478.1 Diagram:
FLIGHT LINES
4NM
AIRSPACE TO BE PROTECTED
A. 4 miles each side of tracks; and

B. 4 miles beyond the end of the flight line for 478.1 B. Reference:
aircraft below FL180 to complete a turn from Lateral Separation; 473.
one flight line to another or the appropriate
minima for aircraft turning at or above
FL180. (R)
2005-01-20
ATC 4-82
Protect the complete photo block for CVFR and Photo Block; Definitions.
IFR photographic aircraft operating within a Lateral Separation; 473.
Photographic Survey Flights; 360, ATSAMM.
flight planned photo block. (R)(D)
478.2 Diagram:
PHOTO BLOCK
NO OVERLAP
VERTICAL SEPARATION MUST BE

PROVIDED UNTIL THE AIRCRAFT
IS CLEAR OF THE OVERLAP
AREA
2005-01-20
ATC 4-83
480 RNPC
481 RNPC GENERAL
481.1 481.1 Note 1:

Apply the criteria and procedures in this section Certification to operate in accordance with RNPC
to RNPC certified aircraft and to aircraft with an will be indicated by the appropriate suffix on
domestic flight plans. Aircraft indicating certification
equipment suffix /G operating within RNPC
to operate in NAT MNPS airspace are considered
airspace, unless otherwise indicated. (N)(R) certified for RNPC airspace. Foreign carriers over-
flying Canada may be considered certified, on the
basis that they have flight planned into the airspace
and their route of flight indicates the use of RNAV
equipment. If for any reason (aircraft type, route,
track keeping etc.) you suspect an aircraft may not
be certified, you should query the pilot and,
depending upon the response, take appropriate
action.
* 481.1 Note 2:
Filing an IFR flight plan with /G implies that the GPS
receiver is TSO C 129 certified as per TC AIM RAC
3.16.4 (a) 5.
481.1 Reference:
RNPC Airspace; Definitions, Designated Airspace
Handbook.

You may clear an aircraft “via RNAV direct” to VIA RNAV DIRECT.
indicate the method of navigation expected to
be used. (P)
482 RNPC VERTICAL SEPARATION
482.1
between RNPC certified aircraft on reciprocal
tracks, provided RNAV positions indicate they
have passed and are 30 miles apart.
2005-01-20
ATC 4-84
483 RNPC LATERAL SEPARATION

For RNPC certified aircraft protect: (R)(D) Transition Domestic to Oceanic; 346, ATSAMM.
483.1 Diagram:
10 MILES
10 MILES
NO OVERLAP
A. 10 miles each side of track, if operating off

airways; or
B. the airspace to be protected for an airway, if
operating on airways.
484.1
Apply longitudinal separation, expressed in
miles, by:
A. maintaining DCPC; and
B. requesting position reports determined
through RNAV, as necessary, to ensure
required separation is maintained or
increased; or
C. use of radar.

Advise RNPC certified aircraft to use DME USE DME DISTANCES.
distance if applying DME separation. (P)
484.3 484.3 Note:

Separate RNPC certified aircraft operating on Aircraft using RNAV have the capability to report a
the same track, or crossing tracks, by a position at any point along their track.
minimum of 10 minutes. (N)
2005-01-20
ATC 4-85
484.4 484.4 Diagram:
Separate RNPC certified aircraft operating on
the same track by 30 miles, provided distance is
determined through RNAV from a common
point. (D)
COMMON
POINT
30 MILES 30 MILES
484.5 484.5 Note:

You may separate RNPC certified aircraft that As necessary, request position reports from
are transitioning from a radar to a non radar common points to ensure the required separation is
being maintained or increased.
environment, but have not reported over a
common point, by 30 miles provided you ensure
through the use of radar or RNAV distance that
the minimum will exist at the common point
from which the aircraft will follow the same track
or continuously diverging tracks. (N)
484.6
Separate RNPC certified aircraft on crossing
tracks by 30 miles, as determined by RNAV
distance from the crossing point.
2005-01-20
ATC 4-86
484.7 484.7 Note 1:
If aircraft are on crossing tracks or converging The other aircraft need not be RNPC certified.
to or diverging from an area of overlap at an 484.7 Note 2:
DCPC is not required in this case.
angle of less than 45 degrees, establish vertical
484.7 Note 3:
separation before the RNPC certified aircraft If an RNAV position along the track of the
reaches a point 15 miles, as determined by approaching aircraft can be used as the point to
RNAV, from the area of overlap. (N)(D) effect the restriction, it must be at least 15 miles
from the area of overlap. Since the pilot has
continuous readout of distance to go, there is
reasonable assurance that the restriction will be
achieved without holding.
484.7 Note 4:
You may use the following table to determine the
distance from various protected airspaces, at which
vertical separation must be established, as
measured from where the tracks cross.
AREA OF OVERLAP
(INCLUDING THE 15 MILES MINIMUM)
BETWEEN A RNPC CERTIFIED AIRCRAFT AND THE FOLLOWING ROUTE WIDTHS
ANGLE 8 MILES VOR 8.68 MILES LF 20 MILES 60 MILES 90 MILES NO

BETWEEN AIRWAY AIRWAY RNPC CMNPS NAVIGATION
TRACK
20° 38 40 73 188 274

25° 34 35 61 164 223
30° 31 32 54 131 199
35° 28 29 48 115 165
40° 27 28 44 103 147
45° 26 26 41 93 132
50° 25 25 39 86 121
60° 23 24 35 75 105
70° 22 23 32 67 93
80° 21 22 31 61 85
90° 21 21 29 57 79
484.7 Note 5:
In lieu of specifying a RNAV distance, vertical
separation may be established or discontinued,
where the aircraft crosses the nearest full or half
degree of latitude or longitude that will provide the
required separation.
2006-01-19
ATC 4-87
484.7 Diagram:
51N
15 MILES
LATITUDE OR
LONGITUDE OR
RNAV DISTANCE
15 MILES
50N

— MACH-NUMBER TECHNIQUE
485.1
Apply longitudinal separation minima using
Mach-number technique, to RNPC certified
aircraft operating within or proceeding to or
from RNPC airspace.
485.2 485.2 Note:

Assign the appropriate Mach-number, for the When reclearing aircraft on entry into RNPC
duration of the application, whenever Mach- airspace from oceanic airspace, and separation is
based on Mach-number technique, it is necessary
number is being used for separation. (N)(R)
that the Mach-number form part of the clearance.
* 485.2 Reference:
Mach-number; RAC 8.3.1, TC AIM.

Ensure that the required separation is being CONFIRM MAINTAINING MACH (number).
maintained or increased while applying Mach- 485.3 Note:
Requests for confirmation of Mach-number may be
number technique by obtaining, as necessary,
done in conjunction with a position report.
confirmation from the pilot that the assigned
Mach-number is being maintained. (P)(N)
2006-01-19
ATC 4-88
485.4 485.4 Diagram:
Separate RNPC certified aircraft by 10 minutes 10 MINUTES
provided: (D)
FL350
10 MINUTES
FL330
FL310
10 MINUTES
A. Mach-number technique is used; (R) 485.4 A. Reference:

Mach-number Technique; Definitions.
B. aircraft are in level flight, climbing, or
descending;
C. aircraft are operating on the same track or
continuously diverging tracks;
D. aircraft have reported over a common point; 485.4 D. Reference:
and (R) Common Point; Definitions.
E. the required longitudinal separation will be 485.4 E. Reference:
maintained until tracks diverge; and, when Significant Point; Definitions.
tracks diverge, the required lateral 485.4 E. Diagram:
55N
separation, and at least 5 minutes
longitudinal separation, will exist at the next
REQUIRED
significant point. (R)(D) LATERAL
10 MIN. AT THE SEPARATION
POINT WHERE AND 5 MINUTES
TRACKS DIVERGE
SAME TRACK
50N
2006-01-19
ATC 4-89
485.5 485.5 Diagram:
You may separate aircraft that have not
reported over a common point, as specified in
485.4 D., provided you ensure through the use
COMMON
of radar, DME, or RNAV distance, that the POINT
minimum will exist at the common point from
which the aircraft will follow the same track or
continuously diverging tracks. (D)
LIMIT OF RADAR / DME

COVERAGE
485.6 485.6 Note:

You may reduce the minimum specified in 485.4 The 5 minute longitudinal separation minimum is no
in accordance with the following table, provided: longer required, if the aircraft are following
continuously diverging tracks and the required
(N)
lateral separation will be achieved at the next
significant point.
A. the preceding aircraft is maintaining a
greater Mach-number than the succeeding
aircraft; and
B. 1. the aircraft reported over a common 485.6 B. 1. Note:
point; or (N) The fix tolerance area for the fix derived from
ground based NAVAIDs shall not exceed that of an
NDB at the appropriate altitude.
2. radar, DME, or any RNAV distance is
used to ensure that the appropriate time
interval exists and will exist at the
common point.
MACH MINIMUM
DIFFERENCE SEPARATION
.02 9 MINUTES
.03 8 MINUTES
.04 7 MINUTES
.05 6 MINUTES
.06 5 MINUTES
2006-01-19
ATC 4-90
485.7 485.7 Note 1:
Separate a faster succeeding aircraft from a Determine the extra time required by following the
preceding aircraft, by ensuring that not less column of the slower aircraft groundspeed until it
intercepts the difference in Mach column. Multiply
than 10 minutes longitudinal separation is
this time by the number of hours the faster aircraft
maintained: (N) will fly from the point of application to the point of
destination/divergence/other separation, to
determine the additional longitudinal separation
necessary.
485.7 Note 2:
Where automated systems provide conflict
prediction, there is no requirement to use the table
to determine the appropriate separation minimum.
485.7 Note 3:
Groundspeed based on RNAV systems, or radar
displayed information, is acceptable.
MACH 1 HOUR GROUND SPEED OF SLOWER/
DIFFER- EXTRA MINUTES AT
ENCE ENTRY
300 350 420 480 540
.01 2 1 1 1 1
.02 3 2 2 2 2
.03 4 3 3 3 2
.04 5 4 4 3 3
.05 6 5 5 4 4
.06 8 6 6 5 4
.07 9 7 6 6 5
.08 10 8 7 6 6
.09 11 9 8 7 6
.10 12 10 9 8 7
A. until tracks diverge, provided the required

lateral separation and at least 5 minutes
longitudinal separation will exist at the next
significant point; or
B. to a point at which another form of
separation will be achieved.
2005-01-20
ATC 4-91
486 RNPC PARALLEL OFFSET
PROCEDURES - NON-RADAR
ENVIRONMENT
486.1 486.1 Note 1:

In a non-radar environment, you may use Parallel offset is a feature of some RNAV systems
parallel offset techniques provided: (N) and enables the aircraft to fly offset from a specific
route by a specific number of miles.
486.1 Note 2:
Aircraft will normally not diverge to the offset track
by more than 45 degrees. Some RNAV systems are
limited in the offset distance.
A. aircraft are operating within RNPC High
Level Controlled Airspace;
B. the procedure is used to accomplish an
altitude change;
C. aircraft are operating on same direction
tracks;
D. the aircraft to be offset;
1. is RNPC certified; and (R) * 486.1 D. 1. Reference:
Flight Progress Strip Data; 903.
Equipment; RAC 3.16.4, TC AIM.
2. confirms the capability to offset. (P) 486.1 D. 2. Phraseology:
ADVISE IF ABLE TO PROCEED PARALLEL
OFFSET.
E. the minimum offset value ensures at least 486.1 E. Note:
10 miles separation from the edge of the The other aircraft is not required to be RNPC
protected airspace of the other aircraft; certified.
486.1 E. Diagram:
(N)(D)
10 MILES
F. vertical separation is maintained until the 486.1 F. Phraseology:

offset aircraft reports established on the PROCEED OFFSET (number) MILES (right/left) OF
parallel offset track. (P) CENTRELINE (track/route) REPORT
ESTABLISHED ON PARALLEL OFFSET.
— or —
PROCEED OFFSET (number) MILES (right/left) OF
CENTRELINE (track/route), AT (significant point/
time) UNTIL (significant point/time) REPORT
ESTABLISHED ON PARALLEL OFFSET.
2005-01-20
ATC 4-92
486.2
When the offset aircraft reports established on
the parallel offset track, you may issue a
clearance for an altitude change to either
aircraft.
486.3
Request reports to determine the re-
establishment of vertical separation.
486.4
Unless required for further control purposes,
once vertical separation is re-established,
cancel the parallel offset, or clear the offset
aircraft to a downstream waypoint or fix on its
route of flight.
2006-01-19
ATC 4-93
490 COORDINATION
491 FLIGHT DATA TRANSFER
491.1 491.1 Note 1:

If passing data on an IFR or CVFR flight, obtain Data on an IFR flight includes estimates, position
a readback for: (N) reports, and revisions.
491.1 Note 2:
This paragraph applies when exchanging data with
foreign NAT oceanic controllers, but not with
communications agencies or other foreign
controllers.
A. aircraft identification; and
B. the following if passed:
1. estimate or actual time for the fix; and
2. altitude information.
491.2 491.2 Note:

If receiving data on an IFR or CVFR flight, read 491.1 Notes 1 and 2 also apply to this paragraph.
back: (N)
A. aircraft identification; and
B. the following if received:
1. estimate or actual time for the fix; and 491.2 B. 1. Note:
(N) The receiving controller may omit reading back the
estimate if a radar hand-off will follow between the
sectors or units concerned.
2. altitude information.
492 IFR UNIT — IFR UNIT

Coordinate a clearance before transmission to Altitude Assignment — General; 431.
an aircraft, if it will become effective within
another unit's area of responsibility. (R)
492.2
The receiving controller shall, if necessary,
inform the transferring controller of:
A. the pertinent details to be included in the
combined clearance; and
B. the time period during which the clearance
may be issued.
492.3 492.3 Note:

Forward the following flight data and control This time requirement may be increased or
information 15 minutes or more before an IFR decreased by an Agreement or an Arrangement.
492.3 Reference:
or CVFR aircraft is estimated to enter an
Position Report Messages; 243.
adjacent IFR unit's area: (N)(R)
A. Aircraft identification.
2006-01-19
ATC 4-94
B. Type of aircraft: (N) 492.3 B. Note:
The spoken word “HEAVY” is used to identify heavy
category aircraft.
1. prefixed by the number of aircraft if more
than one; and
2. the appropriate equipment suffix.
C. Speed:
1. filed true airspeed in knots;
2. Mach-number; or
3. actual ground speed.
D. SSR code assignment, if necessary.
E. Point of departure, remaining portion of the
route of flight as specified in the original or
amended clearance, and destination.
F. Estimated time and altitude over the last fix * 492.3 F. Reference:
within the control area or other point agreed Reduced Vertical Separation Minimum (RVSM)
to by the concerned units. (R) Procedures; 408.
G. Altitude of entry into the adjacent unit's area
if different from the altitude over the last fix.
H. Estimated time of arrival as specified in the
flight plan if requested.
I. Clearance information, such as:
1. clearance limit if other than the
destination airport; or
2. special instructions if issued.
J. The fact that an aircraft is a diversion, if this
is the case.
K. Altitude requested if different from the
assigned altitude.
L. Other information if appropriate. (N) 492.3 L. Note:
Other information may include a declaration of
minimum fuel or an emergency.
492.4 492.4 Note:

Where units are connected by a functioning Approved data transfer links that meet the criteria
data transfer link, data specified in 492.3 B., C., are:
A. NFDPS/NFDPS; and
D., and E., does not require confirmation by
B. GAATS/FDPS.
controllers passing and receiving estimates. If
amendments to this data have been made and
are not included in the original flight plan
message, controller confirmation is required.
(N)
2005-01-20
ATC 4-95
492.5
Flight data received from another unit via a
functioning data transfer link, shall be
processed by the receiving unit without any
changes being made to the data, unless the
change is highlighted on all affected controllers'
flight progress strips.
492.6
Forward:
A. information revised because of changes to 492.6 A. Note:
previously passed data; and (N) IFR units connected by a functioning data transfer
link, should ensure that flight data amendments are
sent via link message.
B. a revised control estimate if it differs from
the previously passed estimate by 3 minutes
or more.
492.7
Forward the position report over the last fix
within the control area if:
A. the report indicates that only minimum
separation exists at that point; or
B. the report differs from the previously passed
estimate by 3 minutes or more.
492.8
Specify the separation minimum being applied
if less than 10 minutes longitudinal separation
will exist between aircraft entering a receiving
unit's area.
* 492.9
In RVSM airspace, where there is a vertical
sector split, and Non-RVSM aircraft will be
operating less than 2000 ft from the vertical
sector boundary, coordinate with the vertically
adjacent sector.
493 IFR UNIT — TOWER AND FLIGHT

SERVICE STATION
493.1 493.1 Note:

Forward to towers, FSSs, or FICs the following This time requirement may be increased or
data concerning arriving IFR aircraft 15 minutes decreased by an Arrangement.
or more before the aircraft will establish
communication with the tower, FSS or FIC: (N)
A. Aircraft identification.
2005-01-20
ATC 4-96
B. Type of aircraft, prefixed by the number of
aircraft if more than one.
C. Point of departure.
D. An estimate over an adjacent en route 493.1 D. Note:
navigation facility or over the navigation Clearly state the name of the navigation facility to
facility serving the approach procedure to be which the estimate applies.
used. (N)
E. Other information, including the fact that an
aircraft is a diversion.
493.2
Forward to towers or FSSs:
A. revised information because of changes to
data previously passed; and
B. a revised control estimate if it differs from
the previously passed estimate by 3 minutes
or more.
493.3
Forward to towers or FSSs, the position report
over the approach aid if it differs from the
previously passed estimate by 3 minutes or
more, unless you are aware that the tower or
FSS has the report.
493.4
Forward to towers or FSSs, the following data
concerning departing IFR or CVFR aircraft as
soon as practicable:
A. Flight plan data if other than a scheduled air
carrier flight.
B. Anticipated delay to a departing aircraft.
493.5
Forward to towers or FSSs, pertinent data
concerning over-flying IFR or CVFR aircraft that
will penetrate a control zone.

Inform the tower or FSS of any condition that Message Composition; 172.
necessitates revision of an ATIS message. (R)
2006-07-20
ATC 4-97
494.1 494.1 Note:

Transfer radio communications immediately Coordination procedures for radio communication
prior to an aircraft entering the receiving transfer may be outlined in unit directives or
Agreements or Arrangements.
controller's area of responsibility unless
494.1 Reference:
otherwise coordinated. (N)(R) Unit Directives; 204, ATSAMM.
ATSAMM.

When a change of frequency is required, CONTACT/MONITOR (unit/function/agency) ON
instruct the aircraft to contact or monitor: (P) (frequency) NOW/AT (time)/AT/OVER (location/fix).
A. a specified unit/function/agency; (R) 494.2 A. Reference:
B. on a specified frequency;
C. 1. now;
2. at a specified time; or
3. over a specified fix.
494.3 494.3 Note:

Specify both primary and secondary high The frequencies may be specified in a unit directive,
frequencies (HF) if transferring an aircraft to HF. an Agreement or an Arrangement.
(N)
494.4 494.4 Note 1:

If possible resolve all traffic conflictions for an An uncontrolled aerodrome is an aerodrome without
IFR aircraft approaching an uncontrolled a Control Tower in operation.
494.4 Note 2:
aerodrome except as specified in 494.7. (N)
Mandatory Frequencies, where designated, will be
published in the Canada Air Pilot and the Canada
Flight Supplement.

Instruct an aircraft, approaching a Mandatory (Aircraft ident) ADVISE PRIOR TO LEAVING THIS
Frequency Area, to make all required reports on FREQUENCY TO MAKE THE MANDATORY
FREQUENCY REPORTS.
the Mandatory Frequency. (P)(R)
(Aircraft ident) ADVISE RETURNING TO THIS
FREQUENCY.
494.5 Reference:
Radar Service; 223, ATSAMM.
Reporting Procedures for IFR Aircraft when
Approaching or Landing at an Uncontrolled Airport;
602.104, CARs.

Instruct an aircraft to change to the Mandatory Reporting Procedures for IFR Aircraft when
Frequency before it reaches the Mandatory Approaching or Landing at an Uncontrolled Airport;
602.104, CARs.
Frequency specified area. (R)
2006-07-20
ATC 4-98
494.7
If you require the aircraft on your frequency
when it is in the Mandatory Frequency Area:
A. confirm that the pilot is capable of
maintaining a listening watch on the
Mandatory Frequency while remaining on
the ATC frequency;
B. advise the communications agency having
the Mandatory Frequency that you will retain
the aircraft on your frequency, give an
estimated position of the aircraft, the pilot's
intentions and request traffic information; or
C. if there is no direct line to the agency having
the Mandatory Frequency, advise the pilot to
make a report of the aircraft position and
intentions on the Mandatory Frequency,
monitor the MF and return to your
frequency.
494.8
If an aircraft is unable to maintain a listening
watch on the Mandatory Frequency while
remaining on the ATC frequency, resolve all
conflicts with the aircraft and change the aircraft
to the Mandatory Frequency prior to the
specified Mandatory Frequency Area.
494.9
Instruct, in the initial clearance, departing IFR
aircraft in a Mandatory Frequency Area to
contact the appropriate ATC frequency at the
Mandatory Frequency Area boundary, or
sooner when required, only if the aircraft is
capable of maintaining a listening watch on the
Mandatory Frequency.
494.10 494.10 Note:

Specify a DCPC frequency if the aircraft is, or Communication range depends on both altitude and
will be, within communication range. Otherwise, distance.
specify the frequency of an appropriate
communication agency. (N)
2005-01-20
ATC 4-99
495.1
The responsibility for control of a departing IFR
or CVFR aircraft is automatically transferred
from the tower to the IFR unit as soon as the
aircraft is airborne unless otherwise
coordinated.
495.2 495.2 Note:

The responsibility for control of an arriving IFR Except in Class A airspace, an aircraft may cancel
or CVFR aircraft is automatically transferred IFR and proceed CVFR or VFR. Control transfer is
effected as specified in Agreements or
from the IFR unit to the tower as soon as the
Arrangements.
aircraft has landed unless otherwise 495.2 Reference:
coordinated. (N)(R) Control Transfer; 362.
495.3 495.3 Note:

You may approve a tower's request for control Control transfer cannot be effected if the aircraft
of an arriving IFR or CVFR aircraft provided the conducting the approach has indicated no intention
of landing upon completion of the approach and will
aircraft: (N)
continue to operate on an IFR clearance, i.e. the
aircraft will execute a missed approach, perform
another instrument approach or proceed to another
location.
A. has been cleared for an approach; or
B. will have been cleared for an approach
when it reaches the point agreed upon by
you and the airport controller.
495.4
If you are able to approve a tower's request for
control of an arriving IFR or CVFR aircraft,
respond in the following form:
B. YOUR CONTROL.
C. NOW/AT (specific point).
D. (Conditions applicable to control transfer if
necessary).
E. (Information regarding the next IFR or
CVFR arrival if necessary).
495.5
If you are unable to approve a tower's request
for control of an arriving IFR or CVFR aircraft,
respond in the following form:
B. UNABLE.
C. (The reason for refusal if workload permits).
2005-01-20
ATC 4-100
496 AIRCRAFT DIVERSIONS
496.1 496.1 Note:

Forward information regarding diverting aircraft Since a diversion may be expected to affect fuel
to adjacent sectors/units as soon as possible reserves, timely coordination is beneficial and
required.
after being made aware of it. (N)
2005-01-20
ATC 4-101
500 _ GENERAL
502 DISPLAY PRESENTATION
503 ALTITUDE READOUTS
504 ALTITUDE FILTERS
505 POSITION REPORTS — RADAR IDENTIFIED AIRCRAFT
506 PARALLEL OFFSET PROCEDURES
507 SAFETY ALERT
508 DEVIATION FROM ASSIGNED AIRSPACE
510 _ IDENTIFICATION
511 RADAR IDENTIFICATION
512 HAND-OFF — TRANSFERRING CONTROLLER
513 HAND-OFF — RECEIVING CONTROLLER
514 POINT-OUT — ORIGINATING CONTROLLER
515 POINT-OUT — RECEIVING CONTROLLER
520 _ SECONDARY SURVEILLANCE RADAR (SSR)
521 TRANSPONDER OPERATION
522 OPERATION WITHOUT A TRANSPONDER IN TRANSPONDER DESIGNATED
AIRSPACE
523 SSR CODE ASSIGNMENT
530 _ SEPARATION
531 APPLICATION
532 MINIMA
533 WAKE TURBULENCE MINIMA
534 CATEGORY II ILS APPROACHES
535 CATEGORY III ILS APPROACHES
540 _ VECTORING
541 GENERAL
542 APPLICATION OF VECTORS
543 METHODS OF VECTORING
544 SPEED ADJUSTMENT
545 POSITION INFORMATION
546 OBSTRUCTION CLEARANCE
547 TERMINATION OF VECTORING
550 _ RADAR DEPARTURES
551 GENERAL
552 DEPARTURE VERSUS ARRIVAL
553 DEPARTURE VERSUS DEPARTURE
554 SUCCESSIVE DEPARTURES
2002-01-24
ATC 5-1
560 _ ARRIVALS
561 GENERAL
562 SUCCESSIVE ARRIVALS
563 APPROACH INFORMATION
564 INTERCEPTION OF FINAL APPROACH
565 MISSED APPROACHES
566 VISUAL APPROACHES
567 VISUAL APPROACHES TO MULTIPLE RUNWAYS
568 PUBLISHED VISUAL APPROACH PROCEDURES
569 RNAV STAR PROCEDURES
570 _ SIMULTANEOUS OPERATIONS
571 SIMULTANEOUS INDEPENDENT PARALLEL ILS APPROACHES
572 SIMULTANEOUS DEPENDENT PARALLEL ILS APPROACHES
573 SIMULTANEOUS ARRIVALS ARRIVAL/DEPARTURE
580 _ COORDINATION
581 RADAR — TOWER
582 ARRIVAL — PRECISION APPROACH RADAR (PAR)
2002-01-24
ATC 5-2
500 GENERAL

Use a radar control procedure in preference to Vectoring — General; 541.
a non-radar control procedure. (R)
501.2
You may provide radar control service provided:
A. the aircraft is radar identified; (R) * 501.2 A. Reference:
Application; 531.
* B. the aircraft is in controlled airspace, except 501.2 B. Reference:
as provided in 542.1; (R) Application of Vectors; 542.
C. you are satisfied that the displayed radar 501.2 C. Reference:
information is adequate; and (R) Radar and Automated Systems — General; 441,
ATSAMM.
* D. you are in direct communication with the * 501.2 D. Reference:
aircraft, unless: (R) Application of Vectors; 542.
Radar; 602.
1. the aircraft has been cleared for an
approach; and
2. you have transferred communication of 501.2 D. 2. Note:
the arriving aircraft to the tower. (N)(R) The arrival controller is responsible to ensure
separation is maintained until responsibility for
control has been transferred to the tower.
501.2 D. 2. Reference:
Communication Transfer; 494.

If you apply radar separation between two Separation - Application; 471.
radar- identified aircraft, you are required to
have direct communication with only one of the
aircraft. (R)
2004-01-22
ATC 5-3
Inform the aircraft when radar service is RADAR SERVICE TERMINATED (non-radar routing
terminated. (P)(N)(R) if required).
501.4 Note:
Radar control service is automatically terminated
and the aircraft need not be advised when the
aircraft cancels IFR or is cleared for an approach.
501.4 Reference:
Radar Service and Radar Control Service;
Definitions.
Termination of Vectoring; 547.

If you are not satisfied that the displayed radar Unit Equipment — General; 191.
information is adequate for the functions to be
performed: (R)
A. Inform the supervisor; and
B. Base subsequent control actions:
1. on direction provided in National,
Regional, or Unit directives as
supplemented by direction from your
supervisor; or
2. if such direction is not available, on your
assessment of the equipment.

Inform an aircraft immediately if radar service is RADAR SERVICE TERMINATED DUE TO (reason).
terminated, due to equipment failure. (P)(N) 501.6 Note 1:
Failure of one of the mosaicing radars does not
constitute a loss of radar service, unless the
remaining radars cannot identify the track.
501.6 Note 2:
Unless you are providing a radar service when an
unserviceability or planned shut down actually
occurs notification is not required:
A. if a NOTAM has been issued to provide advance
notice of a planned radar shut-down, or a long
term unserviceability; or
B. for aircraft within a terminal control area, if the
information is included in the ATIS message for
the primary airport in the area.
2004-01-22
ATC 5-4
If service is degraded due to failure of a system SECONDARY RADAR OUT OF SERVICE.
component, inform the aircraft. (P)(N)(R) Sector controlling low-level airspace —
PRIMARY RADAR OUT OF SERVICE. RADAR
TRAFFIC INFORMATION NOT AVAILABLE ON
AIRCRAFT WITHOUT TRANSPONDER.
— or —
RADAR WEATHER INFORMATION NOT
AVAILABLE.
Sector controlling high-level airspace only —
RADAR WEATHER INFORMATION NOT
AVAILABLE.
501.7 Note:
This notice is not required if your sector's area of
responsibility includes only high-level-airspace,
unless severe weather conditions are expected or
are known to exist within the area.
501.7 Reference:
Severe Weather Information; 162
501.8 501.8 Note:

In lieu of notifying individual aircraft, you may The notice may be discontinued within reasonable
broadcast the notice of a degradation of service time after a NOTAM on the unserviceability has
been issued.
at intervals not exceeding 10 minutes. (N)
501.9 501.9 Note:

If SSR is the only source of radar information, PSR failure and radar coverage beyond PSR
you may use SSR as the sole radar source. (N) coverage are occasions when SSR is the only
source of radar information.
502 DISPLAY PRESENTATION
502.1 502.1 Note:

Display and monitor: (N)(R) In addition to the items listed, other features of the
system may be used at the controller's discretion.
502.1 Reference:
A. uncorrelated targets; (N) 502.1 A. Note:
Uncorrelated targets are displayed to ensure that
you will have a target if decorrelation occurs or to
display aircraft on which no flight plan has been
entered into RDPS.
B. CJSs;
C. coast list in a full format showing all 502.1 C. Note 1:
pertinent information to permit prompt Coast list "header" does not meet the criteria
detection of newly decorrelated aircraft; (N) described in 502.1 C.
502.1 C. Note 2:
To keep Coast lists manageable, delete any
irrelevant information such as non-active flight
plans.
D. altitude readouts; (R) 502.1 D. Reference:
Invalid Altitude Readouts; 503.1 Note 1.
2005-07-07
ATC 5-5
E. current weather data and history, as 502.1 E. Reference:
necessary, for the provision of severe Severe Weather Information; 162.
weather information; (R)
F. VMI; and
G. appropriate geographic map.
502.2
When using an RSiT display ensure that:
A. jurisdictional data tags include as a
minimum:
1. ACID;
2. wake turbulence category;
3. special function indicator (SFI);
4. altitude readout;
5. vertical movement indicator (VMI); and
6. ground speed.
B. RPS brightness is at least one level higher
than other elements on the display; and
C. opaque windows are placed outside sector 502.2 C. Note:
boundaries or in areas where they do not These windows can obstruct jurisdictional aircraft
obstruct jurisdictional traffic. (N) and should be used with caution.
503 ALTITUDE READOUTS

Validate altitude readouts by comparing the REPORT YOUR ALTITUDE.
readout value with the altitude reported by the 503.1 Note 1:
An altitude readout is valid, if the readout value does
aircraft: (P)(N)(R)
not differ from the aircraft-reported altitude by more
than 200 feet.
503.1 Note 2:
The aircraft does not have to be in level flight.
503.1 Reference:
Altitude Readouts - Application; 503.8.
Altitude Reports; 437.
A. on initial contact; or
B. as soon as practicable, if the readout is not
displayed, or cannot be validated on initial
contact.

If a readout is invalid, ensure that the aircraft CHECK ALTIMETER SETTING AND CONFIRM
has the correct altimeter setting and request (altitude).
503.2 Note:
another altitude verification. (P)(N)(R)
The altimeter setting used for the mosaic tile that
the aircraft is detected in, is the adapted altimeter
for that geographic area.
503.2 Reference:
2005-07-07
ATC 5-6
503.3
If the aircraft's altimeter setting is correct and
the altitude readout remains invalid:
A. Instruct the aircraft to reset its transponder; 503.3 A. Reference:
and (R) Transponder Operation; 521.
B. If, after resetting, the readout remains 503.3 B. Phraseology
invalid, instruct the aircraft to turn off its STOP SQUAWK MODE CHARLIE; ALTITUDE
Mode C, and give the reason. (P) READOUT DIFFERS BY (number) FEET.
503.4
If the aircraft's Mode C cannot be turned off
without turning off the transponder, do not use
the altitude readout as an indication of the
aircraft's present altitude.
503.5
If you observe a previously validated altitude
readout to be invalid for four or more successive
readout updates, take action in accordance with
503.2, 503.3 and 503.4 as appropriate.
* 503.6
Inform the receiving controller and the controller
relieving you if any of the following conditions
exist:
A. Altitude readout not validated. (P) 503.6 A. Phraseology:
MODE CHARLIE NOT VALIDATED.
B. Automatic altitude reporting turned off. (P) 503.6 B. Phraseology:
MODE CHARLIE TURNED OFF.
C. Altitude readout invalid. (P)(R) 503.6 C. Phraseology:
MODE CHARLIE IS INVALID.
503.6 C. Reference:
Invalid Altitude Readouts; 503.2.
503.7
Provide the information specified in 503.6:
A. before an automated hand-off;
B. during an automated hand-off; or
C. before transfer of control or transfer of
communication, if a hand-off is not effected.
503.8
You may use validated altitude readouts to
determine aircraft altitudes as follows:
A. Consider an aircraft to be maintaining an 503.8 A. Example:
altitude, when its altitude readout value is Consecutive readouts of 312, 310, 310, 308, 310
within 200 feet of the assigned altitude. (E) and 311 would indicate that an aircraft is
maintaining FL310.
2005-07-07
ATC 5-7
B. Consider an aircraft to have reached an 503.8 B. Example:
altitude, when its altitude readout value has Consecutive readouts of 146, 144, 143, 142, 140,
been within 200 feet of the assigned altitude 141 and 141 would indicate that an aircraft has
descended to and is maintaining 14, 000 feet ASL.
for 4 consecutive readout updates. (E)
C. Consider an aircraft to have vacated an 503.8 C. Note 1:
altitude, when its altitude readout value has The “starting point” is the aircraft's prevailing
changed by 300 feet or more, in the readout while in level flight, which may differ from
the equivalent altitude figure. In 503.8 C. Example
appropriate direction, from the value that
below, where the prevailing value during level flight
prevailed while the aircraft was in level flight. was 139, the condition is met when the readout
(N)(E) shows 136, not 137.
503.8 C. Note 2:
The VMI has both altitude and time VSPs. No VMI
indication will be displayed for an aircraft whose rate
of climb or descent falls outside the adapted VSPs
for VMI.
503.8 C. Example:
Consecutive readouts of 139, 139, 139, 138, 137,
and 136 would indicate that an aircraft has vacated
14,000 feet in descent.
D. Consider an aircraft to have passed an 503.8 D. Example:
altitude, when its altitude readout value has Consecutive readouts of 060, 062, 063 and 068
changed by 300 feet or more in the would indicate that a climbing aircraft has passed
6,500 feet ASL.
appropriate direction. (E)
503.9
Do not use invalidated altitude readouts to
determine an aircraft's altitude. However, they
may be used to:
A. observe whether an aircraft is in level flight,
climbing or descending;
B. observe rates of climb or descent; or (N) 503.9 B. Note:
If an aircraft climbs or descends at a very high rate,
its readout values may fall behind the aircraft's
actual altitude and the aircraft will coast.
C. provide traffic information. (R) 503.9 C. Reference:
503.10
Do not use altitude readouts of aircraft under
the jurisdiction of another controller for
determining aircraft altitudes unless:
A. the other controller has confirmed the
aircraft's altitude; or
B. on hand-off the transferring controller does 503.10 B. Reference:
not inform you that an aircraft's altitude Hand-off — Receiving Controller; 513.
readout is invalid or not validated. (R)
2005-07-07
ATC 5-8
503.11
Do not use altitude readouts for aircraft when
the site altimeter setting for the geographic
region concerned is below 26.00 or above
33.00.
504 ALTITUDE FILTERS
504.1
Select altitude filter limits that include as a
minimum:
A. the altitudes normally under the jurisdiction
of your sector;
B. the first usable altitude in any vertically 504.1 B. Example:
adjoining airspace under the jurisdiction of A sector that has jurisdiction of the airspace from
another controller, plus 200 feet beyond that FL230 to FL350 would set its altitude filters at 218
and 372.
altitude; and (E)
C. 2,000 feet plus 200 feet if the boundary 504.1 C. Note:
between vertically adjoined sectors is in This filter captures Non-RVSM aircraft operating in
RVSM airspace. (N) proximity to the vertical sector boundary.
505 POSITION REPORTS — RADAR

IDENTIFIED AIRCRAFT
505.1 * 505.1 Reference:

Do not request a radar-identified aircraft to Position Reports; RAC. 8.1 TC AIM.
make compulsory position reports unless you
deem it necessary for control purposes. (R)

Instruct an aircraft to resume position reporting RESUME POSITION REPORTS.
before terminating radar service. (P) RADAR SERVICE TERMINATED.
506 PARALLEL OFFSET PROCEDURES
506.1 506.1 Note 1:

Use the parallel offset technique if an Parallel offset is a feature of some RNAV systems.
operational advantage is gained, provided; (N) This feature enables an aircraft to fly offset from a
specific route by a specific number of miles. This
permits controllers to apply radar separation without
radar vectoring.
506.1 Note 2:
Aircraft will not normally diverge to the offset track
by more than 45 degrees. Some RNAV systems are
limited in the offset distance.
A. except as specified in 486.1, it is used only 506.1 A. Reference:
in a radar environment; (R) Parallel Offset Procedures - Non-radar
Environment; 486.
2006-01-19
ATC 5-9
B. the aircraft confirms the capability to offset; 506.1 B. Phraseology:
and (P) ADVISE IF ABLE TO PROCEED PARALLEL
OFFSET.
C. the minimum offset value ensures the 506.1 C. Phraseology:
appropriate radar separation minimum will PROCEED OFFSET (number) MILES (right/left) OF
exist. (P) CENTRELINE (track/route) AT (significant point/
time) UNTIL (significant point/time).

Cancel the parallel offset if it is no longer CANCEL OFFSET.
required. (P)
507 SAFETY ALERT

Issue a safety alert to an aircraft if you are LOW ALTITUDE ALERT, VERIFY YOUR ALTITUDE
aware the aircraft is at an altitude which, in your IMMEDIATELY, ALTIMETER IS (setting).
— or —
judgment, places it in unsafe proximity to the
THE MINIMUM IFR ALTITUDE IN YOUR AREA IS
terrain, an obstruction or another aircraft. (altitude). ALTIMETER IS (setting).
(P)(N)(R) — or —
TURN LEFT/RIGHT IMMEDIATELY HEADING
(number) TO AVOID [UNIDENTIFIED] TRAFFIC
(bearing by clock-reference and distance).
— or —
TURN LEFT/RIGHT (number) DEGREES
IMMEDIATELY TO AVOID [UNIDENTIFIED]
TRAFFIC AT (bearing by clock-reference and
distance).
— or —
CLIMB/DESCEND (specific altitude, if appropriate)
IMMEDIATELY.
507.1 Note 1:
Every situation where a safety alert should be
passed may not be readily apparent; however,
controllers should remain vigilant of such situations
and issue safety alerts when such situations are
recognized. Conditions such as workload, traffic
volume, and the lead time to react, are all factors in
determining whether it is reasonable for controllers
to observe and recognize such situations.
507.1 Note 2:
You may be made aware of an unsafe proximity
from; Mode C altitude readouts, observations by
another sector or unit, or from pilot reports.
507.1 Reference:
Safety Alert; Definitions.
508 DEVIATION FROM ASSIGNED

AIRSPACE
508.1
Inform an aircraft if you observe that:
2006-01-19
ATC 5-10
A. it appears it will deviate, or it has deviated
from its assigned route or holding area;
B. the altitude readout indicates it has deviated 508.1 B. Phraseology:
by 300 feet or more from its assigned YOUR ALTITUDE READOUT IS (altitude), ALTIME-
altitude, or (P)(R) TER IS (setting). VERIFY YOUR ALTITUDE.
508.1 B. Reference:
C. the altitude readout indicates that it has 508.1 C. Note 1:
deviated by 200 feet from its assigned 508.1 B. Phraseology and 508.1 B. Reference apply
altitude and the VMI indicates that the here also.
508.1 C. Note 2:
aircraft is continuing its climb or descent
An aircraft at a constant altitude and maintaining a
away from the assigned altitude. (N) previously assigned altimeter setting can appear to
change altitude as it traverses system tiles.
508.2
Assist the aircraft in returning to the assigned
airspace if necessary.
2005-01-20
ATC 5-11
510 IDENTIFICATION
511 RADAR IDENTIFICATION
511.1
You may consider an aircraft identified,
provided one of the following conditions is met:
A. The aircraft is observed on radar to be in a
position, within one mile of the end of the
runway used for takeoff, that is consistent
with the time of takeoff and the route of flight
or assigned heading of a departing aircraft.
B. The aircraft is observed on radar to be over 511.1 B. Note:
a fix, which is indicated on the radar display, A fix may be used as a reference for establishing
that is consistent with a position report aircraft identification, provided the position of the fix
is accurately indicated on the radar display.
received directly from the aircraft, provided
the track is observed to be consistent with
the route of flight or reported heading of the
aircraft. (N)
C. The aircraft is observed on radar to be in a 511.1 C. Note:
position, relative to OMNI and DME Caution should be exercised, if using a position
NAVAIDs which are indicated on the radar report to identify an aircraft operating at high
altitude, or reporting over an intersection which is a
display, that is consistent with a position
considerable distance from a NAVAID. Under these
report received directly from the aircraft in circumstances, aircraft often cannot accurately
the form of a DME fix, provided that the determine their precise position.
track is observed to be consistent with the 511.1 C. Reference:
route of flight or reported heading of the OMNI Facility; Definitions.
aircraft. (N)(R)
D. The aircraft is observed on radar to have 511.1 D. Note:
carried out a specified identifying turn of at A turn that would cause an aircraft to follow an
least 30 degrees, provided: (N) airway or a frequently used flight path should be
avoided. These circumstances could lead to miss-
identification of the aircraft.
1. except in the case of a lost aircraft, a

position report received directly from the
aircraft indicates that the aircraft is within
radar coverage of the area being
displayed;
2. only one aircraft is observed to have
carried out the specified turn; and
3. the track is observed to be consistent
with the heading or track of the aircraft
both before and after completion of the
turn.
* E. The appropriate change in the RPS is 511.1 E. Phraseology:
observed after the aircraft is instructed to SQUAWK IDENT.
operate the Ident feature of its transponder. SQUAWK (code) AND IDENT.
(P)
2005-01-20
ATC 5-12
* F. The appropriate change in the RPS is * 511.1 F. Note:
observed after the aircraft is instructed to This change in RPS will occur only if the aircraft is
change from one code to another. (N) asked to change to a code that will cause
correlation to take place.
* G. The RPS disappears or changes to a PSR 511.1 G. Phraseology:
symbol after the aircraft is instructed to SQUAWK STANDBY — SQUAWK (code).
change its transponder to “standby” and the * 511.1 G. Note:
Care should be taken to ensure that a period of time
RPS reappears or changes back to an SSR
sufficient to ascertain that the loss of RPS resulted
symbol after the aircraft is requested to from the aircraft's action.
return the transponder to normal operation.
(P)(N)
* H. The position of the RPS on the tower display
is consistent with the position of the aircraft
observed visually by the airport controller.
I. Identification was transferred by a hand-off. 511.1 I. Reference:
(R) Hand-off - Transferring Controller; 512.
511.2 511.2 Note:

Use more than one of the procedures contained Doubt may be caused by:
in 511.1, or use the same procedure more than A. the position or movement of other aircraft.
B. the observation of more than one aircraft
once, if you have any doubt concerning the
responding to an identification instruction; or
identity of a particular aircraft. (N) C. other circumstances.
511.3
If it appears that identification may become
doubtful, take immediate action to ensure
identification is maintained.
511.4 * 511.4 Note:

If identification becomes doubtful or is lost, take Identification may be doubtful because of:
immediate action to: (N) * A. momentary loss of the RPS;
* B. coasting of RPS;
* C. merging of RPS;
D. display clutter;
* E. ambiguous RPS; or
F. other circumstances.
A. re-identify the aircraft; or
B. terminate radar service and provide non-
radar separation.

Inform the aircraft when radar identification is RADAR IDENTIFIED (position if required).
established or lost. (P)(N) RADAR IDENTIFICATION LOST.
511.5 Note:
On receipt of a hand-off it is not necessary to re-
inform the aircraft that it is radar identified, when
communication is established.
2006-07-20
ATC 5-13
Once initial identification has been established Hand-offs - Transferring Controller; 512.
by an Air Traffic Control Unit within the Co-ordination Radar-Tower; 581.1 and 581.1 Note.
Canadian System, in accordance with 511.1
and the aircraft is in adjacent airspace where
radar control service is normally provided, you
may use the aircraft identification element of the
data tag to consider the aircraft identified. (R)
* 511.7
Consider identification to be lost if a correlated
RPS ceases to be displayed after “CST” has
been displayed in its data tag unless:
* A. you are able to maintain identification of an
uncorrelated RPS being displayed for the
aircraft; or
* B. the RPS recorrelates within a sufficiently
short period of time that, considering the
progress of the aircraft, you have no doubt
about the aircraft's identity.
512 HAND-OFF — TRANSFERRING

CONTROLLER
512.1 512.1 Note:

Provide a hand-off to another sector or unit if an A hand-off does not constitute a transfer of control,
aircraft will enter that sector's or unit's airspace; however, coordination of control transfer may be
required or carried out coincidentally with a hand-
and (N)(R)
off.
512.1 Reference:
Hand-Off; Definitions.
Hand-Offs; 442, ATSAMM.
A. you are applying radar separation between
the aircraft concerned and another aircraft
that:
1. was previously transferred;
2. is being transferred; or
3. will later be transferred;
B. you know that the receiving controller 512.1 B. Note 1:
normally applies radar separation in the A specific period of time may be coordinated, during
airspace concerned; or (N) which, non-radar separation is applied to aircraft
crossing the sector or unit boundary.
512.1 B. Note 2:
Non-radar separation may be required for aircraft at
certain altitudes or on certain routes.
C. hand-offs are specified as a standard
procedure in an Agreement, Arrangement or
unit directive.
2006-07-20
ATC 5-14
512.2 512.2 Note:
Complete a hand-off before the aircraft passes A control transfer point that differs from the sector or
the sector or unit boundary or designated unit boundary must be defined in a unit directive, an
Agreement or an Arrangement, or be agreed to by
control transfer point. (N)(R)
both the transferring and receiving controllers.
512.2 Reference:
512.3
When effecting a hand-off, inform the receiving
controller of:
A. the aircraft's last assigned altitude:
1. if it is a “wrong-way” altitude: (P)(R) 512.3 A. 1. Phraseology:
WRONG-WAY (altitude).
2. if you have an invalidated altitude read- 512.3 A. 2. Reference:
out; or (R) Altitude Readouts; 503.
3. if the altitude differs from that specified in
a unit directive, an Agreement or an
Arrangement;
B. the aircraft’s RVSM status, if it is a Non- 512.3 B. Phraseology:
RVSM aircraft in RVSM airspace; and (P) NEGATIVE RVSM.
C. other pertinent control information.
512.4
Do an automated hand-off, unless:
A. you are handing-off an uncorrelated RPS; or
B. a system malfunction or deficiency makes it
impracticable.
512.5 512.5 Note:

If “CST” is being displayed in the data tag, This notification is not necessary if, for example, the
immediately coordinate further action with the aircraft is passing through a known hole in the SSR
coverage prior to the usual point of hand-off
receiving controller, unless you expect that
acceptance.
coasting will cease before the aircraft reaches
an area in which a hand-off would normally be
accepted. (N)
512.6
If you are unable to do an automated hand-off,
transfer identification of an aircraft using one of
the following methods:
A. Inform the receiving controller of: (P) * 512.6 A. Phraseology:
HAND-OFF (position of aircraft) (aircraft
identification)/(SSR code) (control information).
2005-01-20
ATC 5-15
1. the position of the RPS relative to: (N)(R) 512.6 A. 1. Note:
You may transfer identification from the IFR unit to
the tower, using a secure sequence if the
procedures are agreed upon in an Arrangement. A
secure sequence is one in which the aircraft forming
the sequence will reach the control transfer point in
an order predetermined by the IFR controller. If
using this procedure, the control transfer point must
be within the control zone.
Radar Identification; 511.
Co-ordination Radar-Tower, 581.1 and 581.1 Note.
a. a fix or other point indicated on both
radar displays; or
b. an aircraft previously handed-off or
pointed out;
2. the aircraft's identification; or
3. the SSR code of the aircraft, if
uncorrelated; and
4. other control information, as required.
B. Physically point to the RPS on the radar
display of the receiving controller.
512.7
You may omit verbal hand-offs between IFR
units provided:
A. the procedures are defined in an 512.7 A. Reference:
Arrangement; (R) Radar Identification; 511.
Hand-Offs; 442, ATSAMM.
B. you inform the receiving controller prior to
communication transfer:
1. if the aircraft:
a. is not radar identified;
b. is operating at a “wrong-way” altitude; 512.7 B. 1. b. Phraseology:
(P)(R) WRONG-WAY (altitude).
512.7 B. 1. b. Reference
c. does not have a valid altitude readout; 512.7 B. 1. c. Reference
(R) Altitude Readouts; 503.
d. is operating at an altitude different
from that specified in an
Arrangement;
e. is a Non-RVSM aircraft operating in 512.7 B. 1. e. Phraseology:
RVSM airspace; and (P) NEGATIVE RVSM.
2. of any other pertinent information; and 512.7 B. 2. Example:
(E) Change of Code, assigned speed, heading, etc.
C. the overlap area and FDBs are displayed at
all times.
2005-01-20
ATC 5-16
513 HAND-OFF — RECEIVING
CONTROLLER

When receiving an automated hand-off you Radar Identification 511.
may consider that an aircraft being handed-off
is identified, provided: (R)
* A. you observe an RPS with the data tag
blinking; and
B. the geographical position and the aircraft
identification in the data tag are appropriate
for an aircraft that you expect to be handed-
off.

If “CST” is displayed in the data tag, coordinate Radar Identification 511.
with the transferring controller, unless
coordination was previously initiated. (R)
513.3
If flight plan data in a tabular list flashes,
coordinate with the transferring controller.
513.4
When you are unable to do an automated hand-
off, you may consider that an aircraft being
handed-off is identified, provided one of the
following conditions is met:
* A. Only one RPS corresponds to the one
described by the transferring controller.
* B. You have no doubt which RPS the
transferring controller is physically pointing
to.
513.5
If you have any doubt about the aircraft's
identity, ask the transferring controller to:
* A. point to the RPS again;
B. describe the aircraft's position again; or
C. use another method in 511.1 to transfer
identification.

If receiving a non-automated hand-off, inform IDENTIFIED/NOT IDENTIFIED.
the transferring controller whether or not you
have identified the aircraft. (P)
2006-01-19
ATC 5-17
If you have any doubt about the aircraft's Altitude Readouts; 503.
altitude, ask the transferring controller to state
the altitude. (R)
513.8
If the transferring controller has indicated a
“wrong-way” altitude, read back the altitude,
stating the words “wrong-way”.
* 513.9
If the transferring controller has indicated
“Negative RVSM”, acknowledge by stating the
words “Negative RVSM”.
514 POINT-OUT — ORIGINATING

CONTROLLER
514.1
Obtain approval from the receiving controller
before permitting an aircraft to enter the
receiving controller's airspace.
514.2
Point-out an aircraft if:
A. the aircraft will or may enter the airspace 514.2 A. Phraseology:
that is under the jurisdiction of another POINT-OUT (position) (identification/SSR code)
controller; and (P)(N) (track and altitude) (other information).
514.2 A. Note:
The airspace in question includes the protected
buffer zone dividing sector/unit boundaries as
described in 532.4.
B. radio communication will not be transferred. 514.2 B. Reference:
(R) Point-out; Definitions.
514.3
Identify the aircraft being pointed-out by an
automated point-out or in accordance with the
procedures in 512.6 and inform the receiving
controller of:
A. the aircraft's track and altitude; and
B. the aircraft's identification or SSR code, as
necessary.
* C. the aircraft’s RVSM status if it is a Non- * 514.3 C. Phraseology:
RVSM aircraft operating in RVSM airspace. NEGATIVE RVSM.
(P)
2006-01-19
ATC 5-18
514.4
Coordinate with the receiving controller before
making any changes to an aircraft's flight path,
altitude, or data tag information, if appropriate,
for any point-out that has already been
approved.
515 POINT-OUT — RECEIVING

CONTROLLER
515.1
Prior to approving a point-out, ensure:
A. the aircraft's position corresponds with the 515.1 A. Phraseology:
information given by the originating POINT-OUT APPROVED (Identification/SSR Code).
controller; or (P)
B. radar identification is being transferred by an
automated point-out.
515.2
Issue restrictions to the originating controller, if
necessary, to provide separation from aircraft
under your control.
515.3
Separate aircraft under your control from the
pointed-out aircraft.
2006-04-13
ATC 5-19
520 SECONDARY SURVEILLANCE
RADAR (SSR)
521 TRANSPONDER OPERATION

Instruct transponder equipped aircraft to reply SQUAWK (code).
to SSR interrogation by assigning the
appropriate code in accordance with 523.
Specify the code stating its four separate digits.
(P)

Instruct an aircraft to turn its MODE C on or off, SQUAWK CHARLIE.
as necessary. (P)(N)(R) STOP SQUAWK CHARLIE.
521.2 Note 1:
Aircraft are expected to have Mode C turned on
without instruction from ATC.
521.2 Note 2:
With some transponders, Mode C cannot be turned
off without turning off the transponder.
521.2 Reference:
521.3 521.3 Note:

If the RPS or data tag for a particular aircraft is Procedures for resolving problems with altitude
not displayed as you expect it to be: (N) readout are located in subsection 503.
A. instruct the aircraft to reset its transponder, 521.3 A. Phraseology:
stating the currently assigned code; and (P) RESET TRANSPONDER, SQUAWK (code).
B. if that action does not resolve the problem,
assign a different code.

Inform an aircraft if its transponder appears to YOUR TRANSPONDER APPEARS UNSER-
be unserviceable or malfunctioning. (P) VICEABLE/MALFUNCTIONING (reason, if
apparent).
521.5
Inform the adjacent sector or unit if an aircraft's
transponder:
A. is set to standby or turned off; or
B. is unserviceable or malfunctioning.
2006-04-13
ATC 5-20
522 OPERATION WITHOUT A
TRANSPONDER IN TRANSPONDER
DESIGNATED AIRSPACE
522.1 522.1 Note 1:

You may authorize an aircraft without a This request may be included in a flight plan.
serviceable transponder to operate in 522.1 Note 2:
If its transponder fails in flight, an aircraft may
transponder airspace, provided a written
continue to operate in transponder airspace to the
request is filed with an ATC unit or other flight next point of intended landing without ATC
plan office. (N)(R) authorization and thereafter in accordance with an
ATC clearance to complete a planned flight
schedule or to proceed to a repair base.
522.1 Reference:
Transponder Airspace; 601.03, CARs.
Equipment; 605.35, CARs.
Transponder Airspace; Designated Airspace
Handbook.
Transponder and Automatic Pressure Altitude
Reporting.
522.2
If you receive a request for a flight to operate
without a transponder in airspace designated
as transponder airspace and that airspace is
beyond your area of responsibility, obtain
approval from the appropriate agency.
522.3
You may refuse a request, or cancel a
previously issued authorization, for an aircraft to
operate without a transponder in airspace
which has been designated as transponder
airspace, if traffic conditions or other
operational circumstances dictate.
522.4
If possible, issue the refusal or cancellation of a
previously issued authorization prior to the
aircraft becoming airborne.
2006-07-20
ATC 5-21
523 SSR CODE ASSIGNMENT
523.1 523.1 Note 1:

Assign an aircraft a discrete code in lieu of a This also applies to VFR aircraft operating in a
non-discrete code. (N)(R) Tower Radar Area.
523.1 Note 2:
If a discrete code is not assigned by ATC:
A. IFR and CVFR aircraft will select the following
non-discrete codes
HLA — 2000
LLA — 1000
B. VFR aircraft will select the following non-discrete
codes:
12,500 ASL & Below— 1200
Above 12,500 ASL — 1400
* 523.1 Reference:
Use of the transponder Codes; Section C, Canada
Flight Supplement.
Transponder Operation RAC 1.9, TC AIM.
SSR Code Employment Plan.
523.2
Do not change the discrete code assigned to an
aircraft except to alleviate a dual discrete code
conflict.
523.3 523.3 Note:

Do not request an aircraft to change its code Pilot workload during departure and arrival is
during the departure or arrival phase of its extremely high and unnecessary distraction should
be avoided.
flight. (N)

You may assign special conditions codes, if the SQUAWK SEVEN FIVE ZERO ZERO.
situation warrants. (P)
523.5
You may assign a non-discrete code to:
A. an aircraft that has canceled or closed its
IFR flight plan and is not requesting further
radar service; or
B. a VFR aircraft for which radar service is
being terminated.
2006-07-20
ATC 5-22
530 SEPARATION
531 APPLICATION
531.1
Apply separation between the centres of RPS
and do not permit RPS to touch.
531.2
You may apply separation between an aircraft
taking off or executing a missed approach and
other radar controlled aircraft provided:
A. in your judgment, the departing or missed
approach aircraft will be radar identified
within 1 mile of the end of the runway;
B. radar separation will be established at that
point.
C. continuing separation from all known IFR or
CVFR aircraft will be assured.
531.3
You may apply radar separation between a
radar identified aircraft and an aircraft that is not
radar identified provided the following
conditions are met:
A. One aircraft is cleared to climb or descend
through the altitude of the other aircraft.
B. The performance of the primary radar * 531.3 B. Note:
system is adequate and primary radar Collocated primary and secondary surveillance
targets are being displayed on the radar radars without known operating deficiencies are
considered adequate.
display being used. (N)
C. The airspace in which the separation is
applied is 10 miles or more from the
extremity of reliable primary radar coverage
provided on the radar display being used.
D. The non-identified aircraft is a type that can
be expected to give an adequate primary
radar return in the airspace in which the
separation is being applied.
E. If both aircraft are proceeding in the same
direction, the identified aircraft is vectored,
before climb or descent, to the extent
necessary to ensure its target has not
obscured that of the non-identified aircraft.
2005-01-20
ATC 5-23
F. Radar separation is maintained from all
observed targets until non-radar separation
is established from the non-identified
aircraft.
532 MINIMA
532.1 532.1 Note 1:

Separate aircraft by using one of the following These minima do not apply when you separate an
minima: (N)(R) arriving aircraft from a departing aircraft in
accordance with 552.1.
532.1 Note 2:
The Range Bearing Line (RBL) and Halo function
can be used to assist in determining the separation
between RPS. The distances provided by RBL are
measured from centre to centre of the RPS. The
radius of the halo is user selectable and does not
vary with range.
532.1 Reference:
Wake turbulence Minima; 533.
A. 5 miles provided;
1. a maximum range of 600 miles from left
to right is displayed; and (N)
2. when using ranges greater than 600
miles:
a. use RPS size 6 as necessary to 532.1 A. 2. a. Reference:
ensure the required radar separation Vectoring — General; 541.
is maintained; or (R)
b. select an inset scale to 1 inch equals
30 miles or less, when vectoring
aircraft for separation purposes.
B. 3 miles provided:
1. terminal control service is being
provided;
2. a maximum range of: (R) 532.1 B. 2. Reference:
a. 60 miles is displayed on the radar
display; or
b. 120 miles from left to right is 532.1 B. 2. b. Note 1:
displayed when utilizing a RSiT or Aircraft target information derived from either a
NARDS display. (N) primary or a secondary radar source, in a mosaiced
radar environment may be used.
532.1 B. 2. b. Note 2:
3 mile separation may only be applied with the
situational display and not with the use of an inset
window.
3. aircraft are no further than 80 miles from 532.1 B. 3. Note:
a radar antenna; and (N)(R) When operating within a mosaiced environment a
preferred or supplemental RSE may be used.
2005-01-20
ATC 5-24
4. a altitude readouts for both aircraft are
displayed; or
b. both aircraft are at or below 15,000
feet ASL.
C. where approved by the Manager, ATS 532.1 C. Reference:
Standards and Procedures, 2.5 miles Provision of Service; 501.
between aircraft established on the same Wake Turbulence Minima; 533.
final approach course within 10 miles of the
landing runway provided: (R)
1. the leading aircraft is not a heavy;
2. the following aircraft's wake turbulence
category is the same or heavier than that
of the leading aircraft; and
3. the runway is bare. (N)(R) 532.1 C. 3. Note:
During winter operations, only the centre 100 feet
(50 feet either side of the centreline) of the runway
must be bare.
532.1 C. 3. Reference:
Radar Separation between Successive IFR Arrivals;
313, ATSAMM.
D. 1 mile provided: (R) 532.1 D. Reference:
Separation; 392.
Conflict Resolution; Definitions.
Conflict Resolution; 394.
Wake Turbulence: 128 and 380.
1. you operate in a mosaiced environment; 532.1 D. 1. Note:
and (N) Due to equipment limitations i.e., mosaicing, it is
necessary to maintain a minimum of 1 mile between
the centres of the RPS when providing conflict
resolution.
a. at least one of the aircraft is VFR;
b. a maximum range of: (R) 532.1 D. 1. b. Reference:
i. 40 miles is displayed on the radar
display; or
ii. 80 miles from left to right is
displayed when utilizing a RSiT or
NARDS display;
c. altitude readouts are displayed for
both aircraft; and
d. the position of the centre of the radar
display is such that the maximum
range this service can be provided,
does not exceed 120 miles from the
preferred or supplementary radar.
2. you operate in a non mosaiced
environment; and
a. at least one of the aircraft is VFR;
2005-01-20
ATC 5-25
b. a maximum range of: (R) 532.1 D. 2. b. Reference;
i. 40 miles is displayed on the radar
display; or
ii. 80 miles from left to right is
NARDS display;
c. altitude readouts are displayed for
both aircraft; and
d. the position of the centre of the radar
display is such that the maximum
range this service can be provided,
does not exceed 60 miles from the
RSE.
E. Target resolution provided; (R) 532.1 E. Reference:
Separation; 392.
Conflict Resolution; 394.
1. at least one of the aircraft is VFR;
2. a maximum range of: (R) 532.1 E. 2. Reference:
Minima; 393.
display; or
b. 80 miles from left to right is displayed
when utilizing a RSiT or NARDS
display;
3. altitude readouts are displayed for both
aircraft;
4. RPS size is selected at 2 or greater;
5. the position of the centre of the radar
display is such that the maximum range
this service can be provided, does not
exceed 60 miles from the RSE.
F. 10 miles provided:
1. the radar source is not a RSE; or (N) 532.1 F. 1. Note 1:
RSE source consists of either a TSR or ISSR.
532.1 F. 1. Note 2:
DND TRACS radar may be assessed by Technical
Operations for tracking accuracy that is capable of
supporting the minima established for RAMP. FAA
ATC radars, e.g., Spokane, are deemed to be
RAMP equivalent.
2. the non-RSE radar has been made 532.1 F. 2. Note:
either the preferred or supplementary If the non-RSE radar becomes unserviceable, a
radar for one or more tiles, as indicated lower separation minimum can then be utilized in
areas of radar coverage where only RSE radars
by an overlay map. (N)
would provide the remaining coverage.
2005-01-20
ATC 5-26
532.2
A terminal control sector may hand-off an IFR
aircraft to the adjacent en route sector with 3
miles radar separation provided:
A. the display range selected in the en route
sector is not greater than 60 miles, or 120
miles left to right if using RSiT or NARDS;
B. aircraft are on tracks or assigned headings
that diverge by at least 10 degrees; or
C. the RDPS ground speed of the leading
aircraft is faster than the following aircraft;
D. 5 miles or another form of separation is 532.2 D. Reference:
established before the aircraft reaches a Radar Service; 223, ATSAMM.
distance of 80 miles from the radar antenna;
and (R)
* E. this procedure is authorized in local unit
procedures or as specified in Arrangements.
532.3 532.3 Note:

You may discontinue vertical separation A wake turbulence in 533 may be applicable.
between aircraft on reciprocal tracks if you
observe on radar that they have passed and:
(N)
A. are three miles apart; or (R) 532.3 A. Reference:
* B. the RPSs do not overlap, provided:
1. altitude readouts are displayed for both
aircraft; or
2. both aircraft are at or below 15,000 feet
ASL.
C. 5 miles if the radar source is not an RSE. 532.3 C. Note:
(N) 532.1 F. Note 2 applies here.
2002-01-24
ATC 5-27
532.4
Unless you coordinate separation with the
controller concerned and except as specified in
532.5, separate an aircraft from the boundary of
adjoining airspace, in which radar separation is
provided, as follows:
IF SEPARATION IS
THEN
APPLIED AND IF AND IF
APPLY
USING
2.5
MILES
1. TERMINAL CONTROL
SERVICE IS BEING
PROVIDED;
2. A MAXIMUM RANGE OF:
a. 60 MILES IS DISPLAYED
ADJOINING ON THE RADAR DISPLAY;
AIRSPACE IS OR
CONTROLLED
WITH 1.5
b. 120 MILES FROM LEFT
RSE/RDPS MILES
TO RIGHT IS DISPLAYED
WHEN UTILIZING A RSiT
or NARDS DISPLAY; AND
3. A. AN ALTITUDE READ- OUT

IS DISPLAYED FOR THE
AIRCRAFT; OR
B. THE AIRCRAFT IS AT OR
RSE/RDPS BELOW 15,000 FEET ASL
5 MILES
1. TERMINAL CONTROL
SERVICE IS BEING
PROVIDED;
2. A MAXIMUM RANGE OF:
a. 60 MILES IS DISPLAYED
ADJOINING ON THE RADAR DIS-
AIRSPACE PLAY; OR
IS NOT
CONTROLLED b. 120 MILES FROM LEFT TO 3 MILES
WITH RIGHT IS DISPLAYED
RSE/RDPS WHEN UTILIZING A RSiT
or NARDS DISPLAY; AND
3. A. AN ALTITUDE READ-OUT
IS DISPLAYED FOR THE
AIRCRAFT; OR
B. THE AIRCRAFT IS AT OR
BELOW 15,000 FEET ASL
NON-
5 MILES
RSE/RDPS
532.5 532.5 Note:

If an adjacent sector applies a radar minimum Managers will determine which sector will apply the
more than that of your sector, apply additional additional separation from the boundary.
532.5 Reference:
separation from the sector boundary to ensure
Minima; 532.1 A., B. and F.
that aircraft are separated by not less than the Radar Separation from Boundaries of Adjoining
applicable radar minimum applied in that sector Airspace; 359, ATSAMM.
(N)(R)
2002-01-24
ATC 5-28
Separate a radar controlled aircraft from the Separation from Class F Airspace; 476.
boundary of airspace in which non-radar Separation from Airspace Restricted by the
Minister; 477.
separation is being used, or from the boundary
532.6 Diagram:
of Class F restricted airspace that has not been
released to your control, or from areas
restricted by the Minister to ensure aviation
safety, by: (R)(D)
RESTRICTED AREA
NON–RADAR
SECTOR
3/5 OR 10 MILES
A. 5 miles; or
B. 3 miles provided:
1. a maximum range of:
display; or
b. 120 miles from left to right is
NARDS display; and
2. c an altitude readout is displayed for the
aircraft; or
d. the aircraft is at or below 15,000 feet
ASL.
C. 10 miles if the radar source is not an RSE. 532.6 C. Note:

Separate a radar controlled aircraft from an Separation from Airspace Restricted by the
area in the vicinity of a forest fire area as Minister; 477.
Forest Fire Aircraft Operating Restrictions; 601.15,
defined by NOTAM by: (R) CARs.
A. 5 miles; or
B. 10 miles if the radar source is not an RSE. 532.7 B. Note:
2006-01-19
ATC 5-29
* 532.8 532.8 Note:
If vertical separation will not be applied, vector Traffic density and the type of activities associated
aircraft so as to ensure that the RPS will not with Class F advisory areas preclude the routing of
IFR aircraft through them. However, as operations
penetrate a Class F advisory area displayed on
within these areas are in accordance with VFR, you
the radar display. (N)(R)(D) do not need to apply a radar separation minimum
from the boundaries displayed on the radar map.
532.8 Reference:
Separation from Class F Airspace; 476.
532.8 Diagram:
CLASS F
ADVISORY AIRSPACE
AIRCRAFT
T UNDER
RADAR CONTROL
* 532.9 532.9 Note:

Establish vertical separation for an aircraft that As well as protecting the IFR aircraft, vertical
will over-fly a Class F advisory area prior to the separation is provided to protect light aircraft within
Class F advisory airspace from the effects of wake
RPS penetrating the area as displayed on the
turbulence.
radar display, and maintain it until the RPS is 532.9 Reference:
clear of the area. (N)(R)(D) Separation from Class F Airspace; 476.
Wake turbulence; 128.
532.9 Diagram:
MINIMUM
CLASS F
ADVISORY
AIRSPACE
532.10
If the radar source is a non-RSE radar, provide
separation during any time that the target is
less than 5 miles from Class F advisory
airspace displayed on the radar map.
2006-01-19
ATC 5-30
533 WAKE TURBULENCE MINIMA
533.1 533.1 Note:

Except as specified in 384, apply the As used in this section, the term ”known aircraft”
appropriate wake turbulence radar minimum refers to one whose position, type and altitude you
know.
between any aircraft you provide radar control
533.1 Reference:
service to and any known aircraft. (N)(R) Radar Service and Radar Control Service;
Definitions.
533.2 533.2 Note:

Separate an aircraft operating directly behind, If the radar separation minimums stated in 532.1 are
or directly behind and less than 1,000 feet greater than the wake turbulence minimums, the
greater separation minimum must be applied.
below a preceding aircraft, or following an
533.2 Reference:
aircraft conducting an instrument approach, by Visual Approach; 566.
one of the following minima: (N)(R)(D) 533.2 Diagram 1:
4/5/6 MILES
533.2 Diagram 2:
4/5/6 MILES
A. Heavy behind a heavy — 4 miles. (N) 533.2 A. Note:

For the purpose of wake turbulence application, the
Boeing 757 is to be considered as heavy when it is
the preceding aircraft.
B. Medium behind a heavy — 5 miles.
C. Light behind a heavy — 6 miles.
D. Light behind a medium — 4 miles.
2004-01-22
ATC 5-31
533.3 533.3 Note:
Separate aircraft that will cross directly behind You need not apply this separation if you can
a climbing or descending aircraft by the determine that the aircraft is:
A. above; or
appropriate minimum specified in 533.2. (N)
B. 1,000 feet or more below;
the altitude vacated by the preceding aircraft at the
crossing point.
533.4
Separate an aircraft that will cross behind a
climbing or descending aircraft by the
appropriate minimum in 533.2, if the following
aircraft is at the same altitude or less than
1,000 feet below the altitude vacated by the
preceding aircraft at the crossing position.
533.5 533.5 Diagram:

Apply two minutes separation at the point of
flight path intersection, if an IFR departure from
an adjacent airport will cross behind and less
than 1,000 feet below a preceding IFR aircraft.
(D)
2 MINUTES
ADJACENT
AIRPORT
534 CATEGORY II ILS APPROACHES
534.1
When Category II ILS approaches are being
conducted:
A. Separate aircraft on approach such that the 534.1 A. Note 1:
position of the leading aircraft is determined A preceding arriving aircraft could adversely affect
to be clear of the ILS critical area before the the integrity of the localizer signal for a following
aircraft on a Category II ILS approach.
following aircraft is 4 miles from the end of
534.1 A. Note 2:
the instrument runway used by the Actual aircraft separation will depend upon runway
preceding aircraft. (N) and taxiway configuration. Therefore, the aircraft in
trail spacing required to comply with this minimum
shall be determined by the unit.
B. Separate departing aircraft from arriving 534.1 B. Note:
aircraft such that the departing aircraft has A departing aircraft over-flying the localizer at close
overflown the localizer antenna location range, could adversely affect the integrity of the
localizer signal for an arriving aircraft on a Category
before the arriving aircraft is 4 miles from
II ILS approach.
the end of the instrument runway to be used
by the arriving aircraft. (N)
2004-01-22
ATC 5-32
534.2 534.2 Note:
When Category II ILS approaches are being This procedure will permit aircraft to perform an
conducted, vector aircraft such that they will be automatic coupled approach. In most instances, the
glide path intercept altitude will be at the minimum
established on the localizer in level flight at
vectoring altitude.
least 2 miles before glide path interception. (N)
535 CATEGORY III ILS APPROACHES
535.1
Provided ASDE is functioning, when Category
III ILS approaches are being conducted:
A. separate aircraft on approach such that the 535.1 A. Note 1:
position of the leading aircraft as Actual aircraft separation will depend upon runway
determined by ASDE is clear of the ILS and taxiway configuration. Therefore, the unit shall
determine the aircraft-in-trail spacing to comply with
critical area before the following aircraft is 4
this minimum.
miles from the end of the instrument runway 535.1 A. Note 2:
used by the preceding arriving aircraft; or A preceding arriving aircraft in the critical area could
(N) adversely affect the integrity of the localizer signal
for a following aircraft on a Category III ILS
approach.
B. separate aircraft departing from the same 535.1 B. Note:
runway being used for an arriving aircraft A departing aircraft overflying the localizer at close
such that the departing aircraft has range, could adversely affect the integrity of the
localizer signal for an arriving aircraft on a Category
overflown the localizer antenna location
III ILS approach.
before the arriving aircraft is 4 miles from
the end of the instrument runway. (N)
535.2
If the ASDE is not functioning, do not issue a
clearance for an IFR aircraft to conduct a
Category III ILS approach until:
A. advised by the tower that a preceding 535.2 A. Note:
arriving aircraft is clear of the runway and The tower will specify procedures to ensure the
ILS critical area; (N) runway and ILS critical area are clear when the
ASDE is not functioning.
B. radar identification is established on a
preceding arriving IFR aircraft conducting a
missed approach procedure; or
C. radar identification is established on an
aircraft departing from the same runway.
535.3 535.3 Note:

When Category III ILS approaches are being This procedure will permit aircraft to perform an
conducted, vector aircraft such that they will be automatic coupled approach. In most instances, the
glide path intercept altitude will be the minimum
established on the localizer in level flight at
vectoring altitude.
least 2 miles before glide path interception. (N)
2005-09-29
ATC 5-33
540 VECTORING
541 GENERAL
541.1 * 541.1 Reference:

Allow aircraft operating on conventional SIDs or Obstruction Clearance, 546.
STARs, RNAV SIDs or STARs and RNAV Obstacle Clearance During Radar Vectors; RAC
1.5.5, TC AIM.
routes to conduct their own navigation to the
extent possible. (R)
541.2
Vector an aircraft if:
* A. necessary for separation purposes except * 541.2 A. Note:
on ranges greater than 600 miles left to right; If situations warrant vectoring aircraft for separation
(N) purposes on ranges greater than 600 miles from left
to right, use insets for this purpose.
B. required by noise abatement procedures;
C. you or the aircraft will gain an operational
advantage; or
D. the aircraft requests it.
541.3 * 541.3 Note:

If you initiate vectoring, inform the aircraft of: This is not required when initiating vectors to an
(N)(R) aircraft that has passed over the DTW on an open
RNAV STAR. The RNAV STAR chart and the
TC AIM advise pilots of the purpose of the vectors
and the point to which the aircraft will be vectored
after the DTW.
* 541.3 Reference:
RNAV STAR Procedure; RAC, 9.2.3,TC AIM.
A. the purpose of vectors; and/or (P) 541.3 A. Phraseology:
VECTORS FOR (sequencing, spacing, traffic, etc.).
VECTORS FOR (downwind, base leg, etc.).
B. the point to which the aircraft is being 541.3 B. Phraseology:
vectored. (P) VECTORS TO (fix or airway).
VECTORS TO (name of NAVAID, intersection,
waypoint, etc.).
VECTORS TO (specified radial or course and DME
if required).
VECTORS TO (final approach course).
VECTORS TO (runway).
542 APPLICATION OF VECTORS

You may vector an aircraft into Class G Provision of Service; 501.
airspace provided you: (R)
A. inform the aircraft; and
B. obtain the aircraft's approval.
2005-09-29
ATC 5-34
542.2 542.2 Note:
You may vector a VFR aircraft provided: (N)(R) Accepting a vector does not relieve a VFR aircraft
from its responsibility for:
A. avoiding other aircraft;
B. avoiding flight in IMC; and
C. maintaining adequate obstacle clearance.
542.2 Reference:
Radar Service - Application 391.
A. the aircraft is in, or is about to enter, 542.2 A. Reference:
airspace where radar service to VFR aircraft Air Traffic Services; Definitions
is provided; (R)
B. the aircraft requests it;
C. you suggest it and the aircraft accepts it; or
D. you consider it necessary for flight safety.
542.3 542.3 Note 1:

You should consider surrounding terrain before Altitude information contained in a clearance,
you assign or suggest an altitude to a VFR instruction or advisory to a VFR aircraft should meet
the minimum IFR altitude criteria.
aircraft. (N)(R)
542.3 Note 2:
You should assign altitudes to VFR aircraft
consistent with Cruising Altitudes and Cruising
Flight Levels; 602.34, CARs.
542.3 Note 3:
542.2 Note applies here.
542.3 Reference:
Flight Information Service — General; 161.

Before vectoring an aircraft, ensure that it can Non-Radar Route; Definitions.
be established on a non-radar route within Termination of Vectoring; 547.
Obstruction; 546.
radar coverage. (R)

Cancel a previously assigned SID, provided: SID CANCELLED.
(P)(N)(R) 542.5 Note:
It is not necessary to vector the aircraft over a SID
termination fix if an operational advantage will be
gained either by you or the aircraft.
542.5 Reference:
Standard Instrument Departures; 442.
A. you have specified the SID termination fix as
the location for the aircraft to expect climb to
an operationally suitable altitude or flight
level; and
B. you vector the aircraft on a route that will not 542.5 B. Reference:
take the aircraft over the SID termination fix. Altitude Assignment - General; 431.
(R)
2004-01-22
ATC 5-35
543 METHODS OF VECTORING
543.1 543.1 Note:

Vector aircraft by using one of the following These provisions do not apply if you are using “no-
methods: (N) gyro” techniques, as explained in 543.2.
A. Specify the heading to be flown. (P) 543.1 A. Phraseology:
FLY HEADING (number).
DEPART (fix) ON HEADING (number).
MAINTAIN PRESENT HEADING.
B. Specify the direction of the turn and the 543.1 B. Phraseology:
heading to be flown after completion of the TURN LEFT/RIGHT HEADING (number).
turn. (P)
C. Specify the direction of the turn and the 543.1 C. Phraseology:
number of degrees to turn. (P) TURN LEFT/RIGHT (number) DEGREES.
543.2
If an aircraft does not have a serviceable
directional gyro, take the following actions:
A. Determine whether the aircraft's desired 543.2 A. Note:
rate of turn is rate one or rate one half. (N) A rate one turn is a turn at the rate of 3 degrees per
second.
B. Instruct the aircraft to make turns at the 543.2 B. Phraseology:
agreed rate and to start and stop turns as DISREGARD YOUR GYRO, MAKE ALL TURNS AT
directed. (P) RATE ONE/RATE ONE HALF. START AND STOP
ALL TURNS ON THE COMMAND “NOW”.
C. Vector the aircraft by specifying the direction 543.2 C. Phraseology:
of turn and when to start and stop turn. (P) TURN LEFT/RIGHT NOW.
then —
STOP TURN NOW.
544 SPEED ADJUSTMENT

Instruct a radar controlled aircraft to adjust its Clearances, Instructions and Readbacks; 133.1
speed, provided this action is necessary to Note.
Aircraft Speed Limitations; 602.32, CARs.
achieve or maintain required spacing or to
minimize vectoring. (R)
544.2
Express a speed adjustment:
A. in units or multiples of 10 knots, based on 544.2 A. Note:
IAS, or; (N) Aircraft complying with speed adjustments are
expected to maintain a speed within plus or minus
10 knots of the specified speed.
B. by the assignment of specific Mach number
to be maintained provided the aircraft is a
turbojet operating in high level airspace.
2004-01-22
ATC 5-36
544.3 544.3 Note:
Instruct an aircraft to do one of the following: Use the following table as a guideline when making
(N) speed adjustments.
IF THE
AND IF THE
DISTANCE TO AND IF THE THEN MINIMUM
AIRCRAFT
DESTINATION ALTITUDE IS SPEED IS
TYPE IS
IS
10,000 ASL 250

AND ABOVE IAS
20 MILES OR
MORE
BELOW 210
10,000 ASL IAS
160
TURBOJET
IAS
LESS THAN 20
MILES
120
PROPELLER
IAS
Some aircraft may be unable to maintain a speed as

high or as low as those specified in this table.
Turbojet aircraft conducting straight-in approaches
in IMC should not be requested to maintain a speed
in excess of 160 knots if less than 10 miles from the
runway.
A. State its speed/Mach number. (P) 544.3 A. Phraseology:
SAY AIRSPEED.
SAY MACH-NUMBER.
B. Maintain its present speed/Mach number or 544.3 B. Phraseology:
a speed/Mach-number equivalent to or less MAINTAIN PRESENT SPEED or MACH NUMBER.
than that of a preceding or succeeding MAINTAIN SPEED (specified speed) KNOTS.
MAINTAIN MACH (specified MACH).
aircraft. (P)
REDUCE TO MINIMUM APPROACH SPEED.
C. Increase or decrease its speed to a 544.3 C. Phraseology:
specified speed/Mach number. (P)(N) INCREASE/REDUCE SPEED TO (specified speed
in knots or Mach number).
Speed reduction prior to descent —
REDUCE SPEED TO (specified speed by number
of knots), THEN DESCEND AND MAINTAIN
(altitude).
Speed reduction following descent —
DESCEND AND MAINTAIN (altitude), THEN
REDUCE SPEED (to specified speed/by number of
knots/to Mach number).
544.3 C. Note:
Simultaneous descent and speed reduction can be
a difficult manoeuvre for some types of turbojet
aircraft. It may be necessary for the pilot to level off
temporarily and reduce speed, prior to descending.
Specifying which action is to be accomplished first,
will remove any doubt the pilot may have concerning
controller intent or priority.
D. Increase or decrease its speed by a 544.3 D. Phraseology:
specified amount or to an assigned Mach- INCREASE/REDUCE SPEED BY (specified
number. (P) number of knots or Mach number).
E. Avoid exceeding a specified speed. (P) 544.3 E. Phraseology:
DO NOT EXCEED SPEED (speed) Knots.
DO NOT EXCEED MACH (Mach number).
2006-07-20
ATC 5-37
Do not assign speeds that are lower than those ARE YOU ABLE TO MAINTAIN (specified speed)?
specified in 544.3 Note without prior — or —
WHAT IS YOUR MINIMUM APPROACH SPEED?
coordination with the aircraft. (P)
followed by —
REDUCE TO (specified speed).
544.5
Do not issue speed adjustment requests that
necessitate alternate decreases and increases
in speed.
544.6
Do not specify a minimum speed, if a higher
speed would suffice.

If you have reason to believe that an aircraft IF PRACTICABLE, INCREASE/REDUCE SPEED
may be unable to maintain a speed as high as, TO (specified speed in knots/Mach number).
or as low as, those specified in 544.3 Note,
prefix the request with the words ”if practicable”.
(P)

Advise an aircraft to resume normal speed RESUME NORMAL SPEED.
when application of a speed adjustment is no 544.8 Note:
An approach clearance supersedes a speed
longer necessary, except when the aircraft has
adjustment request, and aircraft are expected to
been cleared for an approach. (P)(N) make their own speed adjustments, to complete the
approach. If you require aircraft to adjust speed
while on approach, restate the request.
545 POSITION INFORMATION
545.1
Inform an aircraft of its position when:
A. identification is established by an identifying
turn;
B. vectoring is terminated, unless you know the 545.1 B. Reference:
pilot has the information; (R) Termination of Vectoring; 547.
Approach Information; 563.
C. the aircraft requests the information; or
D. you deem it necessary. (N) 545.1 D. Note:
Pilots' situational awareness may be degraded by
NAVAID failures; manoeuvers to avoid weather or
unfamiliarity with airspace.
2006-07-20
ATC 5-38
Describe the position of an aircraft in relation to OVER/PASSING (FIX).
a fix, airway, course, or radial that is indicated (Number) MILES (direction) OF (fix).
(Name of NAVAID) (specified) RADIAL IS (number)
on the radar display. (P)
MILES TO YOUR LEFT/RIGHT.
INTERCEPTING/ CROSSING (name of NAVAID)
(specified) RADIAL.
CROSSING/JOINING/DEPARTING (airway).
546 OBSTRUCTION CLEARANCE

Ensure that adequate terrain clearance is Non-Radar Route; Definitions.
provided if you vector an aircraft off a non-radar
route. (R)
546.2 546.2 Note:

Provide terrain clearance by requiring the When vectored away from a non-radar route, aircraft
aircraft to operate at an altitude which is at or maybe unable to determine their exact position. In
such cases, responsibility for ensuring avoidance of
above the minimum IFR altitude specified for
collision with terrain or obstructions must be
the area within which the aircraft is being assumed by the controller.
vectored. (N)
546.3
You may authorize a radar controlled aircraft to
climb or descend while maintaining terrain
clearance visually provided:
A. 1. the aircraft requests it; or
2. you suggest it and the aircraft accepts it;
and
B. separation, other than visual separation, is 546.3 B. Phraseology:
provided from all other IFR and CVFR ARE YOU ABLE TO MAKE A CLIMB/DESCENT TO
aircraft. (P)(N) (altitude) WHILE MAINTAINING TERRAIN
CLEARANCE VISUALLY?
— followed by —
CLIMB/DESCEND VISUALLY FROM (altitude) TO
(altitude)
— and, if necessary —
IF UNABLE, (alternate instructions) AND ADVISE.
546.3 B. Note 1:
Normally, when radar vectoring an aircraft, ATC
must ensure that appropriate terrain clearance is
provided. When executing a visual climb or descent
while on radar vectors, the pilot will ensure terrain
clearance.
546.3 B. Note 2:
While maintaining terrain clearance visually, the
pilot is expected to operate in visual meteorological
conditions rather than in accordance with the visual
flight rules.
Original
ATC 5-39
546.4
Vector an aircraft at an established minimum
vectoring altitude that does not provide
adequate clearance above a prominent
obstruction by one of the following minima:
A. 5 miles provided the position of the
prominent obstruction is indicated on the
radar display; or
B. 3 miles if:
1. terminal control service is being
provided;
* 2. a. a maximum range of 60 miles is
displayed on the radar display; or
* b. 120 miles left to right is displayed
when utilizing a RSiT or NARDS
display; and
3. the prominent obstruction is enclosed 546.4 B. 3. Note:
within a buffer. (N)(D) The prominent obstruction must be enclosed within
a depicted circular buffer with an outer boundary at
a distance from the obstruction that corresponds to
the required radar separation.
* 546.4 B. 3. Diagram:
3 MILES
OBSTRUCTION
547 TERMINATION OF VECTORING
547.1
You may terminate vectoring of an aircraft
provided it is:
A. cleared for an approach.
B. cleared to hold; or
C. established on a non-radar route. (N) 547.1 C. Note:
An aircraft that is on a track that will intercept the
“on course” within a reasonable distance is
considered to be established on a non-radar route.
Original
ATC 5-40
Inform the aircraft, if vectoring is discontinued, (Position) RESUME NORMAL NAVIGATION.
except when the aircraft has been cleared for
an approach. (P)
547.3
When an aircraft has been vectored off its
cleared route, clear the aircraft to the next
waypoint or fix on its route of flight, unless the
pilot requests otherwise.
547.4
Inform the aircraft if you intend to continue
vectoring after the aircraft has been cleared for
the approach.
2002-10-03
ATC 5-41
550 RADAR DEPARTURES
551 GENERAL
551.1
Use standard departure routings, altitudes, and
procedures to reduce coordination if
practicable.
551.2 551.2 Note:

Base an initial departure clearance on non- This provision does not apply if aircraft will be radar
radar separation minima and non-radar routes, separated in accordance with 531.2.
to provide for radar or communication failure.
(N)
551.3
Include the following instructions in a departure
clearance as applicable:
A. The initial heading to be flown, if the aircraft 551.3 A. Note:
is to be vectored immediately after takeoff. Aircraft instructed to “climb runway heading” or a
(N) SID, or departure procedure for which no specific
heading is published, are expected to fly the
heading that corresponds with the extended
centreline of the departure runway until otherwise
instructed. Drift correction will not be applied; e.g.
Runway 04, magnetic heading of the centreline is
044 degrees, aircraft will fly heading 044 degrees.
B. The appropriate instructions concerning 551.3 B. Phraseology:
transponder operation, if a secondary radar SQUAWK (number) JUST BEFORE TAKEOFF.
reply is required immediately after takeoff.
(P)
* 551.4 551.4 Reference:

Where approved by the Manager, ATS Successive IFR Departures — Visual Separation;
Standards and Procedures, initial separation, 335.
Successive IFR Departures — Visual Separation by
based upon visual observation by the airport
Airport Controllers; 312, ATSAMM.
controller, shall be in accordance with a unit
directive or Arrangement. (R)
552 DEPARTURE VERSUS ARRIVAL
552.1 552.1 Note:

You may permit a departing aircraft to take off in The use of the word track throughout subsection
a direction which differs by 45 degrees or more 552 is to be used synonymously with heading,
bearing, radial, ILS course, etc. Provided the
from the reciprocal of the track of an arriving
divergence is 45 degrees or more, you may apply a
aircraft provided: (N) heading to one aircraft and a track to the other.
Below that value, do not intermingle headings and
tracks; that is do not assign a heading to one aircraft
and a track to the other.
A. The arriving aircraft is on final approach.
2002-10-03
ATC 5-42
B. The arriving aircraft is radar identified.
C. 1. The departing aircraft is airborne when 552.1 C. 1. Diagram:
the arriving aircraft is not less than 2
miles from the threshold of the landing
runway; (D)
2 MILES
2. The departing aircraft has commenced 552.1 C. 2. Note 1:

its take-off roll when the arriving aircraft This separation is determined at the time the
is not less than 2 miles from the departing aircraft commences its take-off roll.
552.1 C. 2. Note 2:
threshold of the landing runway
You are expected to consider the prevailing weather
provided: (N)(D) and the effect of the runway surface conditions on
the aircraft's ability to commence take-off roll in a
timely manner.
552.1 C. 2. Diagram:
2 MILES
a. separation will increase to a minimum

of 3 miles (5 miles if more than 60 mile
range is displayed on the radar
display, or 120 miles left to right when
using RSiT or NARDS) within 1
minute after takeoff;
b. the tower is equipped with a display
upon which radar track data, including
aircraft ground speed, is being
displayed.
c. radar procedures are established for 552.1 C. 2. c. Reference:
the release of successive IFR Release of IFR Departures by Airport Controllers;
departures; and (R) 311, ATSAMM.
d. airport controllers are trained and
certified to apply the procedure; or
2006-01-19
ATC 5-43
3. if crossing runways are used, the
departing aircraft has crossed the
centreline of the runway on which the
landing will be made when the arriving
aircraft is not less than:
a. 2 miles from the threshold of the 552.1 C. 3. a. Diagram:
landing runway; or (D)
45 DEGREES
2 MILES
b. 2 miles from the intersection of the 552.1 C. 3. b. Note:

departure and arrival runways. (N)(D) Apply this minimum only if:
A. the requirements of subsection 311 of ATSAMM
are met; and
B. the airport controller can accurately determine
the position of the departing aircraft:
1. visually; or
2. with the use of ASDE.
552.1 C. 3. b. Diagram:
TOWER VISIBILITY
OR ASDE
COVERAGE
2 MILES
45°
D. Lateral separation from the specified missed

approach course is assured immediately
after takeoff if the possibility of a missed
approach exists.
E. The arriving aircraft will not carry out a
circling procedure.
2006-01-19
ATC 5-44
552.2
off at any time, from a runway that is parallel to
a runway being used by an arriving aircraft,
provided:
A. the runway thresholds are even, and the 552.2 A. Diagram:
runway centrelines are 2,500 feet or more
apart (centreline to centreline); or (D)
30
THRESHOLDS DEGREES
2,500 FEET
EVEN OR MORE
PUBLISHED OR
ALTERNATIVE
MISSED
APPROACH
B. The runway thresholds are staggered and:

1. if the arriving aircraft is approaching the 552.2 B. 1. Note:
nearer runway, the required distance Regardless of the distance that the runway
between runway centrelines may be 100 thresholds are staggered, the distance between
centrelines must be at least 1,000 feet.
feet less than 2,500 feet for each 500
552.2 B. 1. Diagram:
feet that the thresholds are staggered.
(N)(D)
30
DEGREES
2,400 FEET OR MORE
PUBLISHED OR
500 FEET ALTERNATIVE
MISSED
APPROACH
STRAGGERED THRESHOLDS
2. if the arriving aircraft is approaching the 552.2 B. 2. Diagram:

farther runway, the required distance
between runway centrelines must be 100
feet more than 2,500 feet for each 500
feet that the thresholds are staggered. 30
DEGREES
(D) 2,600 FEET OR MORE
PUBLISHED OR
500 FEET ALTERNATIVE
MISSED
APPROACH
STRAGGERED THRESHOLDS
2000-04-20
ATC 5-45
C. in addition to A. and B. the following 552.2 C. Note:
conditions are also met: (N) These conditions are applicable to 552.2 A. and
552.2 B.
1. the aircraft are informed that 552.2 C. 1. Note:
simultaneous operations are in effect; ATIS may be used for this purpose.
(N)
2. the aircraft are landing in the same 552.2 C. 2. Reference:
direction being used for takeoff and are Visual Approach; 566.
making either straight-in or visual
approaches which are being monitored
on radar. (R)
3. the departing aircraft are assigned 552.2 C. 3. Note:
headings that diverge immediately after The 30 degrees of divergence may also be achieved
takeoff by 30 degrees or more from the by turning the arriving aircraft. If the aircraft is
required to select a NAVAID other than the one
missed approach of the arriving aircraft.
specified in the published missed approach, the
(N) details of the alternate missed approach should be
passed to the aircraft with the approach clearance,
or at the very latest before the aircraft reaches the
final approach fix.
4. radar identification of the departing
aircraft will be established within one
mile of the runway.
* 5. a maximum of 60 miles is displayed on
the radar display or 120 miles left to right
when using RSiT or NARDS.
6. neither a departing aircraft nor a missed
approach aircraft is cleared nor
permitted to turn toward the flight path of
the other, unless another form of
separation has been achieved.
553 DEPARTURE VERSUS DEPARTURE
553.1
off, at any time, from a runway that is parallel to
a runway being used by another departing
aircraft provided:
A. the runways are 2,500 feet or more apart
(centreline to centreline);
2000-04-20
ATC 5-46
B. both aircraft will follow assigned tracks that 553.1 B. Note:
diverge by 15 degrees or more immediately Where a turn is required after takeoff in order to
after takeoff; (N)(D) achieve 15 degrees of divergence, it must be
assumed that the aircraft will climb straight ahead
until reaching at least 400 feet before commencing
the turn.
553.1 B. Diagram 1:
2,500 FEET
15 DEGREES
553.1 B. Diagram 2:
2,500 FEET
15 DEGREES
C. radar identification of both aircraft will be

established within 1 mile of the runway used
for takeoff;
* D. a maximum of 60 miles is displayed on the
radar display or 120 miles left to right when
using RSiT or NARDS; and
E. neither aircraft is cleared nor permitted to
turn towards the departure path of the other,
unless another form of separation has been
achieved.
2006-01-19
ATC 5-47
553.2 553.2 Diagram:
You may authorize simultaneous takeoffs for
aircraft departing from non-intersecting
runways provided: (D)
15 DEGREES OR MORE
A. the runway centrelines diverge by 15

degrees or more;
B. radar identification of both aircraft will be
for takeoff;
C. a maximum of 60 miles is displayed on the
using RSiT or NARDS;
D. when required, a wake turbulence minimum 553.2 D. Reference:
is applied; and (R) Wake Turbulence; 380.
E. neither aircraft is cleared nor permitted to
turn towards the other, unless another form
of separation has been achieved.
553.3 553.3 Diagram:

You may authorize a succeeding aircraft to take
off from an intersecting runway provided: (D)
15 DEGREES OR MORE
A. the runway centrelines diverge by 15

degrees or more;
B. the previous aircraft has passed the point of
the runway intersection;
C. when required a wake turbulence minimum 553.3 C. Reference:
is applied to the succeeding aircraft; (R) Wake Turbulence; 380.
2006-01-19
ATC 5-48
D. radar identification of both aircraft will be
for takeoff;
E. a maximum of 60 miles is displayed on the
using RSiT or NARDS; and
F. neither aircraft is cleared nor permitted to
turn towards the departure path of the other,
unless another form of separation has been
achieved.
554 SUCCESSIVE DEPARTURES
554.1
Separate successive aircraft departing from the
same, or parallel runways that are separated by
less than 2,500 feet, by 1 mile provided:
A. radar identification of both aircraft will be
established within 1 mile of the end of the
runway used for takeoff;
* B. a maximum of 60 miles is displayed on the
using RSiT or NARDS;
C. both aircraft are assigned tracks that diverge 554.1 C. Note:
immediately after takeoff as follows: (N) Where a turn is required after takeoff normally the
aircraft will climb straight ahead until reaching at
least 400 feet before commencing the turn.
1. if the speed of the following aircraft will
exceed that of the leading aircraft;
a. turn the leading aircraft 30 degrees or
more; and
b. if you turn the following aircraft to the 554.1 C. 1. b. Diagram:
same side of the runway centreline,
ensure that the angle between their
tracks equals 30 degrees or more,
30 DEGREES
and do not turn the following aircraft OR MORE
1 MILE
further than the leading aircraft, and;
(D)
c. do not authorize the following aircraft

to depart until the leading aircraft has
commenced the turn;
2002-01-24
ATC 5-49
2. if the speed of the following aircraft will
not exceed that of the leading aircraft,
turn either aircraft or turn both aircraft
immediately after takeoff such that the
angle between their tracks equals 15
degrees or more;
D. successive departing aircraft are assigned
track divergence until another form of
separation has been achieved;
* E. if parallel runways that are less than 2,500
feet apart are used, neither aircraft is cleared
nor permitted to turn towards the departure
path of the other, unless another form of
separation has been achieved; and
F. wake turbulence minima are applied when 554.1 F. Reference:
required. (R) Wake Turbulence — Minima; 382.
Wake Turbulence — Minima; 533.
2002-01-24
ATC 5-50
560 ARRIVALS
561 GENERAL
561.1
Use standard arrival routings, altitudes and
procedures to reduce coordination, if
practicable.

Except as provided in 561.3 and 561.4, clear an CLEARED TO (fix) MAINTAIN (altitude).
arriving aircraft to a fix from which an 561.2 Note:
It is expected you will assign the final approach
instrument approach can be carried out.
course fix, or the initial or intermediate approach fix,
(P)(N)(R) for the anticipated approach.
561.2 Reference:
Holding Fixes; 452.
561.3 * 561.3 Reference:

You may, in a terminal radar environment, omit Clearance Limit; 463.
issuing a clearance limit to arriving aircraft Vectoring — General; 541.
Radar Arrivals; RAC 9.7, TC AIM.
provided the radio and radar systems meet the
requirements of 562.2 B. (R)

You may omit clearing an aircraft to a published Clearance Limit; 463.
approach fix, from which an instrument
approach can be carried out, if the aircraft has
been cleared for a conventional or RNAV STAR.
(R)
561.5 561.5 Example:

The arrival controller shall inform the aircraft of RUNWAY 24 LEFT.
the landing runway on initial contact if the
aircraft has been cleared for a conventional or
RNAV STAR. (E)
562 SUCCESSIVE ARRIVALS
562.1
Apply vertical separation between successive
arriving aircraft if they are in such proximity to
their clearance limit and to each other, that less
than the required radar separation could occur
in the event of a communications or radar
failure.
2006-01-19
ATC 5-51
562.2
You need not apply vertical separation between
successive arriving aircraft provided one of the
following conditions is met:
A. radar separation is established from the
preceding aircraft and the preceding aircraft
is:
1. established on the final approach
course; or
2. cleared for a visual approach in
B. both aircraft are provided terminal control 562.2 B. Note:
service in a terminal area by a controller “Terminal area” means the airspace under the
whose radar and radio systems meet the jurisdiction of a terminal sector or terminal unit. It
may or may not be designated in the DAH.
following requirements: (N)(R)
562.2 B. Reference:
Responsibility for Electrical Power; 406, ATSAMM.
1. A TSR is the prefered radar source. (N) 562.2 B. 1. Note:
With a mosaiced-radar display, failure of the
designated preferred radar will result in automatic
switching to the designated supplementary radar.
The RDPS will redesignate it as the new preferred
radar. If a further radar source is available, this can
be brought on-line as the new supplementary radar.
Unless advised otherwise, mosaiced-radar
presentations will have at least one automatic back-
up radar available.
2. Radio System:
a. primary frequencies connected to a
UPS; or
b. primary frequencies backed up with
emergency battery-operated trans-
ceivers with external antennas.
C. you have issued instructions to ensure that
separation will be maintained in the event of
a communication failure.
562.3 562.3 Note:

You may clear a succeeding aircraft for an This provision does not apply to an aircraft that is
approach provided the preceding aircraft is cleared for a visual approach in accordance with
566.1.
established on the final approach course. (N) 562.3 Reference:
Final Approach Course; Definitions.
562.4
When instrument meteorological conditions
exist at an airport served by a FSS, do not clear
a succeeding aircraft for an approach until the
preceding aircraft lands and is clear of the
runway to be used by the succeeding aircraft.
2006-01-19
ATC 5-52
563 APPROACH INFORMATION
563.1 563.1 Note:

When an aircraft is on the final approach You may omit 563.1 A. and B. if the aircraft is flying
course, or immediately before the turn on to the an RNAV STAR.
563.1 Example:
final approach course, issue the following to the
FLY HEADING ONE TWO ZERO TO INTERCEPT
aircraft: (N)(E) FINAL APPROACH COURSE. FOUR MILES
FROM THE HALIFAX NDB, CLEARED FOR
STRAIGHT-IN ILS RUNWAY ONE FIVE
APPROACH. CONTACT HALIFAX TOWER ON
ONE ONE EIGHT DECIMAL FOUR NOW.
-OR-
EIGHT MILES FROM AIRPORT, TURN RIGHT
HEADING ONE THREE ZERO FOR FINAL
APPROACH. CLEARED FOR PRECISION RADAR
APPROACH RUNWAY ONE SIX. CONTACT
SHEARWATER PRECISION ON ONE THREE
FOUR DECIMAL ONE NOW. IF NO IMMEDIATE
CONTACT RETURN THIS FREQUENCY.
A. the vector to intercept the final approach
course if required;
B. the distance from; (R) 563.1 B. Reference:
Position Information; 545.
1. the final approach fix;
2. the final approach course; or
3. the airport.
C. approach clearance; and (N) 563.1 C. Note:
You may omit the name of the airport from an
approach clearance provided you vector the aircraft
to the final approach course.
D. instructions to change to tower or precision
approach radar frequency.
563.2 563.2 Note:

Specify altitude restrictions to ensure that the This provision does not apply to an aircraft that is
aircraft being vectored will not descend below cleared for a visual approach in accordance with
566.1.
the minimum IFR altitude until on the final 563.2 Reference:
approach course, if you issue an approach Interception of Final Approach; 564.
clearance prior to the final approach course.
(N)(R)
2006-01-19
ATC 5-53
564 INTERCEPTION OF FINAL
APPROACH

Except as permitted in 564.2 and 564.3, vector TURN LEFT/RIGHT (or FLY) HEADING (number)
an aircraft to intercept the final approach TO INTERCEPT FINAL APPROACH COURSE;
or for radar approach —
course. (P)(N)(R)
TURN LEFT/RIGHT (or FLY) HEADING (number)
FOR FINAL APPROACH.
564.1 Note 1:
It is essential that aircraft are correctly vectored to
the final approach course. Heading adjustments
after the turn to final increase both pilot and
controller workload at a critical time. To increase
accuracy, winds aloft may be requested from aircraft
capable of providing them.
564.1 Note 2:
Final descent points are illustrated in 564.2 A.
Diagram.
564.1 Reference:
Preparation for and Completion of Duty; 112.
A. 2 miles or more from the point at which final
descent will begin; and
B. at an angle of 30 degrees or less.
564.2
You may reduce the distance specified in 564.1
A. to:
A. 1 mile provided the aircraft will intercept the 564.2 A. Diagram:
glide path at 3,000 feet AGL or higher: or (D)
GLIDE PATH
3.000 AGL
2 MILES 1 MILE
NORMAL REDUCED
B. any distance, but not closer to the runway

than the FAF, provided:
1. the reported ceiling is 3,000 feet AGL or
above and the ground visibility is 3 miles
or more;
2. no known or suspected wind shear
conditions exist; and
3. the aircraft has received prior notification 564.2 B. 3. Note:
of the vectoring procedure. (N) Prior notification to the aircraft may be
accomplished by either ATIS or DCPC.
2006-01-19
ATC 5-54
If requested by the aircraft, you may vector it to Approach Information; 563.
intercept the final approach course at any Coordination — Radar — Tower; 581.
distance, but not closer to the runway than the
FAF. (R)

Inform the aircraft if it will be vectored through YOU WILL BE VECTORED THROUGH THE FINAL
the final approach course. (P)(N) APPROACH COURSE FOR SPACING/DESCENT.
564.4 Note:
When vectoring aircraft through the final approach
course consideration must be given to wake
turbulence separation as given in 533.
* 564.5 564.5 Note 1:

Clear an aircraft flying an RNAV STAR for The published minima at the Final Approach Course
descent in sufficient time to be at the published Fix allows the aircraft to intercept the glide path from
below.
minimum altitude, prior to crossing the Final
* 564.5 Note 2:
Approach Course Fix (FACF). (N) When the aircraft has been cleared for an RNAV
STAR and if an approach clearance is not issued
prior to the aircraft turning final, the aircraft will
intercept the localizer and fly inbound, maintaining
the last assigned altitude.
565 MISSED APPROACHES
565.1 565.1 Note 1:

Issue alternate missed approach instructions This provision does not apply if aircraft will be radar
that will provide non-radar separation if there is separated in accordance with 531.2.
565.1 Note 2:
a possibility of successive missed approaches.
465.9 Note, Reference and Examples and
(N) 466.2 Reference also apply to this paragraph.
566 VISUAL APPROACHES
566.1 566.1 Note:

You may clear an aircraft for a visual approach Visual approaches may be requested by pilots or
provided: (N)(R) initiated by controllers to gain an operational
advantage for arrivals operating in good weather
conditions. Pilots cleared for a visual approach are
responsible for compliance with published noise
abatement procedures, wake turbulence separation
and avoidance of Class F airspace.
566.1 Reference:
Visual Approach; Definitions.
A. the reported ceiling at the destination airport 566.1 A. Note:
is 500 feet or more above the minimum IFR The MVA is the lowest usable minimum IFR altitude
altitude and the ground visibility is three to be used at those locations where a MVA is
established. Where a MVA is not established, the
statute miles or more; (N)
minimum IFR altitude for the airspace concerned is
the lowest usable altitude.
2002-01-24
ATC 5-55
B. separation, other than visual separation, is 566.1 B. Phraseology:
provided from other IFR or CVFR aircraft FOLLOW (traffic)
except that the aircraft being vectored may — or —
MAINTAIN VISUAL SEPARATION FROM (traffic)
be instructed to maintain visual separation
ON VISUAL APPROACH TO RUNWAY (number).
from preceding arriving IFR or CVFR aircraft 566.1 B. Note:
when cleared for a visual approach; At controlled airports an IFR aircraft may be
(P)(N)(R) instructed to maintain visual separation from a VFR
aircraft operating in the control zone after the
required coordination with the airport controller has
been completed.
566.1 B. Reference:
Visual Separation: Definitions.
C. the aircraft reports sighting:
1. the airport if there is no preceding IFR or 566.1 C. 1. Phraseology:
CVFR traffic; or (P) CLEARED TO THE (name) AIRPORT, VISUAL
APPROACH.
— or —
CLEARED TO THE (name) AIRPORT, VISUAL
APPROACH (runway).
FOLLOW (traffic).
2. the aircraft it will be instructed to follow. 566.1 C. 2. Note 1:
(N)(R) The aircraft being cleared for the visual approach
may be sequenced to land after an aircraft which is
approaching to land on a different runway.
566.1 C. 2. Note 2:
The aircraft cleared for the visual approach may
decrease speed to avoid anticipated wake
turbulence vortices if following heavier category
aircraft.
566.1 C. 2. Note 3:
At uncontrolled airports, controllers may not be
aware of the VFR traffic, therefore, it is the pilot's
responsibility to conduct the visual approach without
the benefit of receiving VFR traffic information.
* 566.1 C. 2. Reference:
Visual Approach; RAC 9.6.2, TC AIM.
D. you ensure the aircraft will complete its 566.1 D. Note:
approach by following a flight path which Separation is maintained through monitoring the
will not compromise separation with other progress of the aircraft after it is cleared for a visual
approach.
IFR or CVFR aircraft. (N)
E. in multiple traffic situations, you ensure that 566.1 E. Phraseology:
there is no mistaken identification by having (Aircraft identification) NUMBER 1 FOR RUNWAY
the pilot confirm the type and position of the (number) NUMBER 2 FOR LANDING. TRAFFIC
(type and location) LANDING RUNWAY (number of
aircraft to be followed. (P)(N)
other runway).
566.1 E. Note:
You ensure the pilot has sighted the correct aircraft
to follow by having the type and position of the
aircraft verified, if traffic conditions are such that the
possibility of misidentification exists.
2002-01-24
ATC 5-56
566.2
Inform the airport controller/FSS of the position
of an aircraft cleared for a visual approach
relative to:
A. the airport;
B. any traffic the aircraft will be following; or
C. any traffic from which the aircraft will be
maintaining visual separation.
567 VISUAL APPROACHES TO MULTIPLE

RUNWAYS
567.1 567.1 Note:

Inform all aircraft when conducting visual ATIS may be used to inform aircraft that visual
approaches to multiple runways. (N) approaches are being conducted simultaneously to
more than one runway.
567.2
Maintain IFR separation until visual separation
is applied when conducting visual approaches
to multiple runways.
567.3
In addition to the requirements in 566.1 A.
through D., apply the following conditions when
conducting visual approaches to parallel,
intersecting and converging runways:
A. parallel runways separated by less than
2,500 feet;
1. maintain IFR separation until the aircraft
reports sighting any preceding aircraft on
final approach to the adjacent runway;
2. instruct the aircraft to maintain visual
separation from the reported traffic;
3. do not permit a heavy aircraft to pass 567.3 A. 3. Reference:
any other aircraft or a medium aircraft to Wake Turbulence; 128.
pass a light aircraft. (R) Wake Turbulence Minima; 533.
B. parallel runways separated by 2,500 but
less than 4,300 feet and both aircraft are
being vectored for visual approaches;
1. maintain other than visual separation 567.3 B. 1. Note:
until the aircraft are established on a The intent of the 30 degree intercept angle is to
heading which will intercept the reduce the requirement for steep turns which may
prevent the sighting of aircraft operating on closely
extended runway centreline by 30
spaced parallel tracks.
degrees or less; and (N)
2. both aircraft have received and
acknowledged the visual approach
clearance.
2005-01-20
ATC 5-57
C. parallel runways separated 4,300 feet or
more and both aircraft are being vectored
for visual approaches, maintain other than
visual separation until one of the aircraft has
received and acknowledged the visual
approach clearance;
D. if one of the aircraft in 567.3 A., B. or C. is 567.3 D. Note:
being vectored for a visual approach while If runways are separated by 2,500 but less than
another is being vectored for an instrument 4,300 feet, both aircraft are to be on a heading
which will intercept the extended runway centreline
approach, maintain separation other than
by 30 degrees or less.
visual separation until the aircraft
conducting the visual approach has
received and acknowledged the visual
approach clearance; (N)
E. intersecting and converging runways:
1. maintain IFR separation until the aircraft
has received and acknowledged the
visual approach clearance.
2. visual approaches may be conducted 567.3 E. 2. Phraseology:
simultaneously with visual or instrument (Aircraft identification) NUMBER 1 FOR RUNWAY
approaches to another runway. (P)(N) (number) NUMBER 2 FOR LANDING. TRAFFIC
(type and location) LANDING RUNWAY (number of
other runway).
567.3 E. 2. Note:
The aircraft being cleared for the visual approach
may be sequenced to land after an aircraft which is
approaching to land on a different runway.
568 PUBLISHED VISUAL APPROACH

PROCEDURES
568.1 568.1 Note:

Clear an aircraft for a published visual approach In order to clear aircraft for a published visual
to a controlled airport provided: (N) approach, the procedure must be published in the
Canada Air Pilot.
A. The approach is conducted in a radar
environment.
B. The published name of the approach and
the landing runway are specified in the
approach clearance.
C. The reported ceiling is 500 feet above the
MVA and the ground visibility is 3 miles or
more.
D. The aircraft reports sighting a published
visual landmark or reports sighting a
preceding aircraft on the same approach
and has been instructed to follow that
aircraft.
2005-01-20
ATC 5-58
E. When using parallel, intersecting or
converging runways the conditions specified
in 567 must also be met.
569 RNAV STAR PROCEDURES
569.1 569.1 Note:

Allow aircraft operating on an RNAV STAR to Assignment of radar vectors to an aircraft
conduct their own navigation to the extent conducting an RNAV STAR will cancel the STAR.
Once the traffic situation is resolved, the controller
possible. (N)(R)
may re-clear the aircraft to fly the RNAV STAR via/
direct any waypoint contained within the STAR.
* 569.1 Reference:
Obstruction Clearance, 546.
Obstacle Clearance During Radar Vectors; RAC
1.5.5. TC AIM.
569.2 569.2 Note:

Consider an aircraft to have been cleared for There is no requirement to re-clear an aircraft for an
the RNAV STAR provided the STAR is included RNAV STAR if there are no published altitude
restrictions, (excluding the altitudes published at the
in the routing portion of the flight plan. (N)(R)
DTW or FACF).
569.2 Reference:
Clearance Limit; 421 and 463.
Arrivals – General; 561.
569.3 569.3 Note 1:

When issuing approach clearance to an aircraft 3 miles allows sufficient time for the pilot to connect
flying an open RNAV STAR, issue the clearance the RNAV STAR to the IFR approach.
569.3 Note 2:
no later than 3 miles from the DTW. If unable,
If approach clearance is:
provide radar vectors to the aircraft. (N)(D) A. not received by the DTW, the aircraft will
maintain the published heading depicted on the
chart and expect radar vectors; or
B. received, the aircraft will follow the RNAV route
to the DTW, hence to the FACF and conduct a
straight-in approach.
569.3 Note 3:
Clearance for a visual approach automatically
cancels the RNAV STAR.
569.3 Note 4:
The phrase “straight-in” may be omitted, as it is part
of the RNAV procedure.
2001-01-25
ATC 5-59
569.3 Diagram:
OPEN RNAV PROCEDURE
DTW 3 NM
HDG
FAF
FACF
* 569.4 569.4 Note:

Clear an aircraft flying an RNAV STAR for The published altitude at the FACF allows the
descent in sufficient time to be at the published aircraft to intercept the glide path from below.
minimum altitude, prior to crossing the Final
Approach Course Fix (FACF). (N)
* 569.5 * 569.5 Note:

Do not clear an aircraft flying an RNAV STAR, The published altitude at the FACF meets noise
to an altitude below the FACF altitude. (N) abatement requirements and is the lowest altitude
contained in the RNAV STAR.
* 569.6
Clear an aircraft flying an RNAV STAR, to fly
direct to any waypoint, contained within the
STAR, if:
A. you will gain an operational advantage, or
B. the aircraft requests it and traffic conditions 569.6 B. Phraseology:
permit. (P)(D) CLEARED DIRECT (waypoint) MAINTAIN (altitude)
EXPECT VECTORS TO FINAL APPROACH.
569.6 B. Diagram:
FACF
FAF
DTW HDG
WP
WP
2001-01-25
ATC 5-60
570 SIMULTANEOUS OPERATIONS
571 SIMULTANEOUS INDEPENDENT

PARALLEL ILS APPROACHES
571.1 571.1 Note:

At a controlled airport where simultaneous 564.1 Note 1 applies here also.
independent parallel ILS approaches have 571.1 Reference:
Simultaneous Independent Parallel Approaches;
been approved, you may clear aircraft for
357, ATSAMM.
straight-in ILS approaches provided: (N)(R)
A. the Arrival Controller;
1. informs each aircraft that simultaneous 571.1 A. 1. Note:
ILS approaches are being conducted to ATIS may be used.
the parallel runway before heading or
descent instructions are issued; (N)
2. vectors each aircraft:
a. to provide a minimum of 1 mile of 571.1 A. 2. a. Note:
straight and level flight prior to final The purpose of providing 1 mile of straight and level
approach course interception; and (N) flight prior to final approach course interception is to
dissipate speed and to prevent overshooting the
final approach course.
b. to intercept the final approach course, 571.1 A. 2. b. Note:
at an angle of 30 degrees or less, and The provisions of 564.2 do not apply when
at a point 2 miles or more from where simultaneous independent parallel approaches are
being conducted.
final descent will begin: (N)
3. informs each aircraft of the runway
number upon initial contact.
4. provides a minimum of 1,000 feet 571.1 A. 4. Note 1:
vertical or 3 miles radar separation until The “Normal Operating Zone” (NOZ) is that
both aircraft are within their normal airspace each side of the runway centreline, within
which, aircraft are expected to remain while
operating zones and established on their
conducting normal manoeuvring.
respective localizers. (N)(R) 571.1 A. 4. Note 2:
Where runways are separated by more than 5,000
feet that part of the “Normal Operating Zone” that is
immediately adjacent to the “No Transgression
Zone” (NTZ) should be depicted on the radar map.
Normal Operating Zone: Definitions..
No Transgression Zone; Definitions.
Simultaneous Independent Parallel ILS
Approaches; 357, ATSAMM.
5. applies appropriate separation from 571.1 A. 5. Note:
other IFR or CVFR aircraft except for Aircraft established on a final approach course are
aircraft established on the parallel considered separated from aircraft established on
an adjacent final approach course provided it is
localizer and within the NOZ for the
apparent that neither aircraft is on a track that will
parallel runway. (N)(R) cause it to penetrate the NTZ.
2004-07-08
ATC 5-61
Category II ILS Approaches; 534.
CAT III ILS; 535.
Simultaneous Independent Parallel ILS
Approaches; 357, ATSAMM.
6. instructs aircraft to maintain an altitude 571.1 A. 6. Phraseology:
until established on the localizer being (number) MILES FROM (fix) or (number) MILES
used; (P)(R) FROM THE THRESHOLD. TURN LEFT/RIGHT
HEADING (degrees). MAINTAIN (altitude) UNTIL
ESTABLISHED ON THE LOCALIZER. CLEARED
ILS RUNWAY (number) LEFT/RIGHT APPROACH.
Interception of Final Approach; 564
7. instructs the aircraft to change to and 571.1 A. 7. Note 1:
report on the frequency being used by Frequency change will normally be completed 2
the airport controller prior to the miles before glide path interception.
571.1 A. 7. Note 2:
commencement of final descent; and
At some units, the mode of operation may require
(N) that the monitor controller have a dedicated
frequency rather than override capability on the
airport control frequencies. In such cases,
frequency changes should be in accordance with
unit directives.
8. considers known factors that may, in any 571.1 A. 8. Note:
way, affect the safety of simultaneous Wind shear and changing wind conditions in the
independent approaches. (N) final approach area may cause aircraft to deviate
from centreline of the approach.
B. the Monitor Controller;
1. monitors all simultaneous independent
approaches;
2. maintains a listening watch on the
appropriate airport control frequencies.
* 3. considers the aircraft to be the centre of 571.1 B. 3. Note:
the RPS; (N) In lieu of the monitor controller maintaining a
listening watch on the airport control frequencies
the aircraft may be changed to a dedicated monitor
control frequency, while they are in the NOZ,
provided it is in accordance with unit directives.
2004-07-08
ATC 5-62
4. issues necessary instructions and infor- 571.1 B. 4. Note:
mation, on the appropriate airport The “No Transgression Zone” is to be depicted on
control or dedicated frequency, so as to the radar display used by the monitor controller.
571.1 B. 4. Diagram:
ensure that aircraft remain within the
applicable NOZ as follows: (N)(D)
OM 14L
NO TRANSGRESSION 2,000 FT. 5,000 FT.

ZONE
NORMAL OPERATING ZONE

1,500 FT.
OM
14R
a. immediately, when an aircraft is 571.1 B. 4. a. Phraseology:

observed to overshoot a turn-on or YOU HAVE CROSSED THE ILS LOCALIZER
approach the edge of the NOZ, COURSE TURN (left or right) IMMEDIATELY AND
RETURN TO ILS LOCALIZER COURSE.
vectors the aircraft back to the
— or —
centreline and provides position TURN (left or right) AND RETURN TO ILS
information; or (P) LOCALIZER COURSE.
b. when an aircraft is observed to con-
tinue on a track which will penetrate
the NTZ, immediately vectors the
aircraft back to the centreline.
c. when it is observed that an aircraft
has penetrated or is about to
penetrate the NTZ, IMMEDIATELY:
i. issues instructions to the aircraft 571.1 B. 4. c. i) Phraseology:
on the adjacent localizer to alter its TURN (left or right) (number) DEGREES or
heading so as to avoid the HEADING (degrees) IMMEDIATELY TO AVOID
TRAFFIC DEVIATING FROM ADJACENT
deviating aircraft; and (P)
APPROACH, CLIMB TO (altitude).
ii. coordinates, as appropriate, to
accommodate any probable
missed approach;
5. terminates monitoring, if:
a. visual separation is applied;
b. the aircraft reports the runway insight;
or
c. the aircraft is observed to be 1 mile
from the runway threshold.
2004-07-08
ATC 5-63
572 SIMULTANEOUS DEPENDENT
PARALLEL ILS APPROACHES
572.1 572.1 Note:

At a controlled airport where simultaneous 564.1 Note 1 applies here also.
dependent parallel approaches have been 572.1 Reference:
Simultaneous Dependent Parallel ILS Approaches;
approved, you may clear aircraft for straight in
358, ATSAMM.
ILS approaches provided: (N)(R)
A. the Arrival Controller;
1. informs each aircraft that simultaneous 572.1 A. 1. Note:
ILS approaches are being conducted to ATIS may be used.
the parallel runway before heading or
descent instructions are given; (N)
2. vectors each aircraft to intercept the final 572.1 A. 2. Note:
approach course at an angle of 30 The provisions of 564.2 do not apply when
degrees or less, and at a point 2 miles or simultaneous dependent ILS approaches are being
conducted.
more from where final descent will begin
for a straight in landing. (N)
3. informs each aircraft of the runway
number upon initial contact;
4. provides a minimum of 1,000 feet
vertical or 3 miles radar separation until
both aircraft are established inbound on
their respective localizers;
5. provides a minimum of 1.5 miles radar 572.1 A. 5. Note:
separation diagonally between Apply this separation minima only after aircraft are
successive aircraft on adjacent localizer observed to be established on parallel localizers.
* 572.1 A. 5. Reference:
courses when runway centrelines are at
least 2,500 feet but no more than 4,300 Category II ILS Approaches; 534.
feet apart; (N)(R)(D) CAT III ILS; 535.
572.1 A. 5. Diagram:
≥ 2,500
1.5 MILES 1.5 MILES ≤ 4,300
2.5 MILES
2004-07-08
ATC 5-64
6. provides a minimum of 2 miles radar 572.1 A. 6. Diagram:
separation diagonally between
successive aircraft on adjacent localizer
courses when runway centrelines are
2.5 MILES
more than 4,300 feet but no more than
9,000 feet apart; (D)
> 4,300
2 MILES 2 MILES
≤ 9,000
7. monitors the approaches to ensure radar 572.1 A. 7. Reference:

separation is maintained until responsi- Control Transfer; 495.
bility for control has been changed to Visual Approach; 566.
tower or the aircraft is cleared for a visual
approach; and (R)
8. considers known factors that may, in any 572.1 A. 8. Note:
way, affect the safety of the aircraft Wind shear, wake turbulence, severe weather
conducting simultaneous dependent activity and changing wind conditions in the final
approach area may cause aircraft to deviate from
approaches. (N)
the centreline of the approach.
573 SIMULTANEOUS ARRIVALS ARRIVAL/

DEPARTURE
573.1
You may clear an aircraft to conduct an
instrument approach while another aircraft is
simultaneously conducting an instrument
approach to a converging or intersecting
runway provided:
* A. the operation is conducted in accordance 573.1 A. Reference:
with a unit directive or an Arrangement; (R) Local Procedures; 211, ATSAMM.
B. the aircraft concerned are informed that 573.1 B. Reference:
converging instrument approaches are in Message Composition; 172.
use; (R)
C. each aircraft is informed of the runway
number on initial contact; and
D. radar separation is maintained until:
1. one aircraft has landed;
2. the tower is able to apply visual
separation; or
3. another form of separation is
established.
ATC 5-65
573.2
You may permit an aircraft to take off while
another aircraft is landing simultaneously on an
intersecting runway provided:
A. the tower has agreed to apply simultaneous * 573.2 A. Note:
intersecting runway procedures; and (N) Tower agreements to apply simultaneous
procedures may be coordinated on a case by case
basis, for a period of time, or for specific time
periods as stated in the unit directive or
Arrangement.
* B. the operation is conducted in accordance
with a unit directive or an Arrangement.
ATC 5-66
580 COORDINATION
581 RADAR — TOWER
581.1 581.1 Note:

Ensure towers are provided with the sequence Provided procedures are developed in an
of arriving aircraft and update this sequence as operations letter this information may be transferred
non-verbally from the IFR radar unit to a radar
required. (N)(R)
equipped tower.
581.1 Reference:
IFR Unit — Tower/Flight Service Station; 493.
Radar Identification, 511.
581.2 581.2 Note:

Provide the tower with information on the 581.1 Note also applies here.
position of an arriving aircraft at least once 581.2 Reference:
Radar Identification, 511.
before instructing the aircraft to change to tower
frequency. (N)(R)

Adjust the approach interval to the extent Coordination — Reports; 361.
practicable, to assist in expediting the
movement of other airport traffic, if requested
by the tower. (R)
581.4 581.4 Note:

Inform the tower if you observe an IFR or CVFR This provision does not apply if responsibility for
aircraft, that is in communication with the tower, control of an aircraft has been transferred to tower.
deviate from the normal final approach pattern.
(N)
582 ARRIVAL — PRECISION APPROACH

RADAR (PAR)
582.1
Determine from the PAR controller:
A. the interval required between successive
aircraft on approach.
B. the heading required for final approach 582.1 B. Note:
course, if it differs appreciably from the This is required so that allowance for wind can be
runway heading. (N) made during vectors to final approach.
583.1
Transfer control as closely as possible to the
control zone boundary unless otherwise:
A. coordinated with the controllers concerned;
or
* B. specified in an Arrangement. (N)
ATC 5-67
583.2
The transferring controller shall provide the
receiving controller with the aircraft's
identification and position.
ATC 5-68
600 _ GENERAL
601 GUIDELINES
602 RADAR
603 EMERGENCY DESCENT
610 _ COMMUNICATION FAILURE
611 GENERAL
612 COMMUNICATION FAILURE UNDER RADAR CONTROL
620 _ ALERTING SERVICE
623 DISSEMINATION OF INFORMATION
624 NOTIFICATION OF RCC
625 ELT SIGNALS
626 NOTIFICATION OF THE OPERATOR
627 MISSING AIRCRAFT NOTICE (MANOT)
630 _ COMMUNICATION SEARCH
631 GENERAL
632 SEARCH AREA
633 SEARCH PROCEDURES
634 UNSUCCESSFUL SEARCH
640 _ ASSISTANCE TO VFR AIRCRAFT ENCOUNTERING INSTRUMENT METEOROLOGICAL
CONDITIONS
641 GENERAL
642 VDF CLOUD-BREAKING
650 _ BOMB THREAT AND HIJACKING
651 HIJACK SIGNAL RESPONSES
652 COORDINATION — IFR UNITS
653 COORDINATION — TOWERS
660 _ EMERGENCY COORDINATION CENTRES
661 ECC — TRANSFER TO DESIGNATED FREQUENCY
670 _ SURVEILLANCE APPROACHES
671 GENERAL
672 EMERGENCY SURVEILLANCE APPROACHES
* 680 RDPS OR LOCAL DISPLAY FAILURE
681 NAV CANADA AUXILIARY RADAR DISPLAY SYSTEM
2005-09-29
ATC 6-1
600 GENERAL
601 GUIDELINES
601.1 601.1 Note:

Use the rules and procedures contained in this It is impossible to detail procedures for all
part as the basis for handling emergencies. (N) emergency situations because of the many different
circumstances that may arise. You are expected to
use your best judgment in handling a situation not
specifically covered.
601.2
During an emergency:
A. provide as much assistance as possible to 601.2 A. Note:
the aircraft in distress; (N) To assist flight crews in coping with an emergency,
controllers must inform the crew of all pertinent
information.
B. enlist the aid of all available facilities and
services; and
C. coordinate fully and completely with all
concerned agencies.

You may use emergency VDF procedures Assistance to VFR Aircraft Encountering Instrument
provided: (R) Meteorological Conditions; 640.
A. 1. radar is not available; and
2. there is no alternate course of action;
and
B. 3. the aircraft declares an emergency; or
4. you have assessed the nature of the
service required and the pilot agrees to
follow the emergency VDF cloud-
breaking procedures.
602 RADAR
602.1 602.1 Note:

Consider that an aircraft is in distress or Some aircraft use chaff as a distress signal. In some
experiencing an emergency if you observe: (N) military aircraft, chaff is released when the crew
ejects. Some civil light aircraft carry bundles of chaff
which may be dropped to indicate the aircraft is in
distress. The procedure for these civil aircraft is to
drop 4 bundles, 1 bundle every 2 miles, giving the
appearance of four targets in a six mile line.
A. an SSR reply on code 7500, 7600, or 7700; 602.1 A. Reference:
(R) Hijack Signal Responses; 651.
2005-09-29
ATC 6-2
B. a digital target and associated data tag
displaying a special condition for code 7500,
7600 or 7700; or
C. a triangular distress pattern. (N)(D) * 602.1 C. Note:
An aircraft will fly the appropriate triangular pattern
twice, resume course and repeat the procedure at 5
minute intervals.
602.1 C. Diagram:
RIGHT–HAND LEFT–HAND
PATTERN PATTERN
2 MINUTES 2 MINUTES
(1 MINUTE FOR (1 MINUTE FOR
JET AIRCRAFT) JET AIRCRAFT)
WITH RECEIVER WITH TRANSMITTER AND
OPERATING ONLY RECEIVER INOPERATIVE
602.2
Take action to separate all other aircraft from a
non-identified aircraft that is replying on code
7500 or 7700.
602.3 602.3 Example:

You may relay radar vectors through any An FSS in communications with the aircraft, another
communication agency available provided: (E) aircraft, a company radio, etc.
A. the aircraft declares an emergency; or
B. 1. you judge that an emergency situation
exists; and
2. the aircraft agrees to accept radar
vectors through a communications
agency.
603 EMERGENCY DESCENT
603.1
Issue instructions if an aircraft makes or is
observed making an emergency descent:
A. to enable all concerned aircraft to vacate the
involved airspace at or above the minimum
IFR altitude; and
B. to minimize confliction with other aircraft.
2005-01-20
ATC 6-3
603.2
As soon as possible after emergency action
has been initiated, issue instructions to all
aircraft concerned, as to additional procedures
to be followed during and after the emergency
descent.
2005-01-20
ATC 6-4
610 COMMUNICATION FAILURE
611 GENERAL
611.1 * 611.1 Reference:

If you are unable to maintain two-way radio Emergencies and Equipment Failures – IFR; RAC
communication with an IFR aircraft operating in 6.3, TC AIM.
or about to enter controlled airspace, take the
following actions: (R)
A. Separate other aircraft from the aircraft 611.1 A. Reference:
having the communication failure, based on Two-way Radiocommunication Failure in IFR Flight;
the assumption that it will follow the rules 602.137, CARs.
Two-way Radiocommunication Failure in VFR
and procedures in the Canadian Aviation
Flight; 602.138, CARs.
Regulations, the Canada Flight Supplement Two-way Communications Failure; Section F,
or the Canada Air Pilot unless you Canada Flight Supplement.
determine that: (R)
1. based on electronic or other aids, a 611.1 A. 1. Reference:
different action can be taken without Communication Failure Under Radar Control; 612.
impairing safety; (R)
2. the aircraft is not following the rules
specified in the Canadian Aviation
Regulations and the procedures
described in the Canada Flight
Supplement; or
3. the aircraft has landed.
B. Make a blind transmission of the following
information:
1. Description of the action taken by ATC.
2. Weather conditions at destination and
alternate airports.
C. Give pertinent traffic information to other
aircraft in the vicinity of the aircraft
experiencing the communication failure.
D. As appropriate:
1. inform the alternate airport, adjacent
ATC units, and all appropriate
communication, VDF, and radar stations
of the details of the failure;
2. request all units and stations to attempt
to contact the aircraft; and
3. request all VDF and radar stations to
attempt to locate and identify the aircraft.
2006-01-19
ATC 6-5
E. To reduce the possibility of confliction with
an aircraft experiencing a communication
failure, suspend or restrict, to the extent
necessary, the movement of other aircraft in
the vicinity of the destination airport for 30
minutes after the latest of the following
times:
1. The estimated time of arrival furnished
by the aircraft.
2. The estimated time of arrival calculated
by the IFR unit.
3. The estimated time en route included in
the flight plan.
4. The expect-approach-clearance time last
acknowledged by the aircraft.
5. If an approach clearance has been
acknowledged, the time at which the
aircraft is known or estimated to have
commenced the approach.
F. If the aircraft has not reported within the 30
minute period specified in 611.1 E.:
1. forward pertinent information concerning 611.1 F. 1. Note:
the aircraft to all aircraft operators and You are expected not to reveal the identification or
the pilots of aircraft concerned; and ownership of the unreported aircraft unless
necessary.
(N)(R)
611.1 F. 1. Reference:
Release of Information; 122.
2. resume normal operations if they so 611.1 F. 2. Note:
desire. (N) It is the responsibility of the aircraft operators and
pilots to determine whether they will resume normal
operations.
G. Inform appropriate units and stations if
communication is re-established or the
aircraft lands.
612 COMMUNICATION FAILURE UNDER

RADAR CONTROL

If you are unable to maintain two-way radio IF YOU READ, (appropriate instructions).
communication with a radar-controlled aircraft, then —
(Action) OBSERVED, WILL CONTINUE RADAR
transmit, on appropriate frequencies, a request
CONTROL.
that the aircraft acknowledge transmissions by:
(P)
A. squawking ident;
B. changing SSR code;
C. squawking “standby” for a specified period 612.1 C. Note:
of time and then squawking an appropriate The period of time specified must be sufficient to
code; or (N) assure that the loss of target resulted from
squawking standby.
2006-01-19
ATC 6-6
D. executing a specified turn.

If communication is re-established in this (Clearance/instruction). ACKNOWLEDGE BY
manner, request the aircraft to acknowledge (action).
(Question). IF AFFIRMATIVE/NEGATIVE, (action).
clearances or instructions or to answer
questions by using the transponder or
executing turns. (P)
612.3
Separate other aircraft from a radar-controlled
aircraft that has a communication failure based
on:
A. its course of action as observed on radar; 612.3 A. Note:
and (N) If communication is lost with an aircraft being
vectored, the pilot is expected to proceed by the
most direct route practicable to the NAVAID, or route
specified in the last clearance.
B. the assumption that it will maintain altitudes * 612.3 B. Note:
in accordance with the Canadian Aviation If a communication failure occurs while an aircraft is
Regulations and the procedures described being vectored at an altitude below the published
minimum IFR altitude, the pilot is expected to climb
in the Canada Air Pilot and the Canada
immediately to the appropriate published minimum
Flight Supplement. (N)(R) IFR altitude, unless able to continue in VMC.
612.3 B. Reference:
Communication Failure — General; 611.
Two-Way Radiocommunication Failure in IFR Flight;
602.137, CARs.
Two-way Radiocommunication Failure in VFR Flight;
602.138, CARs.
612.4
Allow for the possibility that an aircraft may not
be able to use the approach aid specified, if
communication is lost while it is being vectored
for an approach.
2003-01-23
ATC 6-7
620 ALERTING SERVICE
621.1
The objective of the Alerting Service is:
A. to notify appropriate organizations of aircraft
that need:
1. search and rescue services (SAR);
* 2. aircraft rescue and fire fighting (ARFF);
or
3. medical attention, ambulance or other 621.1 A. 3. Note:
safety assistance; and (N) Other safety assistance may include coordination
with Emergency Coordination Centres (ECC), First
Aid or other services.
B. to assist such organizations as required.
621.2
Provide alerting service to:
A. aircraft provided with control service;
B. aircraft enduring unlawful interference; (R) 621.2 B. Reference:
Coordination — IFR Units; 652.
Coordination — Towers; 653.
C. 1. other aircraft if a flight plan or flight 621.2 C. 1. Note:
itinerary has been filed for the flight; or FSS specialists have primary responsibility for
(N) alerting service to VFR aircraft when destination is
outside an ACC's AOR.
2. any other aircraft made known to ATC 621.2 C. 2. Note:
when information has been received that For this purpose, the term “known to ATC” means
the flight is overdue; and (N) information on any aircraft, regardless of its flight
plan status, for which an overdue report is received
by ATC and authenticated to the extent possible.
Information on an overdue aircraft may come from
pilots, companies, or private individuals.
D. marine vessels in distress.
621.3
In addition to the procedures outlined in 624.1
A. 1., initiate a communication search and
inform RCC if:
A. an IFR flight plan has been submitted to
depart from a location with no operating
Airport Control Tower or FSS; and
B. a departure message or other
communication is not received within 60
minutes of the proposed or revised
departure time indicated in the flight plan.
2003-01-23
ATC 6-8
621.4
Provide as much assistance as possible to
organizations providing emergency or search
and rescue services.
621.5
Comply with any national, regional, or local
directive that covers the employment of
emergency services.
621.6
If you have reason to believe that an aircraft is
lost, overdue, or experiencing a communication
failure:
A. inform appropriate radar units of the
circumstances;
B. request these units to watch for an SSR 621.6 B. Reference:
special-condition code or a triangular Radar Data; 602.
distress pattern; and (R)
C. inform these units when this special
attention is no longer required.
621.7 621.7 Note:

If an aircraft is in a state of emergency in This action need not be taken provided no doubt
accordance with 624.1 A. 1., 624.1 B., or 624.1 exists as to the safety of the aircraft and its
occupants.
C., inform other aircraft in its vicinity, of the
nature of the emergency. (N)
622.1 622.1 Note:

The ACC shall provide alerting service to: (N) Alerting service may be provided by ACC control
personnel or by the operational support staff, as
directed by unit or regional management.
A. known IFR and CVFR aircraft operating
within its FIR; and
B. known VFR aircraft for which it is
responsible.
* 622.2 622.2 Note:

Alert aircraft rescue and fire fighting (ARFF), At controlled airports, the Control Tower is
ECC, ambulance or other emergency services responsible for notifying the appropriate agencies.
At other locations, a FSS or other agency notifies
if they are required. (N)(R)
the appropriate agency.
622.2 Reference:
ATSAMM.
2005-04-14
ATC 6-9
623 DISSEMINATION OF INFORMATION
623.1
The ACC shall function as a central point within
the FIR for:
A. collecting information about an aircraft
experiencing an emergency; and
B. forwarding pertinent information to the
appropriate RCC.
623.2
An airport or terminal controller shall
immediately report to the appropriate ACC, and
any other agency concerned, all information
regarding:
A. an aircraft accident; (R) 623.2 A. Reference:
Aircraft Accident; 124.
Release of Information; 122.
B. an aircraft in distress; or
C. a lost or overdue aircraft.
623.3
An ACC shall forward reports regarding aircraft
overdue within another FIR to the ACC
concerned.
624 NOTIFICATION OF RCC

Inform the appropriate RCC of information Dissemination of Information; 623.
regarding an IFR or CVFR aircraft that is in one Notification of the Operator; 626.
Communication Search — General; 631.
of the following emergency phases: (R)
A. UNCERTAINTY PHASE if:
1. with the exception of an arrival report, no 624.1 A. 1. Note:
communication has been received from It is normally not required to initiate an uncertainty
an aircraft within a period of 30 minutes phase for a radar-controlled aircraft with a loss of
radio communications but with continued radar
after the time a communication should
contact. For a loss of radio communications and
have been received, or from the time an radar contact, an uncertainty phase may be
unsuccessful attempt to establish initiated.
communication with such aircraft was 624.1 A. 1. Reference:
first made, whichever is the earlier. Communication Failure under Radar Control; 612.
(N)(R)
2. a flight plan has been filed and no arrival
report has been received by the ACC:
* a. at the SAR time requested by the
originator; or
2005-04-14
ATC 6-10
* b. if no SAR time has been requested,
within 60 minutes after the latest ETA
or arrival time estimated by the
controller, whichever is later.
3. a flight itinerary has been filed and no
arrival report has been received by the
ACC:
* a. at the SAR time specified in the flight
plan; or
* b. if no SAR time is specified, within 24
hours after the latest ETA.
4. a flight plan or flight itinerary has been 624.1 A. 4. Note:
filed and it is determined that no arrival In this case, the ACC is expected to advise the RCC
report can be expected, either because immediately that ATC has no means of confirming
the arrival and the problem is being referred for their
there is no communication system
further action. ATC can not assume that the aircraft
serving the point of arrival, or the system has arrived safely.
serving the airport is inoperative. (N)
B. ALERT PHASE if:
1. following the uncertainty phase, the 624.1 B. 1. Reference:
communication search has failed to Unsuccessful Search; 634.
reveal any news of the aircraft; (R)
2. an aircraft has been cleared to land and
fails to land within 5 minutes after the
estimated time of landing and
communication has not been re-
established with the aircraft; or
3. information has been received which
indicates that the operating efficiency of
the aircraft has been impaired, but not to
the extent that a forced landing is likely.
C. DISTRESS PHASE if:
1. the fuel on board is considered to be
exhausted or to be insufficient to enable
the aircraft to reach safety;
2. information is received which indicates
that the operating efficiency of the
aircraft has been impaired to the extent
that a forced landing is likely; or
3. information is received that the aircraft is
about to make, or has made, a forced
landing.
624.2
Include the following information, if available, in
a notification to the RCC:
A. A statement of the emergency phase that
exists.
B. Name of unit and person calling.
1999-10-07
ATC 6-11
C. Significant information from the flight plan,
or flight itinerary, such as the following:
1. Type of flight plan or flight itinerary.
2. Aircraft identification.
3. Type of aircraft.
4. Point of departure.
5. Destination aerodrome.
6. Actual time of departure.
7. True air speed.
8. Estimated time of arrival.
9. Alternate airport.
10. Transmitting and receiving frequencies.
11. Number of persons on board.
12. Pilot's name.
13. Time fuel expected to be expended.
D. Color and distinctive markings of aircraft.
E. Time last communication received, by
whom, and frequency used.
F. Last position report and how determined.
G. Whether two-way communication is
available.
H. Any action taken by reporting office. (N) 624.2 H. Note:
Inform the RCC of any preliminary search action
that has been conducted, even if this search did not
reveal any new information.
I. Other pertinent information.
624.3
Inform the RCC of any pertinent information
that you subsequently receive.
624.4
Inform the RCC without delay when the
emergency no longer exists.
625 ELT AND AUTOMATIC PILOT

EJECTION (BAILOUT) SIGNALS
625.1 625.1 Note 1:

If an ELT signal is heard or reported that does This testing is restricted to the first five minutes of
not conform to the duration and time for testing, any hour UTC and to a duration of not more than
five seconds.
or whose source cannot be identified, take the
625.1 Note 2:
following actions: (N) If available in the tower, use a portable ELT detector
as an additional means of determining the source of
an ELT signal
A. Coordinate with adjacent ATS units.
1999-10-07
ATC 6-12
B. Request aircraft in the area to listen on the
distress frequencies and to report on the
signal.
C. Notify the appropriate RCC. (R) * 625.1 C. Reference:
Dissemination of Information; 623.
ELT Detectors; 435, ATSAMM.
Emergency Locator Transmitter; SAR 3.0, TC AIM.
D. Forward all reported information as it is
received.
625.2
If recording an aircraft's report of an ELT signal,
obtain the following information:
A. Position, altitude and time when the signal
was first received.
B. ELT signal strength when first received and
when last received.
C. Position, altitude and time when the signal
was last received.
625.3 625.3 Note:

When an automatic pilot ejection (bailout) Modern military aircraft squawk 7700 and emit a
signal is heard: (N) bailout signal after the aircrew has ejected. The
bailout signal differs from an ELT signal and has a
distinct repeating "ping" which descends in tone. All
Canadian and other modern military aircraft bailout
signals are transmitted on 243.0 MHz.
A. record the time the signal was first and last

heard and the aircraft position if available on
radar; and
B. notify the RCC or ACC, as appropriate.
626 NOTIFICATION OF THE OPERATOR
626.1 626.1 Note:

If practicable, inform the operator before The RCC is notified first in the case of an aircraft
notifying the RCC of an aircraft that has that has entered the distress phase.
entered: (N)
A. the uncertainty phase; or
B. the alert phase.

If practicable, give the operator all the Release of Information; 122.
information that is given to the RCC. (R)
2006-01-19
ATC 6-13
627 MISSING AIRCRAFT NOTICE
(MANOT)
627.1 627.1 Note:

ACCs should post MANOTs in the flight An initial MANOT, identified by a reference number
planning section. (N)(R) and the name of the RCC originating the message,
will contain information on the missing aircraft, such
as:
A. identification;
B. type;
C. color;
D. markings;
E. date;
F. intended route;
G. emergency radio equipment; and
H. particulars of the search area.
A final MANOT, issued when the search is
terminated, will be identified by the same reference
number and originator as the initial MANOT.
627.1 Reference:
Missing Aircraft Notice (MANOT); Definitions.
627.2
Personnel accepting flight plans, should provide
MANOT information to aircraft planning to over-
fly any part of the search area.
627.3
Towers should provide MANOT information to
an aircraft if its route overlies any part of the
search area.

Forward any response related to a MANOT to Dissemination of Information; 623.
the appropriate RCC without delay. (R)
2006-01-19
ATC 6-14
630 COMMUNICATION SEARCH
631 GENERAL
631.1 631.1 Note:

If an IFR or CVFR aircraft enters the At the discretion of the ACC, a preliminary search
uncertainty phase, the ACC shall: (N)(R) may be conducted before an overdue IFR or CVFR
aircraft enters the uncertainty phase.
631.1 Reference:
Notification of RCC; 624.
A. initiate a communication search; and
B. inform the appropriate RCC.
632 SEARCH AREA
632.1 632.1 Note:

The search area is normally that area extending If requested by RCC or at the discretion of the
50 miles on either side of the proposed route of destination unit, the search area may be expanded
to the maximum fuel range of the aircraft.
flight from the last reported position to the
632.1 Diagram:
destination. (N)(D)
DESTINATION
ROUTE OF FLIGHT
DEPARTURE
POINT
50 MILES
633 SEARCH PROCEDURES
633.1 633.1 Note:

A communication search consists of three In carrying out communication searches, you are
steps: (N) expected to make full use of long distance
telephone and facsimile facilities as required.
A. STEP 1 —
Contact all communications stations located
within or adjacent to the search area that
have interphone, facsimile or radio facilities.
B. STEP 2 —
Contact, as appropriate, the following
agencies located within or adjacent to the
search area that have interphone, facsimile
or radio facilities:
1. Air carriers.
2. Non-scheduled operators.
2005-01-20
ATC 6-15
3. Amateur radio operators.
4. Federal and Provincial agencies such as
TC, DND, RCMP, Forestry Services and
Provincial Police.
C. STEP 3 — 633.1 C. Reference:
Contact, as appropriate, the following Use of Non-NAV CANADA Facilities for a
agencies of each major city or town within Communication Search; 222, ATSAMM.
the search area that may render assistance:
(R)
1. Police.
2. Municipal office.
3. Territorial or Chief telephone operators.
634 UNSUCCESSFUL SEARCH
* 634.1 634.1 Reference:

If the three steps of the communication search Notification of RCC; 624.
have been completed without successfully Aircraft Accident; 232, ATSAMM.
locating the aircraft, inform the appropriate
RCC and Shift Manager that the aircraft is in
the Alert Phase. (R)
2005-01-20
ATC 6-16
640 ASSISTANCE TO VFR AIRCRAFT
ENCOUNTERING INSTRUMENT
METEOROLOGICAL CONDITIONS
641 GENERAL

If a VFR aircraft reports that it has encountered, Coordination - Reports; 361.
or is about to encounter, instrument
meteorological conditions, ask if: (R)
A. the pilot has an instrument rating; and
B. the aircraft is equipped for IFR flight.
641.2
If the pilot is qualified and the aircraft is
equipped for IFR flight:
A. request an IFR flight plan; and
B. issue an IFR clearance.
641.3
If the pilot is not qualified, the aircraft is not
equipped for IFR flight, or the pilot refuses to file
an IFR flight plan:
* A. provide information concerning an alternate
route and, if necessary, provide radar or
VDF navigation assistance to enable the
aircraft to continue in VMC; or
B. provide radar navigation, DF steers, or radar
or VDF assistance for an emergency
descent through cloud if:
1. the action described in A. is not
practicable and an alternate course of
action is not available; and
2. a the aircraft declares an emergency; or
b. your assessment of the situation
indicates such action is warranted
and the pilot concurs.
2003-01-23
ATC 6-17
641.4 641.4 Note:
Use radar in preference to VDF if providing A controller working in a unit that is not equipped
assistance to a VFR aircraft encountering with radar is expected to:
A. determine whether the aircraft can be radar-
instrument meteorological conditions. (N)(R)
identified by an adjacent radar-equipped unit;
and
B. provide the radar unit with the position and track
of the aircraft and, if practical, assist the
receiving controller to establish radar
identification before requesting the aircraft to
change frequency.
641.4 Reference:
Surveillance Approaches — General; 671.
641.5
If a situation exists that may require the
provision of an emergency VDF cloud-breaking
service, obtain the following information, as
applicable:
A. aircraft identification and type;
B. nature of the emergency;
C. pilot's report of weather conditions;
D. aircraft's heading and altitude;
E. pilot's intentions;
F. fuel remaining;
G. pilot's capability for IFR flight; and
H. airspeed.
641.6
Take the following precautions when providing
assistance to VFR aircraft encountering
instrument meteorological conditions:
A. avoid frequency changes, except if
necessary to provide a clear
communications channel;
B. avoid turns, if any are required, make them
shallow;
C. avoid prolonged climbs or descents;
D. avoid requesting a climb or descent at the
same time as a turn;
E. issue turns while the aircraft is clear of
cloud, to the extent possible, so it will be in a
position to fly a straight course while
descending in instrument meteorological
conditions; and
2003-01-23
ATC 6-18
F. avoid transmissions to obtain bearing
checks while the aircraft is in cloud.
However, a long descent through cloud will
require the occasional bearing check,
particularly in a known cross-wind.
641.7
For all types of VDF cloud-breaking, at the time
of commencing homing, advise the pilot of the
following:
A. to maintain VFR if able;
* B. to take advantage of any opportunity to
safely descend into VMC; and
C. that descent into cloud is at the discretion of
the pilot.
642 VDF CLOUD-BREAKING
642.1 * 642.1 Reference:

Consider existing conditions to determine the VHF Direction Finding System — Emergency
best course of action before providing an Service; COM 3.10(c), TC AIM.
emergency descent through cloud, including:
(R)
A. the pilot's capability of IFR flight;
B. current weather conditions;
C. terrain;
D. vertical thickness of cloud through which
descent must be made; and
E. base of cloud, compared with the minimum
sector altitude.
642.2 642.2 Note:

Do not issue any instruction which would cause Aircraft already in cloud should be advised to climb
the pilot to enter cloud until the aircraft is clear of cloud if possible, or above the minimum
sector altitude, as applicable.
established on the cloud-breaking track. (N)
642.3
If it is determined that a VDF cloud-breaking
procedure is the most appropriate option
available and the VDF site is located within one
mile of the airport, apply the following
procedures:
A. Inform the pilot that VDF cloud-breaking 642.3 A. Phraseology:
procedures constitute an emergency and DF CLOUD-BREAKING IS AN EMERGENCY
ask if the pilot is declaring an emergency: PROCEDURE. ARE YOU DECLARING AN
EMERGENCY?
(P)
2006-01-19
ATC 6-19
1. if the pilot's response is positive,
commence VDF cloud-breaking
procedures, in accordance with 642.3 B.
to 642.3 I.;
2. if the pilot's response is negative, inform 642.3 A. 2. Phraseology:
the pilot that VDF cloud-breaking can be DF CLOUD-BREAKING ASSISTANCE CAN BE
provided and request confirmation that PROVIDED. WILL YOU FOLLOW MY
INSTRUCTIONS?
the pilot will follow instructions; (P)
a. if the pilot's response is positive,
procedures in accordance with 642.3
B. to 642.3 I.; or
b. if the pilot's response is negative, 642.3 A. 2. b. Phraseology:
inform the pilot that VDF cloud- UNABLE TO PROVIDE DF CLOUD-BREAKING
breaking will not be provided, and SERVICE. WHAT ARE YOUR INTENTIONS?
request the pilot's intentions. (P)
B. Coordinate with the appropriate IFR unit to
avoid confliction with other aircraft.
C. Home the aircraft to the VDF site and
provide landing information, including the
current altimeter setting.
D. If the reported cloud base is higher than the 642.3 D. Reference:
minimum sector altitude, you may conduct VDF Cloud-breaking Procedures; 314, ATSAMM.
the VDF cloud-breaking procedure on the
appropriate specified published inbound
track. (R)
E. Provide the pilot with the following
information as soon as possible after
initiating homing:
1. outline of the VDF cloud-breaking
procedure;
2. reported cloud base; and
3. aerodrome elevation.
F. If the cloud base is known to be below the
minimum sector altitude at station passage,
apply the following:
1. for INBOUND VDF cloud-breaking
procedure:
a. issue appropriate turns to establish
the aircraft on the approved outbound
track; and
b. issue appropriate turns to establish
the aircraft on the approved inbound
descent track; or
2. for OUTBOUND VDF cloud-breaking
procedures, issue appropriate turns to
establish the aircraft on the approved
outbound descent track.
2006-01-19
ATC 6-20
G. Issue descent instructions. (P) 642.3 G. Phraseology:
WHEN INSTRUCTED TO COMMENCE DESCENT,
CONCENTRATE ON MAINTAINING WINGS
STRAIGHT AND LEVEL AND MAINTAIN A
CONSTANT RATE OF DESCENT AND AIRSPEED.
— or —
COMMENCE DESCENT NOW. DESCEND UNTIL
VISUAL. FLY HEADING (number). AIRPORT
ELEVATION IS (number) FEET ASL. REPORT
COMMENCING DESCENT AND BELOW CLOUD.
H. When the pilot reports VFR, provide homing 642.3 H. Note:
to the VDF airport, if required. (N) Normally VDF cloud-breaking services are
terminated when the pilot reports VFR.
I. Terminate VDF cloud-breaking service.
642.4
If it is determined that a VDF cloud-breaking
procedure is the most appropriate option
available and the VDF site is located beyond
one mile and up to and including ten miles from
the airport, apply the following procedures:
A. Inform the pilot VDF cloud-breaking 642.4 A. Phraseology:
procedures constitute an emergency and DF CLOUD-BREAKING IS AN EMERGENCY
ask if the pilot is declaring an emergency: PROCEDURE. ARE YOU DECLARING AN
EMERGENCY?
(P)
1. if the pilot's response is positive,
procedures, in accordance with 642.4 B.
to 642.4 I.;
2. if the pilot's response is negative, inform 642.4 A. 2. Phraseology:
the pilot that VDF cloud-breaking can be DF CLOUD-BREAKING ASSISTANCE CAN BE
provided and determine if the pilot will PROVIDED. WILL YOU FOLLOW MY
INSTRUCTIONS?
follow instructions; (P)
a. if the pilot's response is positive,
procedures in accordance with 642.4
B. to 642.4 I.; or
b. if the pilot's response is negative, 642.4 A. 2. b. Phraseology:
inform the pilot that VDF cloud- UNABLE TO PROVIDE DF CLOUD-BREAKING
breaking will not be provided, and SERVICE. WHAT ARE YOUR INTENTIONS?
request the pilot's intentions. (P)
B. Coordinate with the appropriate IFR unit to
avoid confliction with other aircraft.
C. Issue the necessary instructions to provide
homing to the VDF site and provide the
current altimeter setting.
D. If the reported cloud base is higher than the 642.4 D. Reference:
minimum sector altitude, descent through VDF Cloud-breaking Procedures; 314, ATSAMM.
cloud may be conducted on any track
inbound to the VDF site. (R)
Original
ATC 6-21
E. Provide the pilot with the following
information as soon as possible after
initiating homing:
1. outline of the VDF cloud-breaking
procedure to be followed;
2. reported cloud base; and
3. aerodrome elevation.
F. If the cloud base is below the minimum
sector altitude at station passage, issue
appropriate turns to establish the aircraft on
the approved descent track.
G. Issue descent instructions. (P) 642.4 G. Phraseology:
WHEN INSTRUCTED TO COMMENCE DESCENT,
CONCENTRATE ON MAINTAINING WINGS
STRAIGHT AND LEVEL AND MAINTAIN A
CONSTANT RATE OF DESCENT AND AIRSPEED.
— or —
COMMENCE DESCENT NOW. DESCEND UNTIL
VISUAL. FLY HEADING (number). AIRPORT
ELEVATION IS (number) FEET ASL. REPORT
COMMENCING DESCENT AND BELOW CLOUD.
H. When the pilot reports VFR, provide track- 642.4 H. Note:
out assistance if requested. (N) Normally VDF cloud-breaking services are
terminated when the pilot reports VFR.
I. Terminate VDF cloud-breaking service.
642.5
If conducting an INBOUND VDF cloud-breaking
procedure, determine the time to be flown on
the approved outbound track to ensure that the
aircraft does not proceed beyond 25 miles of
the VDF site during the procedure turn.
642.6
If circumstances or conditions do not permit the
use of the standard VDF cloud-breaking
pattern, use the VDF cloud-breaking procedure
specifically approved for the VDF site.
Original
ATC 6-22
650 BOMB THREAT AND HIJACKING
651 HIJACK SIGNAL RESPONSES
651.1 * 651.1 Note 1:

Confirm receipt of an aircraft's hijack signal by: An airborne aircraft subjected to unlawful
(N) interference is expected to notify ATC by:
A. squawking code 7500; or
B. including the phrase “transponder seven five
zero zero” in its radio transmission.
651.1 Note 2:
The following table may be used for guidance when
reacting to hijack signals.
PILOT'S ACTION PILOT'S TRANSMISSION MEANING CONTROLLER'S ACTION
1. ASK IF INTENTIONAL
AIRCRAFT SUBJECT TO
SQUAWKING 7500 NONE 2. ACKNOWLEDGE
UNLAWFUL INTERFERENCE
3. INFORM CONCERNED AGENCIES
1. ACKNOWLEDGE USING:
VANCOUVER CENTRE “AIR CANADA 761 THIS IS VANCOUVER
NONE THIS IS AIR CANADA 761 AIRCRAFT SUBJECT TO CENTRE READING YOU ON
TRANSPONDER SEVEN FIVE UNLAWFUL INTERFERENCE TRANSPONDER SEVEN FIVE ZERO
ZERO ZERO ZERO”
2. INFORM CONCERNED AGENCIES
SQUAWKING 7700 AFTER AIRCRAFT THREATENED BY 1. ACKNOWLEDGE USING:

SQUAWKING 7500 FOR 3 GRAVE AND IMMINENT “NOW READING YOU ON
NONE TRANSPONDER SEVEN SEVEN ZERO
MINUTES OR AFTER ATC DANGER AND REQUIRES ZERO”
ACKNOWLEDGEMENT IMMEDIATE ASSISTANCE 2. INFORM CONCERNED AGENCIES
SQUAWKING 7700 AFTER AIRCRAFT THREATENED BY 1. INFORM CONCERNED AGENCIES

SQUAWKING 7500, WHILE NOT NONE GRAVE AND IMMINENT
IN RADIO CONTACT WITH THE DANGER AND REQUIRES
GROUND IMMEDIATE ASSISTANCE
* A. asking the aircraft if its use of code 7500 is * 651.1 A. Phraseology:

intentional; and (P)(N) CONFIRM SQUAWK SEVEN FIVE ZERO ZERO.
* 651.1 A. Note:
If a pilot does not reply, this is confirmation that the
use of code 7500 is intentional.
B. acknowledging its radio message.

If you observe code 7500 immediately following YOU WERE ASSIGNED CODE (number).
a request for a code change, confirm that 7500 CONFIRM SQUAWKING SEVEN FIVE ZERO
ZERO.
has been intentionally selected. (P)(N)
651.2 Note:
A change to code 7500 that occurs coincident with a
request for a code change may indicate a selection
error.

If, after using code 7500, an aircraft changes to NOW READING YOU ON TRANSPONDER SEVEN
code 7700 or transmits a message including SEVEN ZERO ZERO.
* 651.3 Note:
the phrase “TRANSPONDER SEVEN SEVEN
A change from code 7500 to code 7700 — after
ZERO ZERO”, acknowledge receipt of the remaining on code 7500 for 3 minutes or until the
signal. (P)(N) controller acknowledges code 7500 — indicates that
the aircraft is threatened by grave and imminent
danger and requires immediate assistance.
2006-07-20
ATC 6-23
651.4
If, after using code 7500, an aircraft changes to
code 7700 and is not in radio contact with the
ground, consider the aircraft to have an inflight
emergency in addition to being hijacked. Inform
concerned agencies that the aircraft displayed
the hijack code followed by the emergency
code.
651.5
In the event of a known hijack condition, do not
originate SELCAL signals unless the aircraft
indicates, either directly or through company
ground personnel, that such signals are
appropriate.
652 COORDINATION — IFR UNITS

In addition to normal coordination as contained Handling and Reporting Incidents — General; 231,
in 490 and 580, inform other concerned units ATSAMM.
and the ACC Shift Manager immediately it is
known that an aircraft bomb threat or hijacking
exists. (R)
653 COORDINATION — TOWERS

In addition to the procedures contained in 360, ECC — Designated Frequency; 661.
take the following actions immediately it is
known that an aircraft bomb threat or hijacking
exists: (R)
* A. Notify the local aircraft rescue and fire
fighting (ARFF) section.
B. Provide the emergency coordination centre
(ECC) or, if no ECC exists, the Airport
Operator or his representative, with the
following information, if available:
1. Nature of emergency.
2. Identification and type of aircraft.
3. Point of departure.
4. Estimated time of arrival.
5. Number of persons on board.
6. Amount of fuel remaining.
7. Any instructions or requests from the
aircraft.
C. Coordinate a designated area with:
2006-07-20
ATC 6-24
1. the aircraft; and
2. a the ECC; or
b. if no ECC exists, the Airport Operator
or his representative.
D. Direct the aircraft to the designated area * 653.1 D. Note:
and close this area to other traffic. (N)(R) The aircraft may be required to contact the ARFF on
the DEF or change to the ECC frequency as
outlined in an Agreement.
653.1 D. Reference:
E. Notify the Unit Manager, and provide
updated information as considered
necessary.
F. Forward the necessary information to the
appropriate ACC if you are advised by other
than an ATC IFR unit.
2005-04-14
ATC 6-25
660 EMERGENCY COORDINATION
CENTRES
661 ECC — TRANSFER TO DESIGNATED

FREQUENCY
661.1 * 661.1 Note 1:

In order to ensure that aircraft will receive ARFF or personnel in ECCs do not issue movement
movement instructions only from ATS, use the instructions or instructions that may be construed as
authority for movement.
following communications transfer procedures
* 661.1 Note 2:
at locations where an ECC has a designated The aircraft may be required to contact the ARFF on
frequency: (N)(R) the DEF or change to the ECC frequency as
outlined in an Agreement.
661.1 Reference:
Coordination — Towers; 653.
A. For aircraft on the manoeuvring area,
transfer the aircraft to the ECC if it has:
1. shut down engines; and
2. opened a door.
B. For aircraft on the apron, you may transfer
an aircraft to the ECC if the aircraft:
1. has shut down engines; or
2. is stationary.
2005-04-14
ATC 6-26
670 SURVEILLANCE APPROACHES
671 GENERAL
671.1 671.1 Note:

Conduct a surveillance approach only if: (N) These procedures are intended to provide
guidelines as to what is expected, if you are
required to conduct an emergency surveillance
approach.
A. the aircraft declares an emergency and
requests the approach; and
B. no alternate method of approach is 671.1 B. Note:
available. (N) Use of another airport should be considered prior to
initiating an emergency surveillance approach is
received.
671.2
If conducting a surveillance approach:
A. use the procedures contained in 672; and
B. inform the aircraft that:
1. the controller is not trained to conduct 671.2 B. 1. Phraseology:
surveillance approaches; and (P) THIS APPROACH WILL BE CONDUCTED BY A
CONTROLLER NOT TRAINED FOR THE
PURPOSE.
2. radar not commissioned for surveillance 671.2 B. 2. Phraseology:
approaches will be used. (P) THIS APPROACH WILL BE CONDUCTED WITH
RADAR EQUIPMENT NOT COMMISSIONED FOR
SURVEILLANCE APPROACHES.

Inform the aircraft of the procedures to follow, if IF NO TRANSMISSIONS ARE RECEIVED FOR
communication is lost for an interval of 30 THIRTY SECONDS, EXECUTE MISSED
APPROACH (detailed missed approach instructions
seconds during the approach. (P)
if required) AND CONTACT (specified control
agency) ON (frequency).

Before starting final approach, instruct the DO NOT ACKNOWLEDGE ANY FURTHER
aircraft not to acknowledge further TRANSMISSIONS.
transmissions. (P)
671.5
When an aircraft is on final approach, obtain
from the tower and relay to the aircraft, a
clearance to land.
671.6
Issue pertinent information concerning:
A. field conditions; and
B. significant changes in weather conditions.
2005-04-14
ATC 6-27
671.7 671.7 Note:
Issue pull-up and missed approach instructions Depending on the nature of the emergency, the
if radar identification is lost during the aircraft may be unable to execute a missed
approach.
approach, unless the aircraft informs you that
the approach can be continued by other means.
(N)
672 EMERGENCY SURVEILLANCE

APPROACHES
672.1
Before starting final descent:
A. inform the aircraft of the altitude information 672.1 A. Phraseology:
to be provided; (P) RECOMMENDED ALTITUDE ABOVE SEA LEVEL
WILL BE PROVIDED EACH MILE ON FINAL.
B. ask the aircraft for its final approach speed; 672.1 B. Phraseology:
and (P) WHAT WILL BE YOUR AIRSPEED ON FINAL?
C. instruct the aircraft to report sighting the 672.1 C. Phraseology:
runway. (P) REPORT RUNWAY IN SIGHT.
672.2
During final approach, issue the following
instructions and information:
A. Vectors, as required for the provision of final 672.2 A. Reference:
approach course guidance. (R) Methods of Vectoring; 543.
B. Advance notice of the point at which final 672.2 B. Phraseology:
descent will begin and the recommended PREPARE TO BEGIN DESCENT IN (number)
rate of descent. (P)(N) MILES. RATE OF DESCENT SHOULD BE
APPROXIMATELY (number) FEET PER MINUTE.
672.2 B. Note 1:
Sector binders contain the following information:
A. point where final approach will begin and
altitude to be maintained at that point;
B. descent rates for various approach speeds; and
C. recommended altitude ASL for each mile from
the touchdown point on the runway.
672.2 B. Note 2:
The approximate rate of descent in feet per minute
is determined by multiplying a given ground speed
by 4 for a 2 1/2 degree glide path or 5 for a 3
degree glide path.
C. Instructions to begin descent (when the 672.2 C. Phraseology:
aircraft reaches the point at which final (Number) MILES FROM END OF RUNWAY, BEGIN
descent is to begin). (P) DESCENT NOW.
D. Distance from end of the runway at least 672.2 D. Phraseology:
once each mile. (P) (Number) MILES FROM END OF RUNWAY.
2005-04-14
ATC 6-28
E. Recommended altitude at each mile from 672.2 E. Phraseology:
the end of the runway. (P)(N) ALTITUDE SHOULD BE (number) FEET.
672.2 E. Note:
The height in feet of an aircraft above touchdown
elevation is determined by multiplying the distance
from touchdown in miles by the angle of the glide
path in degrees and then by 106. Altitudes to be
recommended for a 3-degree glide path are
determined by adding the following values to the
touchdown elevation and rounding out the sums to
the nearest hundred feet:
6 miles— 1,908 feet
3 miles— 954 feet
2 miles— 636 feet
1 mile— 318 feet
Altitudes are specified only at whole-mile distance.
F. Position of the aircraft relative to the final 672.2 F. Phraseology:
approach course at least once each mile. ON COURSE.
(P) COURSE IS TO YOUR LEFT/RIGHT.
RETURNING TO COURSE.
672.3 672.3 Note:

Unless an aircraft informs you that it cannot It is expected that controllers will render all possible
execute a missed approach, terminate assistance to an aircraft that is forced to land.
emergency surveillance approach guidance
when: (N)
A. the aircraft is one mile from the end of the
runway; or
B. you judge that the approach cannot be
safely continued.
672.4
You may terminate emergency surveillance
approach guidance at any time, provided the
aircraft has reported sighting the runway.
672.5
When approach guidance is terminated, take
one of the following actions:
A. Instruct the aircraft to take over visually, if 672.5 A. Phraseology:
the aircraft has reported sighting the TAKE OVER VISUALLY.
runway. (P)
Original
ATC 6-29
B. Instruct the aircraft to execute a missed 672.5 B. Note 1:
approach if: (N) In the event that a missed approach becomes
necessary, it is expected the controller will have:
A. determined from the aircraft the type of missed
approach that will be conducted; or
B. issued specific missed approach instructions.
672.5 B. Note 2:
Depending on the nature of the emergency, the
aircraft may be unable to execute a missed
approach.
* 1. the approach has been continued to 1 672.5 B. 1. Phraseology:
mile in IMC and the aircraft has not ONE MILE FROM END OF RUNWAY, ALTITUDE
reported sighting the runway; or (P) SHOULD BE (number) FEET. IF RUNWAY NOT IN
SIGHT, EXECUTE MISSED APPROACH (detailed
missed approach instructions if required),
ACKNOWLEDGE.
2. you judge that the approach cannot be 672.5 B. 2. Phraseology:
safely continued and the aircraft has not IF RUNWAY NOT IN SIGHT, PULL UP, EXECUTE
reported sighting the runway. (P) MISSED APPROACH (detailed missed approach
instructions if required), (reason),
ACKNOWLEDGE.
Original
ATC 6-30
* 680 RDPS OR LOCAL DISPLAY FAILURE
681 NAV CANADA AUXILIARY RADAR

DISPLAY SYSTEM
681.1 681.1 Note:

Apply the appropriate minima in 530 or 393 NARDS is an operationally certified radar display
when providing separation based on NARDS system that operates as a primary display in control
towers and as an auxiliary display in IFR units.
radar information. (N)(R)
681.1 Reference:
Radar and Automated Systems, General; 441,
ATSAMM.
681.2
If the RDPS has failed and the NARDS is being
used without a back-up radar system:
A. apply vertical separation to successive
arriving aircraft in accordance with 562.1;
B. do not conduct simultaneous independent 681.2 B. Note:
parallel ILS approaches. (N)(R) NARDS may be used to permit a smooth transition
from simultaneous independent parallel ILS
approaches to dependent or single runway
approaches.
681.2 B. Reference:
Automated Systems Failure; 443, ATSAMM.
2003-01-23
ATC 6-31
2003-01-23
ATC 6-32
2005-09-29
ATC 6-33
2005-09-29
ATC 6-34
700 _ SPECIAL FLIGHT HANDLING
701 FUEL DUMPING
702 DANGEROUS GOODS
703 CIVIL IFR AND CVFR FORMATION FLIGHTS
710 _ U.S. AIRSPACE
711 APPLICATION
712 PROHIBITIONS
713 MERGING TARGET PROCEDURES
714 SPECIAL VFR
715 TRANSPONDER — MODE C DEVIATIONS (IFR FLIGHT)
720 _ NORTHERN AIRSPACE DISPLAY SYSTEM (NADS)
721 UTILIZATION
730 _ SUPPLEMENTARY PROCEDURES FOR CONTROL IN A BILINGUAL ENVIRONMENT
731 LANGUAGE IDENTIFICATION ON FLIGHT DATA STRIPS
733 CLEARANCES
734 USE OF CHOSEN LANGUAGE OR CHANGE OF LANGUAGE
735 CALL UP OF AN AIRCRAFT WHOSE LANGUAGE OF COMMUNICATION IS
UNKNOWN
736 COORDINATION
740 _ CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATIONS (CMNPS)
CONTROL PROCEDURES
741 APPLICATION
742 CMNPS TRACKS
743 SEPARATION
747 LONGITUDINAL SEPARATION — MACH-NUMBER TECHNIQUE
750 _ SPECIAL AVIATION EVENTS
751 CONTROLLER RESPONSIBILITIES
2006-07-20
ATC 7-1
700 SPECIAL FLIGHT HANDLING
701 FUEL DUMPING
701.1
If information is received that an aircraft plans
to dump fuel, obtain the following information:
A. The proposed track to be flown.
B. Altitude of the fuel dumping procedure.
C. The period of time involved.
D. The weather conditions in which the
operation will be carried out.
E. Communication limitations during the fuel 701.1 E. Note:
dumping procedure. (N) Communications with an aircraft dumping fuel
should be kept to a minimum. While all aircraft are
capable of maintaining a listening watch during a
fuel dump, HF only equipped aircraft are not
permitted to transmit, and many VHF/UHF aircraft
may be restricted to limited transmissions.
F. Transponder restrictions, if any, during the 701.1 F. Note:
fuel dumping procedure. (N) Some aircraft (i.e., CP140) must turn off the
transponder during the fuel dumping procedure.
701.2
Restrict the aircraft dumping fuel to an altitude
2,000 feet or more above the highest obstacle
within a horizontal distance of 5 miles of the
track to be flown. If necessary, consult with the
aircraft to determine an appropriate altitude.
701.3
You may request an aircraft to fly a different
track.
701.4
You should encourage an aircraft intending to
dump fuel, to do so:
A. on a constant heading;
B. over an unpopulated area; and
C. clear of heavy traffic areas.
* 701.5
Separate an IFR or a CVFR aircraft until 15
minutes after a fuel dump has ended by:
2006-07-20
ATC 7-2
* A. 10 miles laterally and longitudinally from the 701.5 A. Diagram:
track of the aircraft dumping fuel; (D)
10 NM
10 NM 10 NM
10 NM
START STOP
FUEL DUMPING TRACK
* B. 15 minutes longitudinally from the aircraft * 701.5 B. Diagram:

dumping fuel; or (D)
15 MINUTES
* C. 6,000 feet below and 3,000 feet above the * 701.5 C. Diagram:
altitude of the aircraft dumping fuel. (D)
3,000 FT
FUEL DUMPING
6,000 FT
2006-07-20
ATC 7-3
* 701.6 * 701.6 Phraseology:
Arrange for a warning to be broadcast on WARNING TO AIRCRAFT NOT ON ATC
appropriate frequencies for uncontrolled traffic, CLEARANCE: (type of aircraft) DUMPING FUEL
(altitude)
at a reasonable time before fuel dumping
A. ON (VOR track) BETWEEN (DME distances);
begins. (P) * B. FROM (position) ON (track) FOR (number of
minutes/miles); or
* C. BETWEEN (position/fix) AND (position/fix)
— then —
AVOID FLIGHT BETWEEN (altitude 6,000 below to
3,000 feet above fuel dumping altitude) WITHIN
TEN NAUTICAL MILES OF THIS TRACK.
701.7
Arrange for a notice of completion to be 701.7 Phraseology:
broadcast at the end of the warning period. (P) NOTICE TO ALL CONCERNED: (type of aircraft)
FUEL DUMPING COMPLETED.
* 702 DANGEROUS GOODS
* 702.1 * 702.1 Note 1:

If requested by the pilot of an aircraft carrying Dangerous goods can be indicated by the
dangerous goods that is involved in an in-flight abbreviation DG and, if appropriate, the generic
type of substance being carried; that is, explosives,
emergency, acquire the following information
chemicals, gas. There is no requirement to know
and forward it to the destination aerodrome the cargo manifest.
authorities through normal ATS * 702.1 Note 2:
communications or by telephone: (N) There is no requirement for ATC to routinely inform
destination aerodrome authorities of flights carrying
dangerous goods.
* 702.1 Note 3:
In some cases pilots may inform you that the
destination aerodrome is aware of dangerous goods
information and the only ATC responsibility would
be normal emergency call out procedures.
A. Type of material aboard and quantity.
B. Location in the aircraft.
C. Other pertinent information.
703 CIVIL IFR AND CVFR FORMATION

FLIGHTS
703.1 703.1 Note:

Separate civil IFR or CVFR formation flights The formation leader is responsible for separation
from other IFR or CVFR aircraft as follows: between aircraft within the formation.
703.1 Reference:
(N)(R)
A. Non-radar:
1. for a standard formation flight, apply the
appropriate separation minima specified
in Part 4, as if it were a single aircraft;
and
2006-07-20
ATC 7-4
2. for a non-standard formation flight, apply 703.1 A. 2. Note:
increased separation minima when the Formation leaders are required to inform ATC of the
lateral or longitudinal spacing of the dimensions of a formation when flying a non-
standard formation.
aircraft is in excess of the criteria
specified for a standard formation. (N)(E) Formation operating on a frontal width of more than
1 mile: lateral separation is increased by an equal
amount. Formation operating with more than 1 mile
longitudinally between first and last aircraft:
longitudinal separation is increased accordingly.
B. Radar:
1. for a standard formation flight, add one
mile to the appropriate radar separation
minima;
2. between two standard formation flights,
add two miles to the appropriate radar
separation minima;
3. for a non-standard formation flight, apply
the appropriate radar separation minima
to the perimeter of the airspace
encompassing the non-standard
formation or from the outermost aircraft
of the non-standard formation, whichever
applies; and
4. if necessary, assign an appropriate
transponder code to each aircraft in the
formation, or to the first and last aircraft
in trail.
703.2 703.2 Note 1:

Control formation flights as a single aircraft, and Although civil IFR formation flights are to plan a
issue control instructions to the formation formation takeoff and landing, unforeseen
conditions may preclude a formation landing.
leader. When individual control is requested,
703.2 Note 2:
issue advisory information which will assist the The formation leader shall be responsible for the
aircraft in attaining separation between the separation between all sections or individual aircraft
formation and the aircraft to be provided until:
individual control. (N) A. position reports indicate that minimum IFR
separation has been achieved; or
B. they are observed on radar and the minimum
radar separation has been achieved.
2006-07-20
ATC 7-5
710 U.S. AIRSPACE
711 APPLICATION
711.1
Control aircraft in U.S. airspace delegated to a
Canadian ATC unit, by applying the rules,
procedures, and separation minima contained
in ATC MANOPS, except for the FAA rules,
procedures and separation minima contained in
this part.
712 PROHIBITIONS

Do not clear an aircraft to maintain “at least One Thousand on Top; 435.
1,000 feet on top”. (R)

Do not discontinue vertical separation on the Vertical Separation; 472.
basis of visual reports from aircraft. (R)
712.3
Do not use the Canadian protected airspace
criteria for track separation.
713 MERGING TARGET PROCEDURES
713.1 713.1 Note:

Issue traffic information to U.S. Presidential Presidential aircraft and entourage include aircraft
aircraft, when targets appear likely to merge, and entourage of the President, Vice-President or
other public figures when designated by the White
unless the aircraft are separated by more than
House. Example call signs are: Air Force One
the appropriate vertical separation minima. (N) (President), Army Two (Vice-President), Executive
Two Foxtrot (Vice-President's family).
2006-07-20
ATC 7-6
714 SPECIAL VFR
* 714.1 * 714.1 Note 1:

Do not approve or authorize SVFR operations SVFR separation minima are established for
except where specifically permitted in an helicopter operations and scheduled air carrier
operations at locations where the volume or
Agreement. 714.2 and 714.3 should be applied
complexity warrants. These minima are not listed.
in addition to the provisions of any applicable However, when there is an operational requirement
Agreement. (N) in delegated airspace, the unit responsible for
control must establish procedures in accordance
with the approved minima through an Agreement.
714.1 Note 2:
Domestic scheduled air carriers are permitted to
land or take off when a local surface restriction to
visibility is not less than 1/2 statute mile, provided all
turns after takeoff or before landing and all flights
beyond 1 statute mile from the airport boundary can
be accomplished above or outside the area so
restricted. The pilot is solely responsible for
determining if the nature of the visibility restriction
will permit compliance with this provision.

Authorize SVFR operations only: (P)(N) CLEARED TO ENTER/OUT OF/THROUGH
CONTROL ZONE.
— and, if required —
(Direction) OF (airport name) AIRPORT (specified
routing).
— and —
MAINTAIN SPECIAL VFR CONDITIONS WHILE IN
CONTROL ZONE.
714.2 Note 1:
Excluding helicopters, the aircraft must be operated
clear of cloud and the flight visibility must be at least
1 statute mile. In addition, for takeoff and landing,
and where ground visibility is reported, the ground
visibility must be at least 1 statute mile.
714.2 Note 2:
SVFR is limited to daylight hours for fixed-wing
aircraft, except where the pilot is instrument rated
and currently qualified, and the aircraft is equipped
for IFR flight.
A. on pilot request;
B. within control zones; and
C. on the basis of official weather reports of
conditions at the airport of intended landing.
714.3
If weather conditions are not reported at the
airport of intended landing, authorize SVFR
whenever the pilot advises unable to maintain
VFR and requests SVFR.
2004-07-08
ATC 7-7
715 TRANSPONDER — MODE C
DEVIATIONS (IFR FLIGHT)
715.1 715.1 Note:

Pre-flight Requests (Unit Managers): All aircraft (except gliders), operating in controlled
Deviations may be authorized for any aircraft airspace within the U.S. above 12,500 feet ASL, are
required to be equipped with an operable 4096 code
(including non-transponder equipped) on a
capability and equipped with automatic pressure
continuing basis, provided the request for altitude reporting equipment.
deviation is submitted to the ATC unit having
jurisdiction over the airspace concerned, at
least 4 hours before the proposed operation.
(N)
2004-07-08
ATC 7-8
720 NORTHERN AIRSPACE DISPLAY
SYSTEM (NADS)
721 UTILIZATION
721.1 * 721.1 Reference:

You may use information obtained from NADS Unit Equipment — General; 191.
and base control actions on that information,
provided all components of the system are
functioning correctly. (R)
721.2
Use NADS to obtain:
A. track display;
B. control estimates; and
C. conflict prediction.
721.3
Probe and verify routings and altitudes, as
requested by pilots or initiated by controllers.
721.4
If you have reason to doubt the accuracy of the
NADS output:
A. inform the supervisor; and
B. do not use the NADS information suspected
of being inaccurate.
2004-09-30
ATC 7-9
730 SUPPLEMENTARY PROCEDURES
FOR CONTROL IN A BILINGUAL
ENVIRONMENT
731 LANGUAGE IDENTIFICATION ON

FLIGHT DATA STRIPS
731.1
Units shall establish, based on their operations,
which official language is less likely to be used
and shall consider it the local minority
language.
731.2 731.2 Note:

Identify flights that have chosen to use the local The Unit Manager shall determine the type of
minority language, by marking the aircraft marker or crayon to be used.
identification with a highlighting marker or a
crayon or by electronic means if using radar
only. (N)
731.3
If an aircraft changes language, ensure that
there will be no confusion as to the language
being used by:
A. marking the appropriate strip; or
B. replacing the original strip.

Exchange traffic information between all radar- Radar Traffic Information; 165.
identified IFR and CVFR aircraft using different Non-Radar Traffic Information; 166.
languages for communications if: (R)
A. their radar targets appear likely to merge;
B. the involved aircraft are separated by no
more than the minimum vertical separation;
and
C. two or more aircraft are holding and one is
cleared to leave the holding pattern.
733 CLEARANCES
733.1 733.1 Note:

If a communication agency will be used to relay Only the IFR controller may translate a clearance or
a clearance or instruction, determine the instruction received from another unit. In all other
cases, clearances or instructions will be issued in
language used by the pilot and issue the
the language used by the ATC unit issuing the
clearance or instruction in that language. (N) clearance or instruction.
2004-09-30
ATC 7-10
734 USE OF CHOSEN LANGUAGE OR
CHANGE OF LANGUAGE
734.1
Communicate only in the language initially
chosen by the aircraft, unless:
A. a specific request is received from the
aircraft to change to the other language; or
B. it is considered necessary for safety of flight. 734.1 B. Note:
(N) Safety of flight may be considered in jeopardy if
communications appear to be misunderstood.
734.2
If you inadvertently initiate a call to an aircraft in
the language not chosen by the pilot for
communication:
A. return to the language originally being used
as soon as you realize the error; and
B. confirm that communications transmitted in
the wrong language were received and
understood.
734.3 734.3 Note:

If an aircraft initiates a call in the language not Random switching from one language to the other
chosen initially for communications: (N) may result in confusion and cannot be permitted
under normal operating conditions.
A. advise the pilot of the change in language;
and
B. request confirmation of the language to be
used.
734.4
If required, advise the aircraft that service in the
French language is terminated.
735 CALL UP OF AN AIRCRAFT WHOSE

LANGUAGE OF COMMUNICATION IS
UNKNOWN
735.1
Use both languages, as required, if initiating
radio contact with an aircraft whose choice of
language has not been determined.
2005-04-14
ATC 7-11
735.2
If requesting another aircraft or any
communication agency to call an aircraft whose
choice of language has not been determined,
confirm that the aircraft or the communication
agency will be capable of initiating a call in both
languages, if required, before making the
request.
736 COORDINATION
736.1 736.1 Note 1:

If forwarding control information and data on an The omission of this information means that the pilot
IFR or CVFR flight, in addition to the is using the English language and if this information
was included in data transfer, it need not be
procedures in 491 and 492, specify if the
mentioned again.
aircraft is using the French language. (N) 736.1 Note 2:
Occasionally aircraft switch languages when they
change from one unit to another. If it is indicated to
the receiving controller that the aircraft used the
French language with the previous unit, this should
be marked in the control transfer box on the strip.
When the aircraft contacts the next unit and if
French continues to be the aircraft's choice of
language, the aircraft identification can then be
marked in accordance with 731.
2005-04-14
ATC 7-12
740 CANADIAN MINIMUM NAVIGATION
PERFORMANCE SPECIFICATIONS
(CMNPS) CONTROL PROCEDURES
741 APPLICATION
741.1 * 741.1 Reference:

The control procedures may be applied to Designated Airspace Handbook.
CMNPS certified aircraft operating within CMNPS Airspace; RAC 12.5, TC AIM.
CMNPS airspace and the CMNPS transition
area. (R)
741.2
You may authorize non-certified aircraft to
operate within CMNPS airspace provided:
A. an altitude reservation has been approved;
B. there will be no penalty to CMNPS certified
aircraft; or
C. the aircraft declares an emergency. (R) * 741.2 C. Reference:
Aircraft Navigation Equipment for CMNPS; RAC
12.5.3, TC AIM.
741.3 741.3 Note:

Do not provide a non-certified aircraft with the For domestic traffic, an appropriate equipment suffix
reduced separation criteria that apply only to denoting certification is recorded on the flight plan.
Foreign carriers over-flying Canada may be
certified aircraft. (N)
considered certified, on the basis that they have
flight planned into the airspace and their route of
flight indicates the use of RNAV equipment. If for
any reason (aircraft type, route, track keeping etc.)
you suspect an aircraft may not be certified, you
should query the pilot and, depending upon the
response, take appropriate action.
742 CMNPS TRACKS
742.1 742.1 Note:

You may reroute aircraft operating on random A series of tracks and laterals have been
tracks to established ACA and NCA tracks if established in the ACA and the NCA to facilitate the
application of reduced separation minima and Mach
traffic warrants. (N)(R)
number technique. During certain periods, flight
planning via these tracks may be made mandatory.
742.1 Reference:
En Route High Altitude Charts; Flight Information
Publications.
743 SEPARATION
743.1 743.1 Note:

Separate CMNPS certified aircraft using area If applicable, separation minima in Part 4 may be
navigation systems and operating off airways used in conjunction with these procedures.
as follows: (N)
2005-04-14
ATC 7-13
A. Base control on projected tracks and 743.1 A. Note:
estimates as substantiated by position Position reports derived from on board navigation
reports. (N)(R) systems of CMNPS aircraft may be used for control
purposes.
743.1 A. Reference:
B. Separate aircraft based on the minima and 743.1 B. Note 1:
procedures specified in this section. (N)(R) Vertical separation may be established or
discontinued where the aircraft crosses the nearest
full or half degree of latitude or longitude that will
provide the required separation.
743.1 B. Note 2:
Lateral separation exists until the time that an
aircraft on one track reaches a point:
A. 60 miles, as measured perpendicularly, to the
other track; or
B. determined by latitude or longitude as follows:
1. 1 degree of latitude; or
2. the required degrees of longitude that
provide at least 60 miles between tracks.
743.1 B. Note 3:
In the case of intersecting tracks, determination of
the point where 60 miles exists between centrelines
may be based upon the point where protected
airspace overlaps, versus measuring 60 miles
perpendicularly from the other track. RNAV
distances may be used in applying vertical
separation to identify the point where protected
airspace overlap, by using the information in 743.1
B. Note 4 and 744.5 Note.
743.1 B. Note 4:
The following table may be used to determine the
distance where vertical separation must be
established, measured from the point where tracks
cross..
ANGLE BETWEEN AREA OF OVERLAP
TRACKS CEASES
10° 344 MILES

15° 230 MILES
20° 173 MILES
25° 139 MILES
30° 116 MILES
35° 100 MILES
40° 88 MILES
44° 80 MILES
743.1 B. Reference:
Vertical Separation; 744.
Lateral Separation; 745.
2005-04-14
ATC 7-14
744.1 744.1 Note:

Establish vertical separation between aircraft Lateral separation exists until the time that an
on the same track that are converging to an aircraft on one of the tracks reaches a point 60 miles
or 1 degree, as measured perpendicularly, from the
area of overlap, when they are at least 60 miles
other track.
or 1 degree of latitude apart if: (N)(R)(D) 744.1 Reference:
744.1 Diagram 1:
VERTICAL SEPARATION
REQUIRED BY THIS
POINT
56N
60 MILES
55N
744.1 Diagram 2:
60 MILES
VERTICAL SEPARATION
REQUIRED BY THIS
POINT
65W
60W
744.1 Diagram 3:
VERTICAL SEPARATION
REQUIRED BY THIS
POINT
60 MILES
A. the tracks are not laterally separated; and
2006-01-19
ATC 7-15
B. longitudinal separation does not exist.

You may discontinue vertical separation Area of Overlap Table; 743.1 B. Note 4.
between aircraft on the same track that are 744.2 Diagram 1:
diverging from an area of overlap, when they
are at least 60 miles or 1 degree of latitude
VERTICAL SEPARATION
apart. (R)(D) MAY BE DISCONTINUED
AT THIS POINT
56N
60 MILES
55N
744.2 Diagram 2:
SEPARATION DETERMINED
FROM OVERLAP OF
PROTECTED AIRSPACE
30 MILES
30 MILES
VERTICAL SEPARATION MAY BE

DISCONTINUED AT THIS POINT
744.3 744.3 Note:

Apply vertical separation between aircraft on For the purpose of CMNPS procedures, the
reciprocal tracks from 15 minutes before, until following are considered to be reciprocal tracks:
A. tracks which are identical but opposite in
15 minutes after their estimated passing time.
direction;
(N)(D) B. tracks which are parallel or non-parallel, not
intersecting and not laterally separated; and
C. tracks which intersect at an angle of 136
degrees to 180 degrees inclusive.
2006-01-19
ATC 7-16
744.3 Diagram 1:
*
ESTIMATED PASSING POINT
15 MINUTES * 15 MINUTES
744.3 Diagram 2:
* *
15 MINUTES
*
*
744.3 Diagram 3:
44 DEGREES
OR LESS
15 MINUTES
*
*
15 MINUTES
744.4
between aircraft on reciprocal tracks, provided
one of the following conditions is met:
2005-04-14
ATC 7-17
A. both aircraft have reported over a common 744.4 A. Diagram:
point and 10 minutes have elapsed after
their estimated passing; or (D)
10 MINUTES
ESTIMATED
PASSING
COMMON POINT POINT
10 MINUTES
B. position reports indicate the aircraft have 744.4 B. Diagram:

passed and are 60 miles apart. (D)
60 MILES
744.5 744.5 Note:

If longitudinal separation will not exist, apply The following table may be used to determine the
vertical separation between aircraft on crossing distance where vertical separation must be
established or may be discontinued, measured from
tracks as follows: (N)(R)(D)
the point where the tracks cross.
ANGLE BETWEEN AREA OF OVERLAP

TRACKS CEASES
45° 78 MILES
50° 71 MILES
55° 65 MILES
60° - 90° 60 MILES
744.5 Reference:
Vertical Separation; 743.1 B. Note 3.
2005-04-14
ATC 7-18
744.5 Diagram 1:
VERTICAL SEPARATION
REQUIRED BY THIS POINT
30 NM
45 °
78 NM
COMMON 30 NM
POINT
SEPARATION DETERMINED FROM

OVERLAP OF PROTECTED AIRSPACE
744.5 Diagram 2:
VERTICAL SEPARATION
REQUIRED BY THIS
POINT
56N
60 MILES
55N
COMMON
POINT
54N
744.5 Diagram 3:
SELECTED LONGITUDE
PROVIDES 60 MILES
FROM CROSSING
COMMON
TRACK
POINT
60 MILES
60 MILES
64W 60W
A. establish vertical separation between

aircraft when they are at least 60 miles or 1
degree of latitude apart; or
B. you may discontinue vertical separation
between aircraft that have passed and are
at least 60 miles or 1 degree of latitude
apart.
2005-04-14
ATC 7-19
745.1 745.1 Note:

Separate aircraft laterally by 60 miles based on Specific tracks not meeting the minimum as
the distance between track centrelines. (N) specified in 745.1, 745.2, 745.3, and 745.4 must be
approved by Head Office.
745.2
You may separate aircraft laterally with
reference to their difference in latitude, using 1
degree instead of 60 miles, provided that, in
any interval of 10 degrees of longitude, the
change in latitude of one of the tracks does not
exceed:
A. 1 degree in the area between 70 degrees 745.2 A. Diagram:
North and 80 degrees North; (D)
60W 55W 50W
80N
125 55
54
79N
51 131
78N
B. 2 degrees in the area between 58 degrees 745.2 B. Diagram:

North and 70 degrees North; and (D)
60W 55W 50W
70N
246 55
69N
53
68N
50 254
67N
2005-04-14
ATC 7-20
C. 3 degrees in the area south of 58 degrees 745.2 C. Diagram:
North. (D)
60W 55W 50W
58N
55
57N
375
53
56N
384
55N
51
54N
745.3
Separate aircraft laterally by 60 miles while they
are operating on tracks that:
A. are north of 80 degrees North; or
B. have a change in latitude which exceeds the
allowable limits in 745.2.

Separate aircraft using area navigation Lateral Separation; 344, ATSAMM.
systems, from the airspace to be protected for 745.4 Diagram:
aircraft that are using ground-based NAVAIDs,
by 30 miles. (R)(D)
30 MILES
745.5 745.5 Note:

Apply lateral separation to aircraft on reciprocal Inbound and outbound are in reference to the point
tracks that do not coincide, provided: (N) of crossing.
2005-04-14
ATC 7-21
A. estimates indicate the outbound aircraft will 745.5 A. Diagram:
be at least 10 minutes beyond the point
SEPARATION DETERMINED
where lateral separation is achieved, when FROM OVERLAP OF
the inbound aircraft reaches the point where PROTECTED AIRSPACE
lateral separation is lost; or (D)

10 MINUTES
30 MILES
44 DEGREES
OR LESS
30 MILES
B. estimates indicate the inbound aircraft is at 745.5 B. Diagram:

least 10 minutes away from the point where
lateral separation will be lost, when the SEPARATION DETERMINED
outbound aircraft reaches the point where FROM OVERLAP OF
PROTECTED AIRSPACE
lateral separation is achieved. (D)
30 MILES
44 DEGREES
OR LESS
30 MILES
10 MINUTES
746.1
Separate aircraft by 15 minutes if they will
follow:
A. the same track; or (D) 746.1 A. Diagram:
44 DEGREES
S
OR LESS
15 MINUTES
2005-04-14
ATC 7-22
B. tracks not laterally separated. (D) 746.1 B. Diagram:
TRACKS NOT LATERALLY SEPARATED
15 MINUTES
746.2 746.2 Diagram:

Separate aircraft on crossing tracks by using
one of the following minima: (D)
45 DEGREES
45 DEGREES
15/20
MINUTES
COMMON POINT
A. 20 minutes, if either aircraft is maintaining a

groundspeed less than 340 knots.
B. 15 minutes, provided both aircraft are
maintaining groundspeeds of 340 knots or
greater.
747 LONGITUDINAL SEPARATION —

MACH-NUMBER TECHNIQUE
747.1 747.1 Note 1:

Apply Mach-number technique if required for When reclearing aircraft on initial entry into
separation of aircraft entering CMNPS Canadian Domestic airspace and separation is
based on Mach-number technique, it is necessary
airspace. (N)(R)
that the Mach-number form part of the clearance.
747.1 Note 2:
Once accepted as part of the ATC clearance the
Mach-number will be adhered to, unless the aircraft
obtains ATC approval to change.
* 747.1 Reference:
Mach-number/True Airspeed — Clearances and
Reports; RAC 8.3, TC AIM.
2005-04-14
ATC 7-23
747.2
When applying Mach-number technique, assign
a Mach-number in each clearance issued for
the duration of the application.
747.3
Ensure that the required separation is being
maintained or increased while applying Mach-
number technique, by obtaining:
A. position reports at significant points that are
not more than one hour's flying time apart;
and
B. as necessary, confirmation from the pilot 747.3 B. Phraseology:
that the assigned Mach-number is being CONFIRM MAINTAINING MACH (number).
maintained. (P)(N) 747.3 B. Note:
Requests for confirmation of Mach-number may be
done in conjunction with a position report.

Separate aircraft by 10 minutes provided: Mach-number Technique; Definitions.
(R)(D) Common Point; Definitions.
Significant Point; Definitions.
747.4 Diagram:
10 MINUTES
FL350
10 MINUTES
FL330
FL310
10 MINUTES
A. the Mach-number technique is used;

B. the aircraft are in level flight, climbing, or
descending;
C. the aircraft are operating on the identical
track or continuously diverging tracks;
D. the aircraft have reported over a common
point; and
2005-04-14
ATC 7-24
E. the required longitudinal separation will be 747.4 E. Diagram 1:
maintained until tracks diverge, and when 55N
tracks diverge, the required lateral EST 1000

separation and at least 5 minutes 60 MILES AND
5 MINUTES
longitudinal separation will exist at the point
where lateral separation is achieved. (D) 10 MIN. AT THE
POINT WHERE
TRACKS DIVERGE
EST 1005
SAME TRACK 50N
747.4 E. Diagram 2:
55N
60 MILES AND
5 MINUTES
EST 0915 EST 0910
50N
10 MIN. AT THE POINT

WHERE TRACKS DIVERGE
747.5 747.5 Note 1:

Separate a faster succeeding aircraft from a Where automated systems provide conflict
slower preceding aircraft by ensuring that not prediction, there is no requirement to use the
diagram to determine the appropriate separation
less than 10 minutes is maintained: (N)
minimum.
747.5 Note 2:
Groundspeed determined from RNAV position
reports or radar displayed information is acceptable.
2005-04-14
ATC 7-25
747.5 Note 3:
The following table may be used as a rule of thumb
to determine the required separation::
DIFFERENCE DISTANCE TO FLY: SEPARATION
IN MACH REQUIRED AT COMMON POINT
001 601 1201 1801 2401

600 1200 1800 2400 3000
.01 11 12 13 14 15
.02 12 14 16 18 20
.03 13 16 19 22 25
.04 14 18 22 26 30
.05 15 20 25 30 35
.06 16 22 28 34 40
.07 17 24 31 38 45
.08 18 26 34 42 50
.09 19 28 37 46 55
.10 20 30 40 50 60
A. until tracks diverge, and when tracks 747.5 A. Reference:

diverge, the required lateral separation and Longitudinal Separation; 747.4 E. Diagrams 1 and
at least 5 minutes longitudinal separation 2.
will exist at the point where lateral
separation is achieved; or (R)
B. to a point at which another form of
separation will be achieved.
747.6 747.6 Diagram:

You may separate aircraft that have not
reported over a common point as specified in
747.4, provided you ensure through the use of
radar, DME, or RNAV distance, that the
COMMON
minimum will exist at the common point from POINT
which the aircraft will follow an identical track or
continuously diverging tracks. (D)
LIMIT OF RADAR / DME

COVERAGE
2005-04-14
ATC 7-26
747.7 747.7 Note:
You may reduce the minimum specified in 747.4 If the aircraft will follow continuously diverging tracks
in accordance with the following table, provided: and the required lateral separation will be achieved
not later than 20 minutes after the preceding aircraft
(N)
has passed the common point, the requirement to
have 5 minutes longitudinal separation where lateral
separation is achieved does not apply.
A. the preceding aircraft is maintaining a
greater Mach-number than the succeeding
aircraft; and
B. 1. the aircraft have reported over a common 747.7 B. 1. Note:
point; or (N) The fix tolerance area for the fix derived from
ground based NAVAIDs shall not exceed that of an
NDB at the appropriate altitude.
2. radar, DME, or RNAV distance is used to
ensure that the appropriate time interval
exists and will exist at the common point.
MACH MINIMUM
DIFFERENCE SEPARATION
.02 9 MINUTES
.03 8 MINUTES
.04 7 MINUTES
.05 6 MINUTES
.06 5 MINUTES
2006-01-19
ATC 7-27
750 SPECIAL AVIATION EVENTS
751 CONTROLLERS RESPONSIBILITIES

Provide taxi instructions and take off and Special Aviation Events manual.
landing clearances to air show aircraft. (R)
751.2 751.2 Note 1:

Unless an emergency exists, do not attempt to Transport Canada issues a Special Flight
“control” or interfere with performing aircraft and Operations Certificate to the air show organizer. The
safety of air show flight operations rests with the
vehicles during their air show act. (N)(R)
Director of Flight Operations, the Event Safety
Officer and Transport Canada.
751.2 Note 2:
Airshow acts are not subject to NAV CANADA
approval. During a Special Aviation Event, the role
of NAV CANADA is limited to protecting the air show
airspace as per the appropriate NOTAM until
completion of the event.
751.2 Reference:
Special Aviation Event (Air Show); 319, ATSAMM.
Event Management; 603.05, CARs.
* 751.3 751.3 Note:

Provide control services to non-participating The decision as to the time periods in which non-
local and itinerant aircraft in accordance with participating aircraft are permitted to operate in or
out of a particular airport rests with the airport
the Agreement between the airport authority
operator and not NAV CANADA. It is the
and the air show organizer during air show responsibility of the air show authority and the
hours. (N) airport operator to reach an agreement as to the
type of operations permitted by non-participating
aircraft during the air show.
751.4
Do not interrupt an air show performance to
accommodate a routine arrival or departure by
a non-participating aircraft. Short delays may
be required for some aircraft.
751.5 751.5 Note:

Do not relieve pilots of the requirement to have Requests for waivers to allow for increased
a functioning transponder in airspace where it is participation of non-transponder equipped aircraft
must be referred to Transport Canada, ANS and
normally required. (N)
Airspace.

Monitor the weather conditions and alert the air Weather Conditions; 603.08, CARs.
show authority or the airshow representative of
changes that could be significant to the event.
(R)
2006-01-19
ATC 7-28
PART 8 — ALTITUDE RESERVATIONS AND MILITARY
DIRECTIVES
800 _ ALTITUDE RESERVATIONS — GENERAL
801 APPLICATION
802 OBJECTIVES
803 SUPPLEMENTARY ABBREVIATIONS
804 SUPPLEMENTARY DEFINITIONS
805 AREAS OF AUTHORITY
807 MARSA
810 _ ALTITUDE RESERVATIONS — PROCESSING
811 ALTRV APREQ FILING AND AMENDMENT
812 MILITARY RESERVATIONS
813 COORDINATION
814 ALTITUDE RESERVATION APPROVAL
815 NOTAM
820 _ ALTITUDE RESERVATIONS — PLANNING AND SEPARATION
821 GENERAL
825 REDUCED SEPARATION
830 _ ALTITUDE RESERVATIONS — CONTROL PROCEDURES
831 GENERAL
832 SEPARATION
833 ALTRV MODIFICATIONS
840 _ SPECIAL MILITARY DIRECTIVES
841 MODIFICATION OF MINIMA FOR MILITARY AIRCRAFT
842 INTER-CENTRE COORDINATION
— JET FIGHTER AIRCRAFT ON IFR FLIGHT PLANS
843 MILITARY IFR FORMATION FLIGHTS
844 OPEN SKIES TREATY FLIGHTS
845 USAF BOMBER CELL FLIGHTS
846 USAF TANKER CELESTIAL NAVIGATION TRAINING
847 JET APPROACHES AND PENETRATION TURN PROCEDURES
848 ELECTRONIC COUNTER-MEASURES (ECM)
850 _ MILITARY TRAINING ROUTES
851 GENERAL
852 SEPARATION
853 MTR MODIFICATIONS
2002-04-18
ATC 8-1
860 _ MILITARY OPERATIONS ON AIR REFUELLING (AR) TRACKS
861 GENERAL
862 PROCEDURES
2002-04-18
ATC 8-2
PART 8 — ALTITUDE RESERVATIONS AND MILITARY
DIRECTIVES
800 ALTITUDE RESERVATIONS

— GENERAL
801 APPLICATION
801.1 801.1 Note:

Apply the rules, procedures, and separation Altitude reservations are employed when a number
minima contained in this part in the provision of of aircraft must be moved with less than standard
IFR separation between aircraft, or when a number
altitude reservation service. (N)
of aircraft must operate within prescribed altitudes,
times or areas.
801.2 801.2 Note:

Give due consideration to total user For control purposes, a military ALTRV APVL is a
requirements, with respect to the approval of planned, priority IFR operation for a flight when the
route of flight, altitude and timing are critical to the
APREQs and application of the ALTRV service.
integrity of the operation.
(N)
802 OBJECTIVES
802.1
The objectives of the NAV CANADA Altitude
Reservation Service are:
A. to apply rules, procedures, and separation
minima to ensure the most efficient use of
airspace, commensurate with the
requirements of all agencies concerned in
planning and applying altitude reservation
service;
B. to ensure coordination between all agencies
concerned in planning ALTRVs; and
C. to disseminate, as required, information
concerning ALTRVs.
2006-01-19
ATC 8-3
803 SUPPLEMENTARY ABBREVIATIONS
803.1 803.1 Note:

The abbreviations contained in this part are The abbreviations contained in this Part are
supplemental to the Abbreviations of ATC commonly used military terms. They may or may not
be found in Part 8 but are necessary for a more
MANOPS. (N)
complete understanding of military operations.
ADCF Air Defence Control Facility IP Initial Point

(U.S.)
ADLO Aerospace Defence Liaison JCS Joint Chiefs of Staff
Officer
ARCP Air Refuelling Control Point MNVR Manoeuvre
ARCT Air Refuelling Control Time MRCU Military Radar Control Unit
ARIP Air Refuelling Initial Point MTR Military Training Route
AWACS Airborne Warning and Control PACE Performance Analysis by
System Continuous Evaluation (flight)
BRL Bomb Release Line PTC Positive Target Control
CMPS Compress RCVR Receiver Aircraft for Air
Refuelling
CNLG Celestial Navigation leg RNDZ Rendezvous
DAJP Departure Adjustment Point ROMES Reference Our Message
DOLLY Data Link RUMES Reference Your Message
DPRT Departure or Depart RZPT Rendezvous Point
DRCT Direct SAOC Sector Air Operations Control
Centre
EEP End Exercise Point SPADE Air Sovereignty Test (U.S.)
ENCAN Enter Canadian Airspace SUADE Air Sovereignty Test (Canada)
ENDAR End Aerial Refuelling TALEX Tactical Airlift Exercise
EXCAN Exit Canadian Airspace TKOF Take off
FREQ Frequency TNKR Tanker
FRMN Formation VCSL Voice Call Sign List
HHCL H-Hour Control Line XPND Expand
804 SUPPLEMENTARY DEFINITIONS
804.1 804.1 Note:

The definitions contained in this Part are 803.1 Note regarding abreviations applies to
supplemental to the Definitions of ATC definitions as well.
MANOPS: (N)
AIR DEFENCE LONG RANGE RADAR — A military radar sensor system comprised of a transmitter,
antenna and associated communications, which can detect and track targets at all azimuths, ranges
and elevations. It is used for tactical warning/attack assessment and for command and control of
fighters in the conduct of air sovereignty missions.
AIRBORNE WARNING AND CONTROL SYSTEM — An airborne radar unit, used as an extension of
a military radar unit during planned exercises and daily training missions.
2006-01-19
ATC 8-4
AIR REFUELLING CONTROL POINT — The geographical point over which the receiver aircraft arrives
in the observation/refuelling position with respect to the assigned tanker.
AIR REFUELLING INITIAL POINT — The geographical point at which the receiver aircraft enters the
refuelling track, initiates radio contact with the tanker and begins a manoeuvre to rendezvous.
AIR SOVEREIGNTY TEST — An aircraft on a NOPAR flight plan or ALTRV that is designed to test the
detection, identification, and reporting functions of the air defence forces (ADCF and interceptor/fighter
units).
BIG PHOTO — The general term used for aircraft performing ECM.
BURST — A code word signifying chaff drops at intervals short enough to appear on radar displays as
individual target returns.
DEPARTURE ADJUSTMENT POINT — The planned point on a route where a delaying manoeuvre
may be used by aircrew if the flight is ahead of schedule. Usually the manoeuvre consists of flying a
triangle.
ELECTRONIC COUNTER MEASURES — Electronic radiation or chaff dispensing activities, with the
object of impairing (electronic jamming) the use of electronic devices, equipment, systems or with the
intent to mislead (electronic deception) users in the interpretation or use of information by their
electronic systems.
ELECTRIC COUNTER COUNTER MEASURES — Actions taken to ensure effective use of the
electromagnetic spectrum, despite the employment of ECM, with the intent to reduce the radar
degradation induced by certain types of ECM.
END EXERCISE POINT — The point at which an aircraft is no longer classified as a faker target.
EXERCISE ROUTE — The route of flight to be flown by strike force aircraft from departure to point of
recovery.
FAKER TARGET — A strike force aircraft simulating a hostile aircraft during an air defence exercise
while in the strike route portion of the mission; i.e., IP/HHCL to ground target BRL/EEP.
FAKER MONITOR or TARGET MONITOR — Military personnel responsible for monitoring the progress
and providing safety to faker aircraft in accordance with safe intercept criteria, beginning at the IP/HHCL
and terminating at the BRL/EEP or at the point of final neutralization.
INITIAL POINT or H-HOUR CONTROL LINE — That point at which the faker route portion of the
exercise begins.
JAMMING — Electronic or mechanical interference which may disrupt the display of aircraft on radar or
the transmission or reception of radio communications or navigation.
2006-01-19
ATC 8-5
MILITARY IFR FORMATION FLIGHT — More than one aircraft which, by prior arrangement between
the pilots, normally operate as a single aircraft with regard to navigation and position reporting.
Formation flights may be identified on individual IFR flight plans or may be contained within an ALTRV.
As circumstances require, they may be:
A. Standard formation — One in which:
1. the formation leader will operate at the assigned altitude and the other formation aircraft will be
within one hundred feet vertically of the altitude of the formation leader;
2. the formation will occupy a maximum frontal width of one NM; and
3. the formation will have a maximum longitudinal spacing of one NM between the first and the last
aircraft.
B. Non-standard formations:
1. Individual flight plan formations outside of ALTRVs whereby, through prior arrangement with
ATC, the flight leader has requested, and ATC has approved, other than standard formation
dimensions.
2. Individual flight plan formations within ALTRVs whereby, through prior arrangement with ATC,
the aircraft operate on the same route as a single aircraft with regard to altitude, navigation, and
position reporting, longitudinally contained within 1 minute flying time.
3. Cell formation:
A military term used to describe a number of aircraft operating along the same track, either on
an individual IFR flight plan or in an ALTRV, longitudinally contained within 1 minute flying time,
laterally contained within the track width to be protected and utilizing normally 3,000
consecutive feet of altitude.
4. Stream formation:
A military term to describe a number of aircraft operating along the same track within an ALTRV,
with more than 1 minute, but not more than 15 minutes longitudinal spacing between aircraft (or
cells), laterally contained within the route to be protected and utilizing normally 3,000
consecutive feet of altitude. With regard to position reporting, the first and last aircraft in the
stream shall make a position report at each reporting point and shall indicate their position in
the formation.
MILITARY RADAR CONTROL UNIT — A military ATC facility established to provide ATC services
using radar-derived information.
MILITARY TERMINAL CONTROL UNIT — A surveillance and precision radar system of control,
consolidated into one specific military unit, to provide radar traffic control service to IFR flights operating
within a designated Terminal Control Area.
MILITARY TRAINING ROUTE — An airspace:

A. of defined dimensions established for the conduct of military training;
B. may be flown IFR or VFR; and
C. may be established in controlled, or uncontrolled airspace, or both.
PARTICIPATING AIRCRAFT — Only those aircraft that are engaged in and identified as part of the
military activity being conducted, or to be conducted through the auspices of an ALTRV APVL or an in-
flight refuelling mission.
POSITIVE TARGET CONTROL — The operation of faker aircraft transponders on discrete Mode 3/A
codes, to satisfy Air Defence faker monitor and ATC requirements.
2006-01-19
ATC 8-6
RENDEZVOUS — A planned arrival of 2 or more aircraft over a predetermined point, terminating in a
visual contact prior to effecting a refuelling hook-up or conducting other activities requiring proximate
operations.
TERRAIN FOLLOWING — The flight of a military aircraft maintaining a constant altitude above the
terrain or the highest obstruction. The altitude will constantly change with the varying terrain or
obstruction.
805 AREAS OF AUTHORITY

ARE is authorized to: (R) Altitude Reservation; Definitions.
A. approve all ALTRVs in controlled airspace
within the Toronto, Montreal, Moncton and
Gander FIRs/CTAs and the Gander Oceanic
FIR/CTA except as provided in 805.4 ; and
B. coordinate the ALTRV APVLs with the
appropriate ACCs and other agencies as
necessary.

ARW is authorized to: (R) Altitude Reservation; Definitions.
A. approve all ALTRVs in controlled airspace
within the Winnipeg, Edmonton and
Vancouver FIRs/CTAs except as provided in
805.4 ; and
B. coordinate the ALTRV APVLs with the
appropriate ACCs and other agencies as
necessary.
805.3 805.3 Note:

ARE or ARW shall process a military ALTRV The CARs do not apply to Canadian Military aircraft
that would involve contravention of Transport flying under the authority of the Minister of National
Defence or to military aircraft of another country that
Canada procedures or the CARs only after: (N)
the Minister of National Defence has exempted from
the CARs.
A. the originating agency has been informed of
the contravention with the exception of the
application of MARSA; and
B. the agency informs ARE or ARW that the
ALTRV is to be processed without
modification.
2006-04-13
ATC 8-7
805.4 805.4 Note:
ACCs are delegated authority to approve The Airspace Control Arrangements in question are
ALTRVs within their FIR for airspace those that involve military ALTRV requirements for
operations that may affect the normal flow of traffic
requirements that have been defined through
and reoccur on a short notice basis. An example is
Airspace Control Arrangements between the TALEX flights. The areas may or may not be
ACC, specified military commands and ARE or published or NOTAMed depending on the activity
ARW. (N)(R) taking place.
805.4 Reference:
Responsibilities; 806.
Accords with DND; 302.2 , ATSAMM.
* 805.5
If agreement on the conditions of an ALTRV
APVL cannot be reached, ARE or ARW shall
refer the problem to the Manager, ATS
Standards and Procedures for direction.
806.1
ARE and ARW shall, as required, take the
following actions:
A. Collect and disseminate information relative
to the provision of the altitude reservation
service.
B. Determine to what extent requests and
amendments can be accepted in advance of
estimated departure times.
C. Plot ALTRV information.
D. Assess the impact of the request on other
traffic.
E. Ensure that the separation minima in 820
are maintained in the planning of ALTRVs.
F. Coordinate with ACCs, requesting agencies,
and foreign reservation facilities.
G. Approve ALTRVs within their respective
areas of authority.
H. Originate and issue appropriate ALTRV
NOTAMs.
806.2
ACCs shall, as required, take the following
actions:
2006-04-13
ATC 8-8
A. Acknowledge all APVL and recap messages 806.2 A. Note 1:
received from ARE or ARW. (N) Acknowledgement messages are required by ARE
or ARW to ensure the ACCs have received the
APVL message.
806.2 A. Note 2:
ARE or ARW may, depending on the scale of the
exercise and number of individual ALTRVs involved,
send out a recap message listing the individual
ALTRVs.
B. Review all APVL messages to ensure
completeness and advise ARE or ARW of
any requested changes to the APREQ.
C. Plot ALTRV information within their FIRs.
D. Approve ALTRVs as permitted by 805.4.
E. Ensure that the separation minima in 820
are maintained between ACC-approved
ALTRVs and all other approved ALTRVs.
F. Coordinate, as required, with other ACCs,
requesting agencies, and ARE or ARW.
G. Provide ARE or ARW with current
information concerning airspace utilization
within their FIRs.
H. Inform ARE or ARW of any problems
attributable to ALTRV processing within 7
days of the completion of the mission.
807 MARSA
807.1 807.1 Note 1:

You may approve an ALTRV for the use of more The application of MARSA is a military service
than one military aircraft provided the APREQ prerogative and will not be initiated indiscriminately
by individual military units or pilots. Military
specifies: (N)(R)
commands authorizing MARSA are responsible for
its implementation and use.
807.1 Reference:
MARSA; Definitions.
A. MARSA if all aircraft are using the same
mission code name; or
B. MARSA with respect to other specific
agencies or missions involved in the use of
the same airspace if aircraft are using
different mission code names.
Original
ATC 8-9
807.2 807.2 Note 1:
You may approve ALTRVs that are separated ATC units do not initiate or deny MARSA. Their sole
from each other by less than the minima responsibility is to provide separation between
military aircraft engaged in MARSA operations and
contained in 820 provided the APREQ specifies
other non-participating IFR/CVFR aircraft.
MARSA with respect to other specific agencies 807.2 Note 2:
or missions involved in the use of the same The originator of an APREQ which specifies
airspace. (N)(E) MARSA with another agency is responsible for
coordinating with the other agency before
submitting the initial request or a subsequent
amendment.
807.2 Example:
MARSA SEA LION AREA.
Original
ATC 8-10
— PROCESSING
811 ALTRV APREQ FILING AND

AMENDMENT
811.1
ARE and ARW are the central coordinating
agencies of the NAV CANADA Altitude
Reservation Service.
811.2 811.2 Note:

The following message format shall be used for Military agencies will file a separate APREQ for
filing an approval request: (N)(R) each aircraft or for each group of aircraft departing
from the same base.
811.2 Reference:
Altitude Reservation Message; 1031.
A. APREQ:
(Mission name and priority number, if
applicable).
B. Item A:
(Aircraft identification or radio call sign).
C. Item B:
(Number, type of aircraft, and equipment
suffix).
D. Item C:
(Point of departure).
E. Item D:
(Altitudes, routes, manoeuvring areas if
applicable, frontal widths if greater than the
equivalent of a single aircraft, IBASF if
applicable, and elapsed times or valid and
void times).
F. Item E:
(Destination and estimated time en route).
G. Item F:
(Proposed departure time, cell identification
including number of aircraft in cell(s), and
ADMIS and AVANA (if applicable).
H. Item G: 811.2 H. Note:
(True airspeed in knots and other remarks For all altitude reservations within the Gander
such as MARSA, PADRA, NOPAR, CMNPS Oceanic Control Area, MNPS or non-MNPS
certified is to be indicated.
or non-CMNPS certified, MNPS or non-
MNPS certified, project officer's name and
phone number). (N)
811.3
The route of flight filed in an APREQ shall be as
follows:
2006-01-19
ATC 8-11
A. Within domestic FIRs — via NAVAIDs, fixes 811.3 A. Note:
or coordinates of latitude and longitude. (N) Where coordinates are filed for existing NAVAIDs in
an APREQ, ARE or ARW will identify the NAVAIDs
in the message sent to ACCs.
B. Within oceanic CTAs/FIRs — via oceanic 811.3 Example:
intersections or whole degrees of latitude at 5800N 4000W, 5700N 5000W, and so on.
each ten degrees of longitude. (E)
811.4 811.4 Note:

ARE or ARW may accept an APREQ or an Processing time includes both ARE/ARW and ACC
amendment to an APREQ up to 24 hours time considerations.
811.4 Reference:
before an operation, provided processing can
Military Reservations; 812.
be completed in time. (N) (R)
811.5 811.5 Note:

ARE or ARW may accept an amendment to an Whenever possible, at least 24 hours advance
APREQ less than 24 hours before an operation, notice is desirable for postponement of an ALTRV
involving activities that require international NOTAM
provided an international NOTAM is not
action.
required and processing can be completed in 811.5 Reference:
time. (N)(R) NOTAM; 815.
812 MILITARY RESERVATIONS
812.1 812.1 Note:

Approve military APREQs for peacetime The originator is responsible for assigning the
operations on the basis of the following priority appropriate class.
list: (N)
A. Class One — Aircraft implementing 812.1 A. Note:
peacetime national emergency plans. (N) Class One APREQs are filed so as to reach ARE or
ARW as far in advance of takeoff as practicable.
B. Class Two — Aircraft engaged in search and 812.1 B. Note:
rescue operations. (N) Class Two APREQs are filed so as to reach ARE or
ARW as far in advance of takeoff as practicable.
C. Class Three — Aircraft engaged in 812.1 C. Note:
emergency air evacuations, hurricane Class Three APREQs are filed so as to reach ARE
operations, or other operations involving or ARW as far in advance of takeoff as practicable.
safety of lives or property; that is, use of
airlift forces as directed by the appropriate
authority in support of domestic crises. (N)
D. Class Four — Deployments, at the 812.1 D. Note:
discretion of the Chief of Defence Staff, in Class Four APREQs are filed so as to reach ARE or
support of an exercise or large scale ARW as far in advance of takeoff as practicable.
mission and fulfilling an unforeseen
requirement. The deployment should be
essential to the success of the exercise or
mission. (N)
2006-01-19
ATC 8-12
E. Class Five — Aircraft engaged in important 812.1 E. Note:
peacetime service, joint or specified Notification of this priority must be received from the
command exercises or missions. (N) appropriate military headquarters. Class Five
APREQs are filed so as to reach ARE or ARW at
least 15 days in advance of takeoff.
F. Class Six — Aircraft engaged in large-scale 812.1 F. Note:
missions directed by a command Class Six APREQs are filed so as to reach ARE or
headquarters. (N) ARW at least 10 days in advance of takeoff.
G. Class Seven — Aircraft engaged in 812.1 G. Note:
evaluation-type operations or overseas Class Seven APREQs are filed so as to reach ARE
deployment. (N) or ARW at least 4 days in advance of takeoff.
H. Class Eight — Aircraft engaged in missions 812.1 H. Note:
directed by specified air forces or Class Eight APREQs are filed so as to reach ARE
commands, aircraft engaged in other or ARW at least 4 days in advance of takeoff.
training exercises, and all other aircraft
requesting ALTRVs. (N)
812.2
If aircraft in different ALTRVs of equal priority
will be separated by less than the minima in
820, approve only the APREQ that was
received first except as indicated in 805.3.
813 COORDINATION
813.1
ARE or ARW shall coordinate between all
agencies that are involved in the provision of
the altitude reservation service, including:
A. the originating agency;
B. Canadian ACCs; and
C. foreign reservation facilities.
813.2 813.2 Note:

ARE or ARW may include in APVL messages, ACCs will be given as much time as practicable, to
sent to ACCs, a date and time by which a reply consider and reply to an APVL message and to
identify any problems.
must be received. (N)
814 ALTITUDE RESERVATION APPROVAL
814.1 814.1 Note:

Do not approve an ALTRV encompassing An ALTRV, unless otherwise coordinated, starts at
airspace from the ground to cruising altitude. the first cruising altitude or entry altitude and within
the time window identified in the ALTRV APVL.
(N)
2006-01-19
ATC 8-13
814.2 814.2 Note:
Include the following items in an ALTRV APVL: Except as required for a manoeuvring area or an
(N) expanded frontal width, a moving ALTRV is
expressed as the track to be flown. A stationary
ALTRV is expressed as the geographical limits of
the airspace involved.
A. 1. the track to be flown; or
2. the geographical limits of the airspace;
B. the vertical limits;
C. the time limits; and
D. IBCSF and IBASF times.
815 NOTAM
815.1 815.1 Note:

ARE or ARW shall issue a NOTAM, for ALTRV NOTAMs are issued for the information of airspace
APVLs operating within their respective areas users and are not intended for control purposes.
NOTAMs are not issued in all cases of ALTRV
of authority, 24 hours or more before the ALTRV
activity, and NOTAMs that are issued, may not
becomes effective if: (N) contain all of a particular activity.
A. any part of an ALTRV activity is approved
outside Class A, Class B or Class C
airspace;
B. it is a NORAD exercise which qualifies for
NOTAM action;
C. it is an Oceanic exercise which qualifies for
NOTAM action;
D. it is a large scale operation; or (E) 815.1 D. Example:
Amalgam Warrior.
* E. it is required by a prior TC AIM Supplement.

An ACC shall issue a NOTAM for an ALTRV Areas of Authority; 805.
APVL in their area of authority, if the approval
qualifies for NOTAM action. (R)
815.3 815.3 Note:

Include at least the following information in NOTAMs are processed in accordance with
each NOTAM: (N) instructions contained in Canadian NOTAM
Procedures.
A. Geographical limits — defined by reference
to coordinates of latitude and longitude or
NAVAIDs.
B. Vertical limits — defined by reference to the
altitudes or flight levels to be occupied.
C. Time limits — defined by reference to date
and time (UTC).
2006-01-19
ATC 8-14
820 ALTITUDE RESERVATIONS —
PLANNING AND SEPARATION
821 GENERAL
821.1 821.1 Note:

ARE and ARW specialists, along with ALTRV ALTRV planners are those personnel in an IFR unit
planners shall apply: (N) who are assigned the responsibility for approving
the processed ALTRV information.
A. the separation minima contained in this
section to separate ALTRVs; and
B. the separation minima contained in 832 to 821.1 B. Note:
separate ALTRVs and predetermined For planning purposes, a predetermined
unreserved tracks in controlled airspace. (N) unreserved track is the track of an IFR aircraft not
involved in the ALTRV. It may be an airway,
commonly used track or other predetermined route
of flight.

Apply the appropriate vertical separation Vertical Separation; 472.
minimum. (R)
823.1 823.1 Note:

For moving ALTRVs within domestic airspace, If aircraft in the ALTRV are in formation, only one
apply the appropriate lateral separation aircraft in the formation must meet CMNPS.
* 823.1 Reference:
minimum. (N)(R)
Lateral Separation; 473 and 745.
RNPC Lateral Separation; 483.
823.2 823.2 Note:

For moving ALTRVs within the Gander OCA In the case of an expanded frontal width, the tracks
apply: (N) of the outermost aircraft are used to determine the
appropriate separation.
A. both ALTRVs are MNPS certified:
— 60 miles
B. if not all of the aircraft in the ALTRVs are 823.2 B. Note:
MNPS certified: If aircraft in the ALTRV are in formation, only one
— 120 miles. (N) aircraft in the formation must meet MNPS.
Original
ATC 8-15
The protected airspace for ALTRV APVLs with Expanded Frontal Width; Definitions.
an expanded frontal width shall be increased
accordingly. The track centreline is the midpoint
of the expanded frontal width and the lateral
edges of the expanded frontal width are the
points at which the protected airspace
commences. To calculate the appropriate
protected airspace: (R)
A. use the midpoint of the expanded frontal
width as the track centreline, determine the
protected airspace as if the ALTRV had
single aircraft width; and
B. add one half of the expanded frontal width to
each lateral edge of the airspace outlined
above.
823.4
For a stationary ALTRV within domestic
airspace, separation exists if there is no overlap
of the boundary of the ALTRV with the
boundary of another ALTRV.
823.5
For stationary ALTRVs in the Gander OCA
apply:
A. 60 miles between the boundaries of the 823.5 A. Note:
ALTRVs, provided guarantees are received; Guarantee — The requesting agency must
and (N) guarantee to confine its activities to the requested
airspace. If the APREQs are from different
agencies, individual guarantees must be given.
B. 120 miles between the boundaries of the
ALTRVs, if no guarantees are received.
824.1
Apply the following longitudinal separation
minima:
A. Within domestic FIRs excluding the ACA —
30 minutes.
B. Within the Gander OCA and ACA — 60
minutes.
824.2 824.2 Note:

Apply longitudinal separation so that the Separation is applied from the earliest and latest
required minimum in 824.1 will be maintained times, as applicable, at any given point. The earliest
time is the ETD plus estimated time en route. The
with respect to any approved AVANA times. (N)
latest time is the approved AVANA time plus
estimated time en route.
Original
ATC 8-16
825 REDUCED SEPARATION
825.1
ARE or ARW may accept a request to have
separation minima that are less than those in
470 applied to aircraft proceeding to or from an
ALTRV provided:
A. the request is received from the military
authority having jurisdiction over all the
aircraft concerned; and
B. the request:
1. is in writing or some other recorded form; 825.1 B. 1. Note:
and (N) Specification in the APREQ of an ADMIS time
constitutes the written request referred to here.
2. contains the specific separation
minimum to be applied.

ARE or ARW shall transmit a separate Altitude Reservations Control Procedures, General;
message containing the associated details to 831.
the affected ACCs, if a request for reduced
separation is received. (R)
825.3
ARE or ARW shall retain any request for the
application of reduced separation:
A. for at least 90 days; or
B. until an investigation is complete if an
operating irregularity occurs during the
period of application.
2005-04-14
ATC 8-17
— CONTROL PROCEDURES
831 GENERAL
831.1
Area, terminal and airport controllers shall use
the procedures contained within this section in
the handling of ALTRV aircraft.
831.2 831.2 Note 1:

Clear a military aircraft to the ALTRV by the An ALTRV begins at the designated airspace
ALTRV route where specified, flight planned boundary, track or altitude entry point and ends at
the reservation exit point. ATC has the responsibility
route or requested route and, if necessary,
to assist pilots in meeting their ETD/AVANA, and
instruct it to obtain further clearance before reservation entry times. In addition, ATC has the
leaving the reservation. (N)(E)(R) responsibility for recovery of aircraft from the
reservation.
* 831.2 Note 2:
Military aircraft transferred to a MRCU prior to
entering an ALTRV will not have their clearance
changed by the MRCU unless prior coordination
with the ACC has been effected.
831.2 Example:
YOGI 12 CLEARED TO THE SUADE 87-38
ALTITUDE RESERVATION VIA FLIGHT PLANNED
ROUTE MAINTAIN FLIGHT LEVEL 370 NOT
ABOVE FLIGHT LEVEL 190 UNTIL 35 DME FROM
NORTH BAY.
831.2 Reference:
Flight Priority; 132.
831.3 831.3 Note:

Consider the clearance limit, for communication Military aircraft experiencing a communication
failure purposes, to be the aircraft's planned exit failure while in the reservation are expected to
continue within the ALTRV to its end and then follow
point from the ALTRV. (N)
normal communication failure procedures after
leaving the reservation.

Do not clear a military aircraft proceeding to an Denial of Clearance; 315.
ALTRV to take off: (R)
A. before the specified ETD; or (N) 831.4 A. Note:
An ETD is established to ensure that planned
mission integrity is maintained. Aircraft that depart
before the ETD may not meet planned times and
may jeopardize safety.
2005-04-14
ATC 8-18
B. after the approved AVANA time. (N) 831.4 B. Note:
After an ALTRV APVL is void, the aircraft must file a
flight plan, obtain a normal IFR clearance and be
separated from ALTRV aircraft until MARSA can be
established, at which time the aircraft can be
cleared into the ALTRV. It is the aircraft's
responsibility to determine if MARSA can be
established.
831.5 831.5 Note:

Ensure that ADMIS times are strictly ADMIS times are for departure separation only.
maintained. (N) There is no requirement for controllers to maintain
this separation between aircraft after departure.
MARSA is applicable between departing ADMIS
aircraft until approved separation is established by
the aircraft and acknowledged by ATC. The
separation, planned by the military, may be a
reduced minima or an ATC minima.
831.6 831.6 Note:

You may apply a reduced separation minimum For departure purposes ADMIS times may be
between military aircraft proceeding to or from requested in an APREQ.
an ALTRV, provided a request has been
received in accordance with 825.1 or 841.1. (N)
832 SEPARATION
832.1
Apply the following separation minima:
A. Within domestic airspace as specified in 832.1 A. Note:
Part 4, Part 5 and Part 7 between an aircraft Approval of a moving-type ALTRV does not preclude
operating outside an ALTRV and: (N)(R) ATC from using the airspace, provided separation is
applied between other aircraft and aircraft within the
ALTRV. For example, when the aircraft concerned
are radar-identified, a radar minimum may be
applied, and, when an ALTRV aircraft reports by a
fix, separation may be based on that report.
832.1 A. Reference:
1. aircraft operating within a moving
ALTRV;
2. the protected airspace of a moving
ALTRV; or
3. the geographical and vertical limits of a
stationary ALTRV.
B. Separate CMNPS certified aircraft laterally
by 30 miles from:
1. the protected airspace of a moving
ALTRV; or
2. the geographical limits of a stationary
ALTRV.
Original
ATC 8-19
C. Within the Gander OCA: (N) 832.1 C. Note:
In the case of an expanded frontal width for ALTRVs
in the Gander OCA, use the tracks of the outermost
aircraft to determine the appropriate lateral
separation.
1. longitudinal separation may be applied 832.1 C. 1. Note:
between an aircraft operating outside an 832.1 A. Note also applies here.
ALTRV and the first and last aircraft 832.1 C. 1. Reference:
Longitudinal Separation Criteria; ICAO Doc. 7030/4
operating within a moving ALTRV; (N)(R)
(NAT SUPPS).
Application of Separation Minima (North Atlantic
Region) - Fourth Edition).
2. vertical separation minima may be 832.1 C. 2. Note:
applied between an aircraft operating Consider aircraft in formation operating within an
outside an ALTRV and the lower or ALTRV as non-RVSM certified.
832.1 C. 2. Reference:
upper limit of an ALTRV; (N)(R)
Vertical Separation Criteria; ICAO Doc. 7030/4 (NAT
SUPPS).
Region) - Fourth Edition.
3. if an aircraft operating outside an ALTRV
and the aircraft operating within the
ALTRV are MNPS certified, separate
tracks laterally by:
a. 30 miles from the geographical limit of 832.1 C. 3. a. Note:
a stationary ALTRV if a guarantee is Guarantee - The requesting agency must guarantee
received; (N) to confine its activities to the requested airspace. If
the APREQs are from different agencies, individual
guarantees must be given.
b. 60 miles from the geographical limits 832.1 C. 3. b. Reference:
of a stationary ALTRV if no guarantee Lateral Separation Criteria; ICAO Doc. 7030/4 (NAT
is received; (R) SUPPS).
c. 60 miles from the track of a moving 832.1 C. 3. c. Note:
ALTRV; and (N)(R) If aircraft in the ALTRV are in a formation, only one
aircraft in the formation must meet MNPS.
832.1 C. 3. c. Reference:
Lateral Separation Criteria; ICAO Doc. 7030/4 (NAT
SUPPS).
4. if an aircraft operating outside an ALTRV
or the aircraft operating within the ALTRV
are not MNPS certified, separate tracks
laterally by:
a. 60 miles from the geographical limits 832.1 C. 4. a. Note:
of a stationary ALTRV, if a guarantee 832.1 C.3. a. Note applies here also.
is received: (N)
b. 120 miles from the geographical limits 832.1 C. 4. b. Reference:
of a stationary ALTRV, if no 832.1 C. 3. b. Reference applies here also.
guarantee is received; or (R)
Original
ATC 8-20
c. 120 miles from the track of a moving 832.1 C. 4. c. Reference:
ALTRV. (R) 832.1 C. 3. c. Reference applies here also.

The protected airspace for ALTRV APVLs with Expanded Frontal Width; Definitions.
an expanded frontal width shall be increased
accordingly. The track centreline is the midpoint
of the expanded frontal width and the lateral
edges of the expanded frontal width are the
points at which the protected airspace
commences plus the other points identified. To
calculate the appropriate protected airspace:
(R)
A. use the midpoint of the expanded frontal
width as the track centreline, determine the
protected airspace as if the ALTRV had
single aircraft width; and
B. add one half of the expanded frontal width to
each lateral edge of the airspace outlined
above.
832.3 832.3 Note 1:

You may use actual departure times or position Military pilots operating within ALTRVs may adjust
report times plus estimated elapse times for their speeds to meet planned elapsed fix times.
Within Canadian Domestic airspace and the Gander
calculating estimates. (N)
Oceanic CTA/FIR, pilots are required to advise ATC
if their planned en route fix estimates will vary by
more than 10 minutes. Controllers are expected, if
basing separation on time, to confirm ALTRV aircraft
estimates if necessary.
832.3 Note 2:
Controllers are expected to request additional
position reports from Stream formation aircraft other
than the first and last aircraft, as necessary.
832.4
You need not separate a non-participating
military aircraft from a military ALTRV provided
the non-participating aircraft is operating:
A. “at least 1,000 feet on top”; or
B. in accordance with VFR.
833 ALTRV MODIFICATIONS
833.1 833.1 Note:

Do not change the altitude or route of flight of It is expected that detected possible conflictions
an aircraft established in an ALTRV except: (N) within an ALTRV will be brought to the attention of
the participating aircraft.
A. in the interest of flight safety; or
Original
ATC 8-21
B. for short term adjustments to the altitude or
route of an ALTRV, for a single aircraft or
standard formation, in order to expedite
overall traffic flow provided:
1. you obtain the concurrence of the aircraft
commander; and
2. a you are able to return the aircraft to
the ALTRV within your sector; or
b. you coordinate the return to the
ALTRV within another sector/unit's
airspace.
833.2
If you clear an aircraft out of an ALTRV due to
safety or other extraordinary circumstance,
separate the aircraft from the ALTRV and other
non-participating aircraft.
833.3
Inform ARE or ARW of any significant changes
in ALTRV routes, altitudes, or timing which may
affect mission integrity.
833.4 833.4 Note:

Coordinate ALTRV flights in accordance with Controllers are expected to inform adjacent sectors/
490. (N) units, on a timely basis, of ALTRV activity within
their sector that may affect other traffic.
833.5 833.5 Note 1:

You may clear an aircraft to leave an ALTRV Military aircraft in an ALTRV are responsible for their
prior to its planned exit point provided: (N) own separation (MARSA) from the initiation of the
ALTRV until the termination or cancellation of the
ALTRV.
833.5 Note 2:
Military aircraft that request a clearance to leave an
ALTRV will coordinate their action with other ALTRV
aircraft operating in close proximity to them.
833.5 Note 3:
An ATC clearance issued for an aircraft to leave an
ALTRV supersedes the ALTRV APVL for that aircraft
and cancels MARSA once separation is
established.
B. the aircraft will not re-enter the ALTRV; and
Original
ATC 8-22
C. you assume responsibility for separation of 833.5 C. Note:
the aircraft after it leaves the ALTRV. (N)(E) Military aircraft that are cleared from an ALTRV are
MARSA until:
A. they provide a position report that indicates they
are separated from the protected airspace for
the ALTRV or all concerned ALTRVs; or
B. they are observed on radar to be clear of the
protected airspace for the ALTRV.
833.5 C. Example:
FECK 102 CLEARED TO THE WINNIPEG
AIRPORT PRESENT POSITION DIRECT,
MAINTAIN FL260 CLEARANCE VALID UPON
REACHING FL260.
833.6 833.6 Note 1:

You may approve an aircraft's request to ACCs have the prerogative of cancelling the ALTRV
deviate from the approved altitude or routing of for aircraft that request a deviation and providing the
aircraft with an IFR clearance.
an ALTRV provided: (N)
833.6 Note 2:
ALTRV requests are made with a strategic plan in
mind. When deviations are requested from planned
routes or altitudes for the purposes of completing a
mission, controllers should accommodate these
requests, whenever practicable, without penalizing
other aircraft. In the case of ALTRV deviations for
refuelling missions, all requests should be
processed as soon as possible to ensure that timely
refuelling is executed.
833.6 Note 3:
Because of the nature of large scale exercises such
as Global Shield or Amalgam Brave, which may be
stationary or moving ALTRVs, it is not expected that
participating aircraft will be able to re-enter the
ALTRV without jeopardizing the planned MARSA
separation.
A. the aircraft requests it and states its
intention to return to the ALTRV;
B. you assume responsibility for separation of 833.6 B. Note:
the aircraft after it has left the ALTRV; and 833.5 Note 3 applies here also.
(N)
C. you coordinate the deviation with any
concerned sectors/units.
833.7
Clear aircraft that have deviated from an ALTRV
to re-enter the ALTRV upon pilot request,
provided the pilot confirms MARSA for the
ALTRV.
833.8
You may approve an extension for:
2002-01-24
ATC 8-23
A. a stationary ALTRV provided the aircraft 833.8 A. Note:
requests it; or (N) Stationary ALTRV extension requests may come
directly from ARE, ARW or the Military Project
Officer.
B. a moving ALTRV provided:
1. the aircraft requests it; (N) 833.8 B. 1. Note:
Normally the only reason a moving ALTRV requests
an extension is because aerial refuelling has not
been completed.
2. you determine the aircraft's intentions; 833.8 B. 2. Note:
(N) If an extension is given to an ALTRV to proceed
beyond its planned termination point or time,
controllers are expected to confirm any changes to
the automatic climb points, extension, etc., included
in the ALTRV.
3. the aircraft confirms that all trailing 833.8 B. 3. Note:
aircraft/cells in the ALTRV will be Each cell in a moving ALTRV has a formation
extending their reservation; and (N) leader. Under normal operating circumstance all
cells are in contact with each other. Controllers are
expected to confirm with the aircraft/cell requesting
the extension that all trailing aircraft/cells will be
extending.
4. you coordinate the extension with any
concerned sectors/units.
833.9
If all trailing aircraft/cells will not be extending
as outlined in 833.8 then:
A. issue an IFR clearance to the aircraft
requesting the extension, to allow it to
complete the mission; and
B. inform all trailing aircraft/cells that an
extension is not approved.
2002-01-24
ATC 8-24
840 SPECIAL MILITARY DIRECTIVES
841 MODIFICATION OF MINIMA FOR

MILITARY AIRCRAFT
841.1
You may separate military aircraft by less than
the minima in 470 or 560 provided:
A. a request is received from the military
authority having jurisdiction over all the
aircraft concerned; and
B. the request:
1. is in writing or some other recorded form;
and
2. contains the specific separation
minimum to be applied.
841.2
The Unit Manager shall retain any request from
a military authority for the application of
reduced separation:
A. for at least 90 days; or
B. until an investigation is complete, if an 841.2 B. Reference:
operating irregularity occurs during the Handling of Documentation for Investigations; 235,
period of application. (R) ATSAMM.
842 INTER-CENTRE COORDINATION

— JET FIGHTER AIRCRAFT ON IFR
FLIGHT PLANS
842.1 842.1 Note 1:

Relay an IFR flight plan on a jet fighter aircraft Destination airport staff must be prepared in
to the destination airport as soon as possible. advance, since some jet aircraft operate with
minimum fuel and are unable to accept any delay.
(N)
842.1 Note 2:
Minimum fuel requirements for Canadian Military jet
aircraft are:
IFR — to destination at assigned altitude, to
alternate, 15 minutes hold and
approach.
VFR — to destination plus 15 minutes.
843 MILITARY IFR FORMATION FLIGHTS
843.1
Separate formation flights as follows:
A. Non-radar:
2002-10-03
ATC 8-25
1. for a standard formation flight apply the 843.1 A. 1. Note:
appropriate separation minimum as Controllers are expected to confirm with the
specified in Part 4 and Part 7; and (N) formation leader the dimensions of the formation, if
there is doubt as to its actual size.
2. for a non-standard formation flight apply 843.1 A. 2. Note 1:
increased separation minimum when the Military pilots are required to inform ATC of the
lateral or longitudinal spacing of the dimensions of a formation when flying a non-
standard formation.
aircraft are in excess of the criteria
843.1 A. 2. Note 2:
specified for a standard formation. (N)(R) Where the longitudinal criteria approved is 1 minute
or more, apply the appropriate longitudinal
separation minima from the first and last aircraft in
the formation.
Supplementary Definitions; 804.
B. Radar:
1. for a standard formation flight add one
mile to the appropriate radar separation
minima;
2. between two standard formation flights
add two miles to the appropriate radar
separation minima; and
3. for a non-standard formation flight apply 843.1 B. 3. Note:
the appropriate radar separation minima If necessary, for separation between a non-standard
to the perimeter of the airspace formation and other aircraft, assign an appropriate
transponder code to each aircraft in the formation or
encompassing the non-standard
to the first and last aircraft in-trail.
formation, or from the outermost aircraft
of the non-standard formation, whichever
applies. (N)
843.2 843.2 Note:

Issue all clearances or instructions to the If a formation breaks up into individual sections for
formation leader. (N) the approach, each section has a leader.
843.3 * 843.3 Note:

If a formation flight requests to break up into The formation leader shall be responsible for
sections/individual aircraft, issue an IFR separation between all sections or individual aircraft
until:
clearance to each section/individual aircraft
* A. position reports indicate minimum IFR
identified for breakaway. (N) separation has been achieved; or
* B. they are observed on radar and minimum radar
separation has been achieved.
843.4 843.4 Note:

Issue an expect-approach-clearance time to On initial contact at destination, the formation leader
each delayed section if descent is made by is expected to inform you if the formation will let
down in sections. If descent is by sections, the
sections. (N)
leader of each section is responsible for separation
within the section.
2002-10-03
ATC 8-26
843.5 843.5 Note 1:
Permit Canadian Military IFR formation flights When it is necessary to operate a refuelling mission
to conduct air refuelling missions outside an from a controlled civil airport, the formation leader
will brief appropriate ATC units regarding:
airspace reservation, provided: (N)
A. departure and join-up procedures;
B. departure separation; and
C. special procedures that may be used.
843.5 Note 2:
This does not prevent the air refuelling of foreign
military aircraft outside an airspace reservation,
while operating within Canadian controlled airspace.
843.5 Note 3:
In the event of a receiver engine failure during air
refuelling operations, the entire formation will
immediately descend to FL200.
A. the formation will remain together during the 843.5 A. Reference:
entire flight; and (R) Military IFR Formation Flight Criteria; 843.2 Note.
B. the refuelling activity is specified in the 843.5 B. Note:
remarks column of the flight plan. (N) The formation leader will brief ATC on the takeoff
procedures to be used and will advise ATC when
refuelling begins and ends.
844 OPEN SKIES TREATY FLIGHTS
844.1 844.1 Note 1:

Give priority to Open Skies Treaty flights with Open Skies Treaty flight callsigns (radiotelephony -
designators "F" and "D" over other air traffic OPEN SKIES) start with the letters OSY. The
following suffixes are used to signify the type of
except for: (N)(R)
mission:
A. “F” – observation flight
B. “D” – demonstration flight
C. “T” – transit flight
* 844.1 Note 2:
The two digit codes following the call sign “OSY”
signify the country/state of origin. The codes are
available in the ICAO document 8585, Designators
for Aircraft Operating Agencies, Aeronautical
Authorities and Services, and in NAV CANADA-
DND Open Skies Arrangement, Annex B.
844.1 Reference:
ATS procedures and responsibilities are described
in the NAV CANADA-DND Open Skies
Arrangement.
A. an aircraft that has declared an emergency
or appears to be in a state of emergency;
B. medical evacuation flights; or
C. aircraft participating in search and rescue
missions.
2002-04-18
ATC 8-27
844.2
Should a deviation of an Open Skies Treaty
flight from the “Mission Plan” be necessary,
make every effort to return the flight to its
requested track and/or altitude as soon as
possible.
845 USAF BOMBER CELL FLIGHTS
845.1
USAF Bomber cell flights operate in Canadian
airspace above FL230 in accordance with the
following conditions:
A. For routine daily missions, cells usually
consist of a maximum of 3 aircraft.
B. Within controlled airspace:
1. two-aircraft cells normally operate with
the cell leader at the ATC assigned flight
level and the number two aircraft 500
feet above; and
2. three-aircraft cells normally operate with
the number two aircraft at the ATC
assigned flight level, the cell leader 500
feet below, and the number three aircraft
500 feet above the number two aircraft.
C. Within the Edmonton FIR Class G airspace:
1. two-aircraft cells normally operate with
the cell leader at the appropriate
hemispheric flight level and the number
two aircraft 500 feet above; and
2. three-aircraft cells normally operate with
the number two aircraft at the
appropriate hemispheric flight level, the
cell leader 500 feet below, and the
number three aircraft 500 feet above the
number two aircraft.
D. Flight levels to be flown will be indicated in 845.1 D. Example:
the flight plan: (E) FL270/275 or FL265/270/275.
E. Cells occupy a frontal width equivalent to
that of a single aircraft unless otherwise
approved by ATC.
F. Cells of 3 aircraft or less have a maximum
longitudinal separation of 30 seconds
between the first and last aircraft.
G. The cell leader assumes responsibility for
separation between aircraft within the cell.
2002-04-18
ATC 8-28
845.2
You may instruct a cell to maintain a single flight
level provided:
A. it is operating within controlled airspace, but
not within an airspace reservation; and
B. you apply this restriction for as short a
period of time as possible.
845.3
Separate a USAF Bomber cell formation flight
from other aircraft as follows:
A. Apply vertical separation from the highest or
lowest altitude occupied by a cell aircraft as
appropriate.
B. Apply lateral separation as for a single
aircraft.
C. Apply longitudinal separation from the
leading or trailing cell aircraft as appropriate.
846 USAF TANKER CELESTIAL

NAVIGATION TRAINING
846.1 846.1 Note 1:

You may authorize Celestial Navigation Training Only USAF Tanker aircraft are allowed to conduct
(CELNAV) flights provided: (N) CELNAV flights. These flights will normally be
conducted by tanker aircraft, KC10 and KC135,
after completion of air refuelling exercises.
846.1 Note 2:
USAF Tanker CELNAV flights will operate in
Canadian Domestic Airspace in accordance with
the following conditions:
A. the aircraft will operate within 30 miles of the
route centreline specified in the clearance,
unless otherwise authorized by ATC; and
B. the pilot will advise ATC before initiating any
heading changes of more than 20 degrees.
A. they are limited to that portion of Canadian 846.1 A. Note:
Domestic Airspace within radar coverage; All USAF Tanker aircraft conducting CELNAV flights
(N) must remain within radar coverage at all times.
B. the aircraft is equipped with a serviceable
transponder; and
Original
ATC 8-29
C. an ATC clearance is obtained by the pilot 846.1 C. Note 1:
prior to beginning CELNAV. (N)(E) The intent to conduct CELNAV will be included in
the remarks portion of the flight plan, including
specific route segments. On occasion, aircraft may
transit directly from US Airspace to Canadian
Airspace already conducting CELNAV.
846.1 C. Note 2:
The pilot will advise ATC before discontinuing
CELNAV and resuming conventional navigation.
846.1 C. Example:
HIFI 51 CLEARED TO CONDUCT CELESTIAL
NAVIGATION TRAINING AT COMMENCEMENT
POINT (location/NAVAID/coordinates) TO
TERMINATION POINT (location/NAVAID/
coordinates). MAKE ALL POSITION REPORTS
OVER OR ABEAM FLIGHT PLANNED
COORDINATES.
846.2 846.2 Note:

You may terminate or suspend CELNAV for Aircraft that have their CELNAV exercise terminated
operational requirements at any time. (N) or suspended, may resume their CELNAV when
operational conditions permit.

Indicate on control data strips that portion of the Coordination; 490.
route of flight which is CELNAV. (R)
847 JET APPROACHES AND

PENETRATION TURN PROCEDURES
847.1
You may clear a succeeding military jet aircraft
for the same high-altitude approach procedure
other than a straight-in approach, provided:
A. the preceding aircraft has reported
intercepting the inbound track;
B. you establish DCPC with each aircraft;
C. the initial penetration altitude of each aircraft
is not lower than that of the preceding
aircraft;
D. the preceding aircraft will not execute a
circling procedure before landing; and
E. the missed approach procedure does not
involve a reversal of heading.
847.2
You may clear a succeeding military jet aircraft
for the same straight-in TACAN approach
procedure, provided:
A. there is a minimum of 10 miles separation
between the aircraft;
Original
ATC 8-30
B. you use two DME fixes to establish an
approach interval that will ensure that the
required separation minimum is maintained;
C. you establish DCPC with each aircraft;
D. the initial penetration altitude of each aircraft
is not lower than that of the preceding
aircraft;
E. the preceding aircraft will not execute a
circling procedure before landing; and
F. the missed approach procedure does not
involve a reversal of heading.
847.3
You may request a penetration-turn report from
a military jet aircraft, provided it is essential for
control purposes.
847.4
If a penetration-turn report is essential, you
should request the aircraft to report:
A. through the precision controller; or
B. directly to the IFR unit, if PAR is not
available.
848 ELECTRONIC COUNTER-MEASURES

(ECM)
848.1 848.1 Note:

If it becomes necessary to suspend in-flight Electronic Counter-Measures are practiced with the
ECM training activity in Canadian airspace, use object of impairing the use of electronic systems
such as radar and communications. The intent is to
the following procedures. (N)
mislead the user in the interpretation and use of
information displayed by this system. This is
achieved by various methods including electronic
jamming and chaff. ECM activities are conducted in
Canada and the U.S.A. for military training purposes
and may interfere with a radar presentation to the
extent that it is unusable.
848.2 848.2 Note:

You may stop ECM training activity: (N) ECM activity should only be stopped when radar is
essential to cope with traffic, and interference is
such that it creates an emergency flight safety
situation. Stopping ECM activity could cause an
exercise to be rerun. It is expected that units will
permit ECM activities to resume as soon as
practicable after any necessary stoppage.
A. if a non-emergency situation, by advising 848.2 A. Example:
the NORAD Region Control Centre to STOP NORAD CONTROL CENTRE, (this is) MONCTON
BUZZER; and (E) CENTRE, STOP BUZZER UNTIL 1730.
2002-01-24
ATC 8-31
B. if an emergency situation, by instructing the 848.2 B. Example:
aircraft, on guard frequency, to STOP RAM 151, (this is) VANCOUVER CENTRE, STOP
BUZZER. (E) BUZZER.
2002-01-24
ATC 8-32
850 MILITARY TRAINING ROUTES
851 GENERAL
851.1 851.1 Note 1:

Use the following procedures with respect to MTRs consist of the following types of routes:
aircraft using MTRs. (N) A. IR Route — a MTR used by the military, in which
aircraft operate IFR and at speeds normally
greater than 250 knots IAS and below 10,000
feet ASL. Some route segments may be defined
at higher altitudes for purposes of route
continuity. All flights will be conducted on IFR
flight plans.
B. VR Route — a MTR used by the military, in
which aircraft operate VFR and at speeds
normally greater than 250 knots IAS and below
10,000 feet ASL. Some route segments may be
defined at higher altitudes for purposes of route
continuity.
C. TALEX — a MTR flown IFR or VFR from the
surface to 5,000 feet ASL.
851.1 Note 2:
These procedures supplement those contained in
an arrangement pertaining to MTRs.
851.2 851.2 Note:

Clear a military aircraft to a MTR by the If the planned exit point is below communications
requested routing or flight planned route and, if coverage, it is expected that you will issue an exit
clearance to the aircraft prior to MTR entry.
necessary, give instructions to obtain further
clearance before exiting the MTR. (N)
851.3
For communication failure purposes, the
clearance limit is the aircraft's planned exit point
from the MTR.
851.4
You may apply a reduced separation minimum
between military aircraft proceeding to or from a
MTR, provided a request has been received in
852 SEPARATION
852.1 852.1 Note:

Apply the appropriate separation minima as A MTR by definition, is not an ALTRV; however, the
specified in Parts 4, 5, and 7 between an rules and procedures that apply to an ALTRV are
also applicable to a MTR.
aircraft operating outside a MTR and the
geographical and vertical limits of a MTR. (N)
ATC 8-33
853 MTR MODIFICATIONS
853.1 853.1 Note:

Do not change the altitude of an aircraft It is expected that detected possible conflictions
established in a MTR, except in the interest of within a MTR will be brought to the attention of the
participating aircraft.
flight safety. (N)
853.2 853.2 Note 1:

You may clear an aircraft to leave a MTR prior Military aircraft in a MTR are responsible for their
to its planned exit point provided: (N) own separation (MARSA) from the entry point, until
the exit point of the MTR.
853.2 Note 2:
Military aircraft that request a clearance to leave a
MTR prior to the exit point, will coordinate their
action with other MTR aircraft operating in close
proximity to them.
853.2 Note 3:
An ATC clearance issued for an aircraft to leave a
MTR, supersedes the MTR clearance for that
aircraft and cancels MARSA once separation is
established.
B. the aircraft will not re-enter the MTR; and
C. you assume responsibility for separation 853.2 C. Note:
after the aircraft leaves the MTR. (N) Military aircraft that are cleared from a MTR are
MARSA until:
A. they provide a position report that indicates they
are separated from the protected airspace for
the MTR; or
B. they are observed on radar to be clear of the
protected airspace for the MTR.
ATC 8-34
860 MILITARY OPERATIONS ON AIR
REFUELLING (AR) TRACKS
861 GENERAL
861.1 * 861.1 Note:

Use the procedures in this section for military Procedures for the use of AR tracks are based on a
operations on published or special AR tracks NAV CANADA/DND/USAF Arrangement E-13 Air
Refuelling Tracks effective December 3, 1998.
not established in an ALTRV. (N)(R)
861.1 Reference:
Military Flight Data and Procedures; Section E,
Canada Flight Supplement.
862 PROCEDURES

Authorize aircraft to conduct air refuelling along CLEARED TO CONDUCT REFUELLING ALONG
published or special tracks. (P)(N) AR (track number) MAINTAIN BLOCK (altitudes)
CONFIRM MARSA WITH (identification).
862.1 Note 1:
During air refuelling, tanker aircraft are responsible
for receiver aircraft communication with ATC and for
their navigation along track.
862.1 Note 2:
MARSA begins between the tanker and receiver,
when the tanker and receiver have entered the air
refuelling airspace and the tanker advises accepting
MARSA.
862.2
Cancel a clearance authorizing air refuelling
operations, if immediately after the clearance,
the tanker commander does not advise
acceptance of MARSA. Obtain the intentions of
the concerned aircraft and provide appropriate
direction.
862.3 862.3 Note:

Do not request receiver aircraft that have been Requests to change codes or squawk standby
cleared to conduct air refuelling and have during air refuelling divert the receiver pilot's
attention during a critical phase of flight.
departed the ARIP to: (N)
A. make code changes, when less than 5 miles
from the tanker; or
B. squawk standby, when less than 3 miles
from the tanker.
862.4 862.4 Note:

As part of the initial air refuelling clearance, you Receiver aircraft will squawk normal when
may request a receiver to squawk standby upon separation from the tanker is greater than 3 miles.
reaching a point 3 miles from the tanker. (N)
ATC 8-35
862.5 862.5 Note 1:
After MARSA has been declared, you should Altitude or course changes issued will automatically
avoid issuing course or altitude changes prior to void MARSA.
862.5 Note 2:
rendezvous. (N)
Once rendezvous is completed, heading and
altitude assignments may be made with the tanker's
concurrence, with MARSA remaining in effect.
862.5 Note 3:
Upon rendezvous completion, the tanker will keep
receiver aircraft within 3 miles of the tanker until
MARSA is terminated.
862.6
Do not use the altitude vacated during the
refuelling operation, until the refuelling aircraft
has reported reaching the next IFR altitude,
separated by the appropriate vertical minimum.
862.7 862.7 Note:

Approve requests by the tanker for vectors or The tanker is responsible for coordinating all in-flight
alternate routes or altitudes as follows: (N) requests with other aircraft in the refuelling
formation before submission of the request.
A. provide vectors or alternate altitudes at any
time; or
B. provide non-radar routes only after the
refuelling aircraft have passed the ARCP.
862.8
Unless a vector or alternate route has been
issued, clear the aircraft to depart the refuelling
track at a navigational reference point or exit
point.

Request aircraft to report the ARIP, ARCP or REPORT ARIP;
exit fix, as needed. (P) REPORT ARCP; or
REPORT (exit fix).
862.10 862.10 Note:

Issue an IFR clearance to the tanker for all It is the tanker's responsibility to request en route
tanker and receiver aircraft or formations, prior clearance for both tanker and receiver at least 5
minutes prior to end of air refuelling.
to the end of air refuelling. (N)
862.11
Terminate MARSA:
A. when air refuelling is completed, and the 862.11 A. Phraseology:
tanker advises that the receiver and tanker MARSA TERMINATED.
aircraft are vertically separated within the air
refuelling airspace; or (P)
ATC 8-36
B. by providing IFR clearances with 862.11 B. Example:
instructions indicating the point where HIFI 62 IS CLEARED TO (destination) VIA FLIGHT
MARSA is terminated. (E) PLAN ROUTE MAINTAIN FL310 MARSA
TERMINATED PASSING FL290.
862.12 862.12 Note:

Notify appropriate Control Towers and flight Appropriate Control Towers and flight service
service stations of active AR tracks at least 2 stations are those located within 100 miles of the
AR track centreline.
hours in advance, provided all or part of the
activity will occur outside Class A or B airspace.
(N)
862.13
You may clear non-participating aircraft through
air refuelling airspace after rendezvous,
provided appropriate separation is provided
from refuelling aircraft.
ATC 8-37
900 _ IFR OPERATIONS
901 FLIGHT PROGRESS BOARD
902 COMPLETION OF IFR STRIPS
903 FLIGHT PROGRESS STRIP DATA
904 COORDINATION
905 SPECIAL PURPOSE STRIPS
910 _ TOWER OPERATIONS
911 GENERAL
912 COMPLETION OF TOWER STRIPS
920 _ SPECIAL ABBREVIATIONS AND SYMBOLS
921 GENERAL
Original
ATC 9-1
900 IFR OPERATIONS
901 FLIGHT PROGRESS BOARD
* 901.1
Display strips under fix or altitude designators
as specified in a unit directive.
* 901.2
Arrange designators to indicate:
* A. to the extent possible, the actual
geographical relationship of the fixes as
viewed on a chart; or
* B. each altitude with the lowest altitude
designator at the bottom.
901.3 901.3 Note:

Place strips prepared for locations other than The objective is to post each strip depicting the
posted fix designators, under the posted fix aircraft's route of flight under the most appropriate
fix designator, so that potential conflicts can be
designator that will best indicate the
more easily recognized and accurately assessed.
geographical position of the aircraft. Include
sufficient details (e.g. radial/distance, direction
arrows, etc.) on the strip as required. (N)
* 901.4
Sequence flight progress strips:
* A. chronologically under a fix or altitude
designator with the earliest estimate at the
bottom; or
* B. by landing sequence if required.
901.5
You may insert strips for aircraft which have not
been issued clearance, in the bay above active
strips. These strips should be sufficiently
separated from active strips so that there is no
possibility of confusion. Special suspense bays
may be set aside for this purpose.
901.6 901.6 Note:

Leave active strips in a “cocked” position if any The “cocking” of flight progress strips is an essential
one of the following conditions exists: (N) control technique used to remind controllers that
some type of further action must be performed.
Original
ATC 9-2
A. flight data and control information requiring
relay to adjacent sectors/units or aircraft;
B. traffic estimates requiring integration into a
sector;
C. estimates (pilot or controller) requiring
verification; or
D. other potential situations requiring
investigation or further action.
901.7
Do not remove a strip from the data board until
all appropriate action for that strip has been
executed and one of the following conditions
has been met:
A. a subsequent position report has been
received or the aircraft has been radar
observed passing a subsequent fix posting;
B. the aircraft has been observed to have left
your area of responsibility;
C. the aircraft has been estimated to have
passed the first fix outside your area of
responsibility;
D. the aircraft has been estimated to have
crossed the control boundary by the
appropriate longitudinal minimum;
E. the unit accepting control has indicated that
the aircraft is within its area of responsibility;
F. the aircraft has cancelled or closed its IFR
flight plan or itinerary and any subsequent
traffic information has been issued; or
G. control of the aircraft has been transferred to 901.7 G. Reference:
the tower. (R) Control Transfer; 495.
901.8
Scan the control data board by performing the
following actions:
A. scan each bay individually rather than
looking over the entire board;
B. in each bay, check altitude boxes to verify
vertical separation;
C. if more than one aircraft is at the same
altitude, check strips to ensure some other
form of IFR separation exists;
D. follow individual flights through the sector,
checking for conflicting, converging or
crossing track situations, consistency in
altitude and estimate data, and for correct
posting;
2003-01-23
ATC 9-3
E. insert missing data;
F. update strips as required;
G. “cock” any strip that requires further action;
H. ensure strips are arranged in the
appropriate order;
I. ensure that estimates which should be 901.8 I. Reference:
passed are passed in accordance with ATC Coordination; 490.
MANOPS; and (R)
J. ensure that no further action is required.
902 COMPLETION OF IFR STRIPS
902.1
Ensure that strip marking is neat and legible by
complying with the following:
A. use a blue or black pen for normal markings
and a red pen as otherwise specified;
B. draw a single line through any marking that 902.1 B. Note:
is no longer valid; (N) This line should clearly indicate that information has
been cancelled, however, care should be taken to
leave the cancelled information readable. This is
necessary in order to preserve an accurate account
of the aircraft's entire flight record.
C. do not erase or write over any marking; and
D. rewrite any strip that becomes difficult to
read and file the old strip.
902.2
Time is to be written in minutes (2 digits),
unless the hour differs from that of the control
estimate or the use of 4 figures is specifically
directed.

Use abbreviations and flight symbols contained Abbreviations.
in this manual whenever possible to complete Special Abbreviations and Symbols; 920.
flight progress strips. (R)
902.4 902.4 Note 1:

Enter information on IFR flight progress strips in Boxes are printed on flight progress strips to simplify
the locations indicated by the corresponding visual appreciation of the data each space contains.
The data is to be centrally positioned in the box,
numbers in the following diagram. (N)(R)(D)
except where initial entries are anticipated to be
supplemented by additional information. In such
cases, sufficient space must be left for the insertion
of subsequent data.
902.4 Reference:
Flight Progress Strip Data; 903.
2003-01-23
ATC 9-4
902.4 Diagram:
Flight Data Strip Layout:
11 aa bb 15
15
55 10
10 11
11
22
33
77 cc
88
dd 9 aa bb 12 13
12 13
14
14 16
16
17
17
4a
4a 66 18a
18a
4b
4b 18b
18b
902.5
Use warning indicators as follows:
A. post a red “W” on appropriate flight progress 902.5 A. Note:
strip(s) if corrective action will be necessary: Red warning indicators are used to attract controller
(N) attention to potentially hazardous or critical
situations.
1. due to a higher MEA;
2. to identify any confliction with other
aircraft; or
3. to identify any other hazardous or critical
situation;
B. post the warning indicator in the box that 902.5 B. Example:
most clearly indicates the reason for the
warning. As necessary, enter sufficient
details (i.e., aircraft identification, conflict
point(s), time(s), etc.) in box 14 to clearly
identify the confliction; (E)
red
80 W MEA
C. circle the altitude in red on the appropriate 902.5 C. Reference:

flight progress strip(s) if an altitude not Direction of Flight; 432.
appropriate to the direction of flight is
assigned; and (R)
D. draw a single line through the warning
indicator when it is no longer required.
903 FLIGHT PROGRESS STRIP DATA

Box 1 — Aircraft Identification. (R) Language Identification on Flight Data Strips; 731.
Air Traffic Designators.
A. Enter a minimum of three and a maximum of
seven alphanumeric characters.
* B. As part of the seven alphanumeric 903.1 B. Reference:
characters, enter the symbol “M” as the Aircraft Identification; 216.
suffix if the flight is a MEDEVAC. (R)
2004-04-15
ATC 9-5
Box 2 — Aircraft Type. Enter the type of aircraft Air Traffic Designators.
as follows: (R) Aircraft Type Designators, (ICAO DOC 8643).
A. the number of aircraft if more than one; 903.2 A. Example:
(E)(R) “2CF18”.
903.2 A. Reference:
Civil IFR and CVFR Formation Flights; 703.
Military IFR Formation Flights; 843
B. the appropriate ICAO aircraft type 903.2 B. Example:
designator prefixed by “H/” if a heavy “H/B747”.
aircraft; and
C. suffixed by “/” and one or more appropriate 903.2 C. Note:
letters from the equipment list in the If more codes are filed in a flight plan, the
following order of priority: (N)(E)(R) information can be included in box 16.
903.2 C. Example:
“A320/W”.
903.2 C. Reference:
Equipment; RAC 3.16.4, TC AIM.
* 1. W —
RVSM;
2. X —
MNPS certification;
3. Y —
CMNPS certification;
4. R —
RNP type certification;
5. G —
GNSS capability;
6. J —
data link capability;
7. E —
Flight Management System;
8. S —
standard equipment (VHF, ADF,
VOR and ILS); or
9. N — no COM/NAV/Approach aid
equipment for route to be flown.
903.3
Box 3 — Speed. Enter speed as follows:
A. filed true airspeed in knots; (E) 903.3 A. Example:
“480”.
B. filed Mach-number, written as “M” with a 903.3 B. Example:
decimal point, followed by 2 or 3 figures as “M.82”.
necessary; (E)
C. if recording the ground speed, prefix it with 903.3 C. Example:
the letter “G”; and (E) “G220” or “M.82G420”.
D. when a specific speed is issued to an 903.3 D. Example:
aircraft, write the letter “A” followed by the A.83 Maintain Mach .83
A.84+ Maintain Mach .84 or greater
assigned speed. (E)(R) A250- Maintain 250 knots or less
903.3 D. Reference:
Speed Adjustment; 544.
Longitudinal Separation — Mach-number
Technique; 747.
Longitudinal separation RNPC — Mach-number
Technique; 485.
2004-04-15
ATC 9-6
903.4
Box 4a — SSR Code. Enter SSR code as
follows:
A. the appropriate four digit code which has
been assigned to the aircraft; or
B. the letter “N” if the aircraft does not have a 903.4 B. Reference:
functioning transponder. (R) Equipment; RAC 3.16.4, TC AIM.
903.5 903.5 Example:

Box 4b — Category of Flight Plan. On “AR” ad-hoc RDPS
“PR” pre-printed RDPS
mechanically produced strips, a two letter code “CR” centre-stored RDPS
indicates the category of flight plan as follows: “FR” full route clearance RDPS
(E)
A. first letter indicates:
1. “A”—ad-hoc;
2. “C”— centre-stored;
3. “F”— full route clearance; or (N) 903.5 A. 3. Note 1:
Full route clearance (F) indicates that the aircraft's
originally filed route or centre-stored route differs
from that printed on the strip and the controller must
issue the entire route, as printed, to the aircraft.
903.5 A. 3. Note 2:
The “F” will be manually entered when the revised
route is entered.
4. “P” — pre-printed.
5. second letter indicates “R” for entered in
RDPS.
903.6
Box 5 — Proposed Departure Time or Pilot's
Estimate.
A. Departure strip — enter proposed time of 903.6 A. Reference:
departure in four figures. (R) System Activation Time; 903.19.
B. Arrival/En route strip — if available, enter 903.6 B. Reference:
pilot's estimate. (R) Estimate; Definitions
Completion of IFR Strips; 902.
903.7 903.7 Note:

Box 6 — Enter route information as follows: (N) If box 6 is not completely filled by routing
information, the remaining space may be used for
other data as specified in a unit directive, provided
the different items are distinctly marked and
separated from the route information.
A. proposed or pilot requested altitude or flight 903.7 A. Reference:
level; (R) Altitudes; 903.10.
2006-07-20
ATC 9-7
B. point of departure: (N)(R) * 903.7 B. Note:
The use of “ZZZZ” to indicate that the location
indicator is unknown is intended for mechanically
produced strips only. If the point of departure is
handwritten, the full name may be entered in box 6
or if space does not permit, box 14 may be used.
903.7 B. Reference:
Location Indicators (ICAO Doc 7910).
Location Identifiers (FAA 7350).
* 1. enter the point of departure using 4
characters, the first alphabetic and the
remainder alphanumeric. If the location
indicator is unknown or not in a 4
character format, enter “ZZZZ” as the
point of departure and enter the full name
of the location in box 14.
C. route: enter the route information or the
applicable condensed portion of the route:
1. on all departure strips;
2. on strips where transfer of control is
effected;
3. on other strips as considered necessary;
and
4. in an abbreviated format as the flight
progresses, provided:
a. the adjacent succeeding sector/unit
has the required routing to
destination;
b. the symbol “//” is used for the omitted 903.7 C. 4. b. Example:
routing; and (E) “KORD // YYZ VQC J588 YMX // LIMC”.
c. the abbreviated route contains: (N)(R) 903.7 C. 4. c. Note:
If training aircraft are making successive
approaches in a terminal area, only information that
must be forwarded to an adjacent sector/unit is
required to be included in box 6.
903.7 C. 4. c. Reference:
Route Description; 422.
i. the departure point;
ii. additional pilot requested en route
altitude/speed changes, if
required;
iii. the required routing; and
iv. the destination.
2006-07-20
ATC 9-8
5. insert an en route altitude or speed 903.7 C. 5. Note:
change request in the routing On RDPS strips, speed and altitude change
information after the location where that requests are printed in ICAO format. Both speed
and altitude are shown even if only one item is
change is requested, as follows: (N)(E)
changed.
Change to 9,000 at YOW, speed remains at 140
knots:
“CYYB V316 YXI V370 YOW/N0140A090 V346 YJN
V300 CYSC”.
— or —
Change to Mach .78 at Channel Head, Flight Level
280:
“CYQX J500 YCM/M078F280 J573 CYYG”.
a. speed in knots expressed as “N”
followed by 4 figures and Mach
number expressed as “M” followed by
3 figures, rounded to the nearest
hundredth unit of Mach;
b. altitudes in hundreds of feet
expressed as “A” followed by 3
figures and flight levels expressed as
“F” followed by 3 figures.
6. insert the revision if the route portion of
an aircraft's clearance is amended.
D. destination: (N) 903.7 D. Note:
The use of “ZZZZ” is intended for mechanically
produced strips only. If the destination is
handwritten, the full name may be entered in box 6,
or if space does not permit, box 14 may be used.
* 1. enter the destination using 4 characters,
the first alphabetic and the remainder
alphanumeric. If the location indicator is
unknown or not in a 4 character format,
enter “ZZZZ” as the destination and enter
the full name of the location in box 14.
903.8
Box 7 — Estimates.
A. Enter ATC estimates in four figures large 903.8 A. Note:
enough to be clearly visible; however, Normally the digits indicating the hour are written
sufficient room should be left for revisions. larger and those indicating the minutes are written
smaller to allow space for revisions.
(N)
B. Use this box to enter other data, such as 903.8 B. Example:
symbols to indicate required coordination, A circled “F”, or other approved symbol, may be
etc., provided these additional strip marking used to indicate that a departure or arrival time must
be forwarded to flight data.
procedures are specified in a unit directive.
(E)

Box 8 — Actual Times. (R) Completion of IFR Strips; 902.
2006-07-20
ATC 9-9
A. Departure strip: (E) 903.9 A. Example:
ABL 122 2106
DC9/S
410 YOW11
1. divide box 8 with a diagonal line to

identify the strip as a departure strip;
2. enter the actual departure time in four
figures in the upper half;
3. use the lower half section to record
information such as:
a. the initial en route fix and the time by
that fix;
b. VFR departure; or
c. other data, as per unit directive.
B. En route strip: enter the time by a fix in 903.9 B. Example:
minutes using large numbers. (E) ACA 122
DC9/S
410
3 9
N
C. Arrival strip: (E) 903.9 C. Example:

To indicate the aircraft has reported by the approach
fix outbound at 1743, was requested by the
controller to report inbound and reported inbound at
1748, then landed Oshawa airport at 1751.
SKG421 43 60 A
30 YOO
E100/S
220 17 48 51
4231 60 YOW V308 VQC YOO CYOO
1. draw a cross in the box to identify the

strip as an arrival strip;
2. if the aircraft is given a holding
clearance, record the time entering the
hold in box 8a, as required;
3. if required, enter the approach fix 903.9 C. 3. Reference:
outbound report in box 8b; (R) Initial Separation; 475.
4. if a report by the approach fix inbound is 903.9 C. 4. Reference:
requested, enter a tick in box 8c or enter Initial Separation; 475.
the fix at which the pilot has been Jet Approaches and Penetration Turn Procedures;
847.
requested to report inbound and,
subsequently the time reported by the
fix; (R)
5. in box 8d, enter: (R) 903.9 C. 5. Reference:
Reports; 361.
a. the reported arrival time;
2006-07-20
ATC 9-10
b. the time the aircraft reports cancelling
or closing its IFR flight plan or
itinerary, including the symbol (IFR);
or
c. the time missed approach 903.9 C. 5. c. Example:
commenced, including the symbol To indicate that the aircraft was requested to report
“MA”. (E) the approach fix inbound and was inbound at 1715,
then executed a missed approach at 1723.
ONT902
DH8/S 20 MA
240 17 15 23
6. if an aircraft conducts a missed

approach, write additional strips, as
necessary, to indicate subsequent
action; and
7. to change an arrival strip to an en route 903.9 C. 7. Note:
strip, enter the appropriate “cleared If the strip becomes cluttered with information,
through” symbol (east or west) in box 8 making it difficult to read, prepare a new strip and
file the old strip.
and the time over the designated fix.
(N)(E) Routing and destination change.
15 YPQ
13 12
KBUF – YPQ – CYPQ
YPQ – YSO – YYZ – CYYZ
903.10
Box 9a — Enter altitude information as follows:
A. enter altitudes and flight levels in hundreds 903.10 A. Example:
of feet; (E) 60 to indicate six thousand feet
170 to indicate one seven thousand feet
190 to indicate flight level one nine zero
65 to indicate six thousand five hundred feet
B. add the abbreviation “WICA” after the 903.10 B. Example:
assigned altitude, if an aircraft will be “60 WICA”.
entering or leaving controlled airspace; 903.10 B. Reference:
Leaving or Entering Controlled Airspace; 424.
(E)(R)
C. add the abbreviation “CVFR” after the 903.10 C. Example:
altitude assigned to a CVFR aircraft; (E)(R) “120 CVFR”.
903.10 C. Reference:
Controlled VFR; 438
D. circle the altitude in red if an altitude not 903.10 D. Reference:
appropriate to the direction of flight is Direction of Flight; 432
assigned; (R)
Original
ATC 9-11
E. use a “B” between the lower and higher 903.10 E. Note:
altitudes when a block altitude is assigned In that all block altitudes encompass at least one
and circle the altitudes in red; (N)(E)(R) altitude that is not appropriate to the direction of
flight, they must also be circled in red.
903.10 E. Example:
250B280 To indicate flight level two five zero
Tblock
flight level two eight zero.
903.10 E. Reference:
F. record altitude reports by entering a tick 903.10 F. Reference:
mark beside the appropriate altitude as Altitude Reports; 437.
follows: (R)
1. when an aircraft reports reaching the
assigned altitude;
2. when an aircraft on initial contact reports
at the assigned cruising altitude;
3. when an aircraft makes an en route
position report (provided the aircraft is
level at that altitude); or
4. when an aircraft is observed passing the 903.10 F. 4. Reference:
fix at its assigned altitude as determined Altitude Reports; 437.
by valid Mode C altitude readout and has Position Reports — Radar-Identified Aircraft; 505.
been authorized to omit position reports.
(R)
G. enter altitude changes as follows:
1. on all fix postings affected by the
change;
2. on all strips enter a climb or descent 903.10 G. 2. Note:
arrow after the previously assigned The practice of using or not using climb and descent
altitude followed by the revised altitude. arrows, in accordance with this sub-sub-paragraph,
may be dictated by unit management.
When assigning a new altitude do not
903.10 G. 2. Example:
cross off the previously assigned altitude
until the aircraft has reported vacating To indicate, originally cleared to
5,000, now cleared to 7,000
that altitude or reports level at the new 50 70
To indicate, originally cleared to
altitude; (N)(E)(R) 10,000, then to 6,000 and has re-
100 60 ported level at 6,000.
903.10 G. 2. Reference:
Altitude Reports; 903.10 F. 1.
3. on arrival strips, descent arrows are
required to the right of the previously
assigned altitude when:
a. an aircraft is cleared to the airport for
an approach; or
Original
ATC 9-12
b. an aircraft is cleared to leave 903.10 G. 3. b. Example:
controlled airspace vertically. (E)(R)
220
B
903.10 G. 3. b. Reference:
Leaving or Entering Controlled Airspace; 424.
H. as required, record vacated altitudes as
follows:
1. divide a section of box 9a horizontally 903.10 H. 1. Example:
with a line, and use the section on the To indicate an aircraft which has been given descent
bottom of the line to record altitudes an from 10,000 to 6,000 and instructed to report
leaving 10,000 and 7,000. Aircraft has reported out
aircraft has vacated or has been
of 10,000.
instructed to report through; and (E)
100 60
100 70
2. cross off an altitude when the aircraft

has reported vacating the altitude, or it
has been determined by valid Mode C
altitude read-outs that an aircraft has
vacated the altitude.
I. record altitude restrictions as follows:
1. departure and arrival strips — enter 903.10 I. 1. Example:
altitude restrictions in box 14 as they are To indicate an aircraft has been cleared to the
issued to the aircraft; and (E) Williams Lake airport for an approach, to cross 20
DME south of Williams Lake at 8,000 or below.
120 A YWL
X 20 S YWL 80
2. en route strips — if an altitude change 903.10 I. 2. Example:

will take place with a restriction to cross To indicate an aircraft has been cleared to descend
a specified point at a higher or lower to 6,000, with a restriction to cross LUBIC at 8,000
or below and aircraft has reported leaving 12.
altitude, enter the altitude in box 9a and
the restriction in box 14 on the applicable
strip(s). (E)
120 60 X LUBIC 80
2004-07-08
ATC 9-13
903.11
Box 9b.
A. Draw a vertical line on the right-hand side of 903.11 A. Note:
box 9, to provide sufficient space to enter A requirement to use this box exists only when the
coordinated and approved altitudes. (N) original altitude placed in box 9a has been or will be
changed and coordination or approval is required.
B. Enter the altitude or flight level that has 903.11 B. Example:
been coordinated and/or passed to an To indicate that the aircraft has a revised altitude of
adjacent unit/sector. (E)(R) FL330, and that the change has been passed and
coordinated.
330 330
290
903.11 B. Reference:
Coordination; 904.
903.12
Box 10.
A. Enter the identifier of the NAVAID, published 903.12 A. Example:
intersection or location to be used as the
VQC YOW
holding fix, if it differs from the clearance
limit indicated in box 14. (E)(R)
903.12 A. Reference:
Clearance Limit; 903.17 G.
B. Enter control transfer: (N) * 903.12 B. Note:
There is no requirement to record control transfer
information in cases where control is automatically
transferred as specified in an Agreement or
Arrangement.
1. time;
2. location; or
3. altitude.
C. Indicate communication transfer by entering
the new frequency, if required.
903.13 903.13 Note:

Box 11 — Holding instructions. (N)(R) If space in box 11 is insufficient, enter the remainder
in box 14.
903.13 Reference:
Holding; 450.
A. Standard holding clearance on NDB — 903.13 A. Example:
enter the direction from the fix and the To indicate a hold at the Fort St. John NDB, on the
inbound track. (E) southeast inbound track 289.
SE
289 XJ
2004-07-08
ATC 9-14
B. Standard holding clearance on VOR or 903.13 B. Example:
VORTAC — enter the direction from the fix To indicate a hold at the Moncton VOR, northeast
and the radial. (E) on the 068 radial.
NE
068R YQM
C. Non-standard holding clearance — include 903.13 C. Example:

the abbreviation “LT” after the inbound track To indicate a hold at the Baie-Comeau VOR,
or the radial. (E) southeast on the 110 radial, left turns.
SE
110R LT YBC
D. TACAN and DME holding clearance — 903.13 D. Note:

immediately after the NAVAID identifier Distances other than DME should be identified as
enter the radial/bearing DME fix, followed by such.
903.13 D. Example:
the DME distances. (N)(E)
To indicate a hold at the Trenton TACAN 010 radial
20 DME fix, north between 20 and 40 DME.
N UTR
20–40
010R/20
E. Detailed holding clearance — enter 903.13 E. Example:

appropriate details such as fix, radial/ To indicate a hold at the Yorkton VORTAC zero zero
course/inbound track, location of hold, five radial ten DME fix, north, two minutes inbound,
left turns.
direction of hold and type of turns. (E)
N
2 min LT
YQV
005R/10
F. Published holding pattern clearance. (E) * 903.13 F. Example:

To indicate a published hold at the CAMRA
intersection.
PH CAMRA
G. Draw a straight line through the holding

instructions after the aircraft is given
approach clearance or further clearance to
depart the fix.
903.14
Box 12 — Clearance Times.
A. enter the expect further clearance time;
B. enter the expect approach clearance time;
1999-10-07
ATC 9-15
C. enter the time to depart the fix; or
D. enter the symbol “ ” if the aircraft has
been advised “no delay expected”.
903.15
Box 13 — If required, enter the time approach
clearance was issued to the aircraft.
903.16
Boxes 10-13 — Other Uses.
A. Boxes 10-13 may also be used to enter
control data, as applicable.
B. In the event of a missed approach, prepare 903.16 B. Example:
a new departure strip and include the To indicate an aircraft has been issued a missed
following: (E)(R) approach clearance to proceed to alternate, to
maintain 12,000, climb runway heading to 5,000
before proceeding on course, and the aircraft has
commenced the missed approach at 1215.
15 120 RH 50 BPOC
12 MA
Arrival strip-missed approach; 903.9 C. 6.
1. enter “MA” in boxes 10-13 to indicate

that a missed approach clearance has
been issued;
2. enter missed approach instructions in
box 14; and
3. draw a diagonal line and enter missed
approach time in box 8.
C. On departure strips enter a large “D” to 903.16 C. Example:
indicate a departure clearance has been Aircraft was issued departure clearance at 52.
issued and the time the clearance was
issued in box 13. (E) D 52
1999-10-07
ATC 9-16
D. Enter a large “E” to show that an IFR 903.16 D. Note:
clearance to enter controlled airspace has When an aircraft departs from an airport located in
been issued. The time the clearance was uncontrolled airspace, only the “E” and the time
clearance was issued is to be entered. The
issued is to be inserted in box 13. (N)(E)
departure time, if necessary, may be recorded in
box 14.
903.16 D. Example:
Aircraft was issued clearance at 52 to enter
controlled airspace.
E 52
903.17
Box 14 — Control Data.
A. Enter altitude restrictions. (R) 903.17 A. Reference:
Altitude Restrictions; 903.10 I.
B. Enter all items specified in a departure 903.17 B. Note:
clearance in box 14. (N)(E)(R) Departure instructions could include: runway to
depart; direction to turn; route to follow; altitude
restrictions; etc.
903.17 B. Example 1:
To indicate an aircraft has been cleared to maintain
14,000, to depart runway 15, turn left direct the
Prince George VOR, cross 20 DME north of Prince
George VOR at 10,000 or above.
15 TL YXS
140
D 52 X 20 N YXS 100
903.17 B. Example 2:
Aircraft was issued a Gander 3 SID departure.
YQX3
Clearances; 441.
C. Enter release time as follows: (R) 903.17 C. Reference:
Release Time; 443.
1. clearance valid (CV) time, followed by: 903.17 C. 1. Example:
(E) “CV 1240” or “CV ACA123 + 3” to indicate clearance
valid at 1240, or clearance valid ACA123 departure
plus 3 minutes.
a. the time in four figures; or
2006-07-20
ATC 9-17
b. a specified event (using approved
abbreviations and symbols), that
must occur before the clearance is
valid.
2. symbol “CVR” if a clearance validation is
required; or
3. clearance-cancelled (CC) time, followed 903.17 C. 3. Example:
by: (E) “CC 1800” or “CC N329Z OB” to indicate clearance
cancelled at 1800, or clearance cancelled N329Z
reports outbound.
a. the time in four figures; or
b. a specified event, that when it occurs,
cancels the clearance.
D. Indicate altitude crossing (X) restrictions 903.17 D. Example:
followed by the fix or location, and the X VQC 150 ↑ To indicate, cross Stirling VOR
altitude. (E) at 15,000 or above.
X CHUBB 150 ↓ To indicate, cross CHUBB
intersection at 15,000 or below.
X 20 W YWG 150 To indicate cross 20 DME west
of Winnipeg at 15,000.
E. Enter pilot requested altitudes whenever 903.17 E. Note:
they differ from the proposed flight planned The practice of writing additional requested altitudes
altitude. (N) in box 14 is only necessary if the controller is unable
to immediately approve the altitude request.
F. When not indicated elsewhere on the flight 903.17 F. Reference:
progress strip, enter a red “W” to indicate Completion of IFR Strips; 902.
corrective action is required: (R)
1. to prevent confliction with other aircraft;
or
2. to bring attention to a potentially
hazardous situation;
and if the confliction or hazardous situation is
not readily apparent, enter sufficient details (i.e.
aircraft identification, conflict point(s), time(s),
etc.) to clearly identify the problem.
G. Enter the identifier of the fix to be used as 903.17 G. Reference:
the clearance limit, if an aircraft is not Clearance Limit; 463.
cleared to the destination airport. (R) Arrivals; 560.
H. Enter additional information such as:
1. Aircraft equipment unserviceability. (E) 903.17 H. 1. Example:
“#1 engine U/S”.
2. Customs advisory.
* 3. Dangerous goods. (R) * 903.17 H. 3. Reference:
Dangerous Goods; 702.
4. Loss of navigation and approach aid
equipment.
5. Impairment of air-ground
communication.
2006-07-20
ATC 9-18
6. Operation in designated controlled 903.17 H. 6. Reference:
airspace without a serviceable Operation in Controlled HLA Without a
transponder. (R) Transponder; 522.
7. Mode C — altitude readout invalid or not 903.17 H. 7. Reference:
validated, or automatic reporting is Altitude Readouts; 503.
turned off. (R)
8. Aircraft has declared an emergency.
9. Aircraft has declared “Minimum Fuel”. 903.17 H. 9. Reference:
(R) Minimum Fuel; Definitions.
Flight Priority; 132.
10. Other information, if appropriate.
I. Enter the type of approach specified, 903.17 I. Reference:
prefixed by the letter “A” and followed by Special Abbreviations and Symbols; 920.
appropriate symbols. (R)
J. If there is insufficient space in box 14 to
enter data, use available space in boxes 6,
16, 17 and 18.
903.18
Box 15 — Fix Designator. Enter the appropriate
identifier for the fix designator.
903.19 903.19 Note:

Boxes 16, 17 and 18 — Other Information. For the purpose of strip marking, the System
Enter information such as System Activation Activation Time is either the aircraft's estimated time
to enter the IFR unit's airspace, or the proposed
Time in four figures, Julian date, or other items
departure time. On a departure strip, this time
as specified in a unit directive. (N) should be placed in box 5.
903.20 903.20 Reference:

Items in boxes 1 to 4a are interchangeable with Cruising Altitudes and Cruising Flight Levels;
boxes 15 to 18a, and are dependent upon the 602.34 CARs.
direction of track leaving the fix: (R)
A. track 000-179: aircraft identification is
printed on the right-hand side of the strip;
and
B. track 180-359: aircraft identification is
printed on the left-hand side of the strip.
903.21
If an aircraft will change direction over a fix:
A. write the strip according to the outbound
direction; and
B. if necessary, indicate the direction change in
the control data box (box 14) by:
1. marking the identifier of the next fix to be
crossed; and/or
2. showing the direction with an arrow.
2002-01-24
ATC 9-19
904 COORDINATION
904.1
Passing Information and Data to Other Units/
Sectors.
A. Enter an oblique stroke on the right-hand 904.1 A. Example 1:
side of the time that has been passed to the To indicate that the YMM estimate of 2106 and all
next unit/sector, to indicate that all required other unrevised data on the strip has been passed.
unrevised flight data and control information
for that strip has been forwarded to the
appropriate facility. (E)(R)
ACA123 350
H/B747/X YMM
480 2106
4423 350 EGLL // NCAC YMM J517 YEG J510 CYYC
904.1 A. Example 2:
To indicate that the sector boundary estimate of
2115 and all other unrevised data on the strip has
been passed.
ACA123 350
H/B747/X YMM
480 21 06 BDRY 2115
904.1 A. Reference:
Coordination; 490 and 736.
B. When forwarding information to two or more * 904.1 B. Note:
agencies, enter the identifier of these Writing the agency's identifier alongside the slash
sectors/units to the right of the oblique indicates that all necessary information on the strip
has been passed to the unit. This procedure is to be
stroke. (N)(E)
repeated when passing information to all
subsequent agencies. When all facilities have the
required information, uncock the strip.
904.1 B. Example 1:
To indicate that both Oakland and Anchorage
Centers have the (1525 at 51/130) estimate for
JAL5.
OAK
JAL5 ANC 350
H/B747/X 51/130
480 15 25
2412 350 YVR // 51/130 51/140 // RJAA
2002-01-24
ATC 9-20
904.1 B. Example 2:
To indicate that both Oakland and Anchorage
Centers have the (1545 at 135W) estimate for JAL5.
JAL5 350
H/B747/X 51/130
480 15 25 135W@1545
OAK
ANC
2412 350 YVR // 51/130 51/140 // RJAA
C. Indicate a revision has been passed to the 904.1 C. Example:

appropriate agency by entering a short To indicate that the estimate and revision are
stroke through the oblique stroke. (E)(R) passed.
11
06
21
904.1 C. Reference:
Coordination; 490.
D. When previous information has been * 904.1 D. Note:
passed to two or more agencies, indicate The short stroke across the oblique stroke is
that a revision has also been passed by entered when the coordination with the first agency
is completed. The strip remains coked until the
entering a tick alongside the identifier of the
coordination with all agencies is completed.
appropriate agency. (N)(E) 904.1 D. Example:
To indicate that the estimate and revision are
passed to both Oakland and Anchorage Centers..
OAK
30 ANC
25
15
E. When the route has been revised without 904.1 E. Note:

prior coordination with the appropriate unit/ This procedure is to be used when an estimate has
sector, indicate the revision as passed by not been passed, or coordination with the next unit/
sector has not taken place, and the aircraft requests
entering an oblique stroke following the
the routing change, or the controller who currently
route information. (N)(E)(R) controls the aircraft, determines a requirement for
and initiates the routing change.
904.1 E. Example 1:
To indicate that ACA123 requested and was given
an amended route clearance, and an estimate for
this aircraft has not been passed to the next unit/
sector.
ACA123 350
H/B747/X 06 YMM
480 21
1999-10-07
ATC 9-21
904.1 E. Example 2:
To indicate that ACA123 requested and was given
an amended route clearance and the estimate and
routing change has been passed to the next unit/
sector.
ACA123 350
H/B747/X 06 YMM
480 21
904.1 E. Reference:
Coordination; 490.
F. Indicate revised altitude data has been * 904.1 F. Example 1:
passed by entering the revised altitude in To indicate that a revised altitude has been passed.
box 9b. (E)
310 350 350
* 904.1 F. Example 2:
To indicate that the second revised altitude of flight
level 390 is passed and the aircraft has reported out
of flight level 370.
310 350 350
390
390
370
904.2
Coordination with other units/sectors where the
altitude, routing change or restriction has been
coordinated and passed to another unit/sector,
but has not been issued to the aircraft.
A. If a route, different from the route currently 904.2 A. Example:
assigned to the aircraft, has been To indicate that a routing change has been
coordinated and passed to an adjacent coordinated and passed to the next unit/sector, but
has not been issued to the aircraft.
sector/unit, enter the coordinated route in
box 6 and slash the amendment. Enter
“RTE” in box 14 to indicate that the revised
route has not been assigned to the aircraft.
The strip remains cocked. (E)
RTE
J534
250 YXJ J518 YWL
1999-10-07
ATC 9-22
B. When the coordinated route has been 904.2 B. Example:
assigned to and acknowledged by the To indicate that a routing change has been
aircraft, draw a single line through the “RTE” coordinated and passed to the next unit/sector, and
has now been issued to the aircraft.
in box 14 and uncock the strip. (E)
RTE
J534
250 YXJ J518 YWL
C. If an altitude that is different from the altitude * 904.2 C. Example:

currently assigned to an aircraft, is To indicate that an altitude change of FL240 has
coordinated and passed to an adjacent been coordinated and passed (along with the
estimate) to the next unit/sector but has not yet
sector/unit, enter the coordinated altitude in
been issued to ACA123.
box 9b. The strip should remain cocked until
the coordinated altitude has been assigned
to the aircraft. (E)
ACA123 350 240
H/B747/X YSC
480 21 06
4423
D. Once the coordinated altitude has been * 904.2 D. Example:

assigned to the aircraft, enter the revised To indicate that FL240 has been coordinated and
altitude in box 9a and uncock the strip. (E) passed to the next unit/sector (along with the
estimate), and has now been issued to ACA123.
ACA123 350 240 240
H/B747/X YSC
480 2106
4423
E. If an altitude restriction has been 904.2 E. Example:

coordinated with and approved by an To indicate a restriction to “cross Baie Comeau at
adjacent unit/sector, enter the restriction in 15,000 or above” has been coordinated and passed
to the next unit/sector and the restriction has not
box 14, circle it and cock the strip. (E)
been issued to the aircraft.
80 160 160
X YBC 150
F. When the coordinated restriction has been 904.2 F. Example:

issued and acknowledged by the aircraft, To indicate that the coordinated restriction has been
enter a tick mark by the restriction. (E) issued to and acknowledged by the aircraft.
80 160 160
X YBC 150
2006-07-20
ATC 9-23
G. If the coordinated restriction has been 904.2 G. Example:
cancelled or amended draw a single line To indicate the 15,000 restriction has been issued to
through the circled restriction. (E) the aircraft and later cancelled.
80 160 160
X YBC 150
905 SPECIAL PURPOSE STRIPS
905.1
Use colored strips or red pen, as necessary, for
emphasis.
905.2
Special VFR.
A. Include the following information for SVFR 905.2 A. Example:
approval where there is an airport controller “YQB SVFR 1515-1545”.
on duty: (E)(R) 905.2 A. Reference:
Special VFR; 402.
* 1. airport indicator;
2. abbreviation “SVFR”; and
3. period of time during which SVFR flight
is approved.
B. Include the following information for SVFR 905.2 B. Example:
authorization where there is no airport “YDF SVFR GFLB 1515-1545”.
controller on duty: (E)(R) 905.2 B. Reference:
Special VFR; 402.
* 1. airport indicator;
2. abbreviation “SVFR”;
3. aircraft identification(s), if required; and
4. period of time during which SVFR flight
is authorized.
905.3 905.3 Note:

Display the operating status, (if other than Posting of the abnormal operating condition is not
normal), of any facility used in air traffic control, required if the information is displayed on the OIDS
page being monitored, or if the information is being
by indicating the nature of the unserviceability
displayed and is available to the controller in a
on a flight progress strip immediately under the manner approved by unit management.
appropriate fix designator as follows: (N)
A. enter the following information when 905.3 A. Example:
facilities or frequencies are withdrawn from “HM NDB SSD 261600-1700”.
service for a known period of time: (E) “119.0 SSD 031500-051700”.
1. NAVAID identifier or frequency;
2. abbreviation “SSD”; and
3. period of scheduled shutdown time.
B. enter the following information when 905.3 B. Example:
facilities or frequencies unexpectedly “XS ILS RWY 15 U/S 031600 UFA”.
become inoperative: (E)
2006-07-20
ATC 9-24
1. NAVAID identifier or frequency;
2. abbreviation “U/S”;
3. date and time of unserviceability; and
4. abbreviation “UFA”.
905.4 905.4 Note:

Display other essential flight information such 905.3 Note applies here also.
as: (N)
A. Airport conditions. (E)(R) 905.4 A. Example:
“YOW RWY 14-32 closed 2000-2200 due
maintenance”.
905.4 A. Reference:
Canadian Runway Friction Index (CRFI) and
Runway Surface Condition (RSC) Reports; 169.
B. Severe weather, chaff, bird activity. (R) 905.4 B. Reference:
Flight Information Service; 160.
C. Class F airspace changes and other 905.4 C. Example:
airspace restrictions such as forest fire area “CYR501 active SFC to 120 262000-2300”.
activated by NOTAM. (E) “Forest Fire Area 10 mi radius YWA”.

Photographic survey flights. (R) Separation from Photographic Survey Aircraft; 478.
Photographic Survey Flights; 360, ATSAMM.
A. Use standard strip marking procedures for
aircraft that are proceeding to and from a
photo area.
B. Enter the abbreviation “PHOTO” in box 14.
C. For all photo flight strips, enter the following 905.5 C. Example:
route information in box 6: (E)(R)
PHOTO
120 CYXE YXE V303 YPA Nipawin Photo Lines 1,2,3,4 YLL CYLL
905.5 C. Reference:
Flight Progress Strip Data; 903
1. proposed altitude;
2. point of departure;
3. route to photo area;
4. photo area as defined in the flight plan;
5. route from photo area to destination; and
6. destination.
D. Enter data for aircraft that are operating
within a photo area as follows:
Original
ATC 9-25
1. Box 7 — Estimates. Enter the following 905.5 D. 1. Example:
two estimates in box 7, one above the To indicate an aircraft is estimated to enter the
other separated by a horizontal line: (E) photo area at 1500 and to leave at 1800.
1500
1800
a. on the top, enter the time that the

aircraft is estimated to enter the photo
area; and
b. on the bottom, enter the time that the
aircraft is estimated to exit the photo
are
2. Box 14 — Enter communications failure
instructions, if required.
E. Post a separate strip under each fix posting
affected by the photo area.
905.6 905.6 Note:

Altitude Reservations. Unit direction should comply with strip marking and
Strip marking and posting procedures for posting procedures set out in this Part to the extent
possible.
altitude reservation aircraft are to be in
accordance with unit direction. (N)
Original
ATC 9-26
910 TOWER OPERATIONS
911 GENERAL
911.1
The requirement to include all specified
information on flight progress strips for VFR
flights, is at the discretion of unit management.
However, when a requirement for information
specified herein has been identified, the
information shall be entered on the flight
progress strip in the box designated for that
purpose.
911.2
Differentiate between flight progress strips used
for IFR and VFR flights by using one of the
following methods:
A. different coloured strip holders;
B. different coloured markings; or
C. some other method developed for local use.
911.3 911.3 Note:

Local operations will dictate the appropriate bay Some suggestions are:
layouts. (N) A. Clearance delivery: active, non-active.
B. Ground control: VFR departures, IFR
departures.
C. Airport control:
1. IFR/VFR departures.
2. IFR/VFR arrivals.
3. Circuits.
4. Training areas.
912 COMPLETION OF TOWER STRIPS

Complete Control Tower flight data strips as Completion of IFR Strips; 902.
indicated in this section. (R)(D) 912.1 Diagram:
1 5 a b 10 11 15
2 8 9a 9b 14 16
7 c d 12 13 17
3
4a 18a
4b 6 18b

Box 1 — Aircraft Identification: (R) Language Identification on Flight Data Strips; 731.
A. enter a minimum of three and a maximum of
seven alphanumeric characters; and
2004-04-15
ATC 9-27
* B. as part of the seven alphanumeric 912.2 B. Reference:
characters, enter the symbol “M” as a suffix Aircraft Identification; 216.
if the flight is a MEDEVAC. (R)

Box 2 — Aircraft Type. Enter the type of aircraft Flight Progress Strip Data; 903
as follows: (R) Air Traffic Designators.
Aircraft Type Designators, (ICAO DOC 8643).
A. the number of aircraft if more than one;
B. the appropriate ICAO aircraft type
designator prefixed by “H/” if a heavy
aircraft; and
C. if necessary, by the appropriate transponder
equipment code suffix.
912.4
Box 3 — Enter speed, if required.
912.5
Box 4a — SSR Code. Enter SSR code, if
required, as follows:
A. the appropriate four digit code which has
been assigned to the aircraft; or
B. the letter “N” if the aircraft does not have a
functioning transponder.
912.6 * 912.6 Example 1:

Box 4b — Category of Flight Plan. On “AR”—ad-hoc RDPS
mechanically produced strips, a two letter code “CR”—centre-stored RDPS
“FR”—full route clearance RDPS
indicates the category of flight plan as follows:
912.6 Example 2:
(E)
ACA421
B727/S
460
4231
AR
A. first letter indicates:

1. “A”— ad-hoc;
2. “C”— centre-stored;
3. “F”— full route clearance, to indicate that 912.6 A. 3. Note:
the entire route, as printed on the strip, When a tower issues an IFR clearance to an
must be issued to the aircraft; or (N) aircraft, the aircraft is frequently cleared via flight
plan route or via centre-stored route. Full route
clearance (F) indicates that the aircraft's originally
filed route or centre-stored route differs from that
printed on the strip. In this case, the controller must
issue the entire route, as printed, to the aircraft.
4. “P” — pre-printed.
* B. second letter indicates “R” for entered in
RDPS.
2004-04-15
ATC 9-28
912.7
Place items 1 to 4b on the left side of the strip
regardless of the direction of flight.
912.8
Box 5 — On a departure strip, enter the
proposed departure time in four figures.
912.9
Box 6 — Enter other route information as
follows:
A. IFR departure and arrival — standard 912.9 A. Reference:
format; (R) Flight Progress Strip Data; 903
B. VFR departure — requested altitude, route 912.9 B. Example:
and destination; (E) To indicate a VFR departure at 1344, on runway 01,
to Hamilton.
FBGL 44 25
C180 13 01
1200 25 YTZ CYHM
C. VFR arrival — departure point and when 912.9 C. Note:

necessary, the route; or (N) Route could indicate general direction, e.g. NW,
20SE, etc.
D. VFR overflight — route, destination, and
when required, departure point.
912.10
Box 7 — Enter information as follows:
A. IFR departure: (E) 912.10 A. Example:
To indicate an IFR departure clearance is valid at
50, actual departure time of 52 and the aircraft used
runway 24 for takeoff.
GLLL 2235 50 CYQB7

52
C500/R 22 24
330 CV22
1733 280 CYQB V318 J553 YMX J546 YSO V37 CYYZ
FJ P
1. IFR release time, clearance cancelled

time, flow control restrictions imposed by
the IFR unit or other data required for
flow management; and
2. these times, together with the
appropriate symbol (CV, CVR, CC, etc.),
shall be written in red.
2003-07-10
ATC 9-29
B. IFR arrival — inbound estimate. (E) 912.10 B. Example:
To indicate an arriving IFR aircraft landed at 55, on
runway 36.
ACA122
DC9/R 50
55 36
400 10
3354 CYXE J515 CYWG
CJ B
C. VFR arrival — inbound estimate if on a VFR 912.10 C. Example:

flight plan or flight itinerary. (E) To indicate an arriving VFR aircraft landed at 26, on
runway 19.
FDLB
15 35
C150
20 26 F/P 19
1227 CYGK A
D. VFR departure and arrival — enter VFR

published routes or their symbols.
912.11
Box 8 — Enter information as follows:
A. Departures — divide the box with a diagonal
line and enter the actual departure time in
four figures in the upper half.
B. Arrivals — draw a cross over the dotted
lines and enter the actual arrival time in box
8d.
C. VFR overflight — enter the time the aircraft 912.11 C. Example:
enters the control zone in four figures. (E) To indicate a VFR overflight entered the control
zone at 1615 and the route of flight is south-
eastbound.
GZMJ 35
15
C172 88
16
1201 HM CYSN
912.12 912.12 Note:

Box 9 — Enter altitude information as follows: The division of box 9 into sections a and b is for IFR
(N) control purposes only. Tower controllers should
disregard this division.
A. IFR departure — standard format; or (R) 912.12 A. Reference:
Flight Progress Strip Data; 903
B. VFR — last reported altitude or the
assigned altitude.
912.13
Boxes 10-13 — Enter information on the type of
operation as follows:
2003-07-10
ATC 9-30
A. touch-and-go (T/G); (E) 912.13 A. Example:
GABC
C172
110
T/G
1200
B. stop and go (S/G);

C. flight plan (F/P), when the aircraft is on a
VFR flight plan;
D. practice IFR approach;
E. circuits;
F. VFR overflight — enter an arrow to indicate
the direction of flight, if necessary; and
* G. IFR departure strips — enter a large “D” to * 912.13 G. Note:
indicate a departure clearance has been The time a clearance is issued is automatically
issued and the time the clearance was recorded on electronic platforms such as EXCDS
and, as such, the D is not required.
issued in box 13. (N)(E)
* 912.13 G. Example:
D 52
912.14
Box 14 — Enter control data and pertinent
information as follows:
A. departures — control instructions and
information;
B. IFR departures:
1. specific instructions or restrictions
included in the departure clearance as
issued by IFR unit; and
2. SID or IFR departure runway, if required.
C. arrivals — type of instrument approach, if
required; and
D. any other necessary control instructions or * 912.14 D. Note:
information. (N) Special information may include:
1. Dangerous Goods.
2. ADCUS.
3. Special VFR.
4. Circuits.
5. First Solo.
6. Gate Number.
7. Destination on airfield.
8. Other pertinent information.
912.15
Boxes 15-17 — Enter the following information:
2006-07-20
ATC 9-31
A. runway number used for departure or arrival 912.15 A. Example:
and the intersection used for departure; (E)
T/G 24/C
B. appropriate code for type of aircraft 912.15 B. Note 1:

operation; and (N)(R) Codes are:
60 —area other than a published runway
70 —water area within the airport boundary
88 —overflight
99 —arrival and overshoot
* 912.15 B. Note 2:
For helicopter arrivals and departures, the helipad
indicator may be used. For example, the letter “A” to
indicate helipad Alpha.
NCAMS — Itinerant Movements; 1021.
C. other information as specified in a unit
directive.
912.16 912.16 Example:

Box 18 — Enter and circle the ATIS code. (E)
2006-07-20
ATC 9-32
920 SPECIAL ABBREVIATIONS AND
SYMBOLS
921 GENERAL
921.1 921.1 Note:

Use the following abbreviations and flight Abbreviations found in ABBREVIATIONS may also
symbols, as appropriate, in the completion of be used in strip marking.
flight progress strips and air traffic control
clearance forms: (N)
abeam ABM
above ABV
actual time of departure ATD
after passing APSG
advise ADZ
altitude reservation ALTRV
approach (unspecified) A
ARC clockwise ARC C
ARC counter-clockwise ARC CC
as soon as possible ASAP
at @
at least one thousand feet on top 10/⊕
at or above ↑
at or below ↓
back course BC
before proceeding on course BPOC
below BLO
cancel IFR IFR
centre-stored C
clearance cancelled if not airborne by (time/event)CC (time/event)
clearance valid at (time/event) CV (time/event)
clearance validation required CVR
cleared through eastbound >
cleared through westbound <
cleared to the TACAN 180
radial 10 DME fix T180/10
cleared out of controlled airspace B
cleared to enter (or join) controlled airspace E
climb
climb from 6,000 to 8,000 60 80
climb to 4,000 in accordance with the
visual flight rules 40VFR
climb with at least 1,000 feet vertical separation
below (aircraft identification) 10BLO (ident)
compressing
cross X
2006-04-13
ATC 9-33
cross (fix) at 11,000 X(fix)110
cross (fix) at 15,000 or above X(fix)150↑
cross (fix) at 15,000 or below X(fix)150↓
depart D
descend
descend with at least 1,000 feet vertical
separation above (aircraft identification) 10ABV (ident)
direct →
* do not pass to aerospace defence radar NOPAR
eastbound EB
estimated time of arrival ETA
estimated time of departure ETD
expanding ↕
expect approach clearance at (time) EAC (time)
expect further clearance at (time) EFC (time)
flight level FL
flight plan route F/P
full route clearance F
great circle G/C
hold H
hold (direction from fix, in relation to
compass points) H-(direction)
if communications fail ICF
if not possible INP
immediately IMD
inbound IB
information passed /
information passed and
revised information passed
intercept
leave L
left turn(s) LT
maintain M
missed approach MA
no delay expected
northbound NB
not above NA
not before NTB
not below NBLO
not later than NL
on course OC
outbound OB
over OVR
proceed on course POC
present position PP
procedure turn PT
proposed P
2006-04-13
ATC 9-34
published hold PH
radial R
report RPT
report leaving RL
report established RE
report passing RP
report reaching RR
request altitude change en route RACE
right turn(s) RT
runway heading RH
scheduled shutdown SSD
southbound SB
STAR (Standard Arrival Route)
TACAN T
take off T/O
tick mark
transponder TS
turn left TL
turn right TR
unserviceable U/S
until TIL
until further advised UFA
until further notice UFN
warning indicator
(control action must be implemented) W (in red)
westbound WB
while in controlled airspace WICA
921.2 921.2 Note:

Use the following abbreviations and flight These are in addition to the abbreviations and flight
symbols in the completion of Control Tower symbols contained in 921.1.
flight data strips: (N)
activate flight plan or

flight itinerary 88
altitude while in zone altitude CZ
arrival and overshoot 99
ATIS (letter circled, e.g. ATIS romeo) ®
circuits CCT
close flight plan or flight itinerary 88
conflict resolution within a CZ or TRA 88
control zone CZ
gate (number in large size) G (number)
IFR IFR
* area other than a published runway 60
localizer LOC
local (direction) LCL (direction)
outbound OB
2005-07-07
ATC 9-35
overflight (Zone or TRA) 88
position report 88
pre-posted PP
procedure turn PT
specified area (altitude) (area) (altitude)
SVFR SVFR
stop and go S/G
straight-out (VFR) SO
takeoff or landing within control zone or
TRA but outside airport boundary 88
touch-and-go T/G
traffic information within CZ or TRA 88
training area (altitude) T/A (altitude)
vectoring for separation purposes in CZ or TRA88
VFR V
water area within the airport boundary 70

Use the abbreviation “A” to indicate that an Flight Progress Strip Data; 903.
aircraft is cleared for an unspecified approach.
(R)

Indicate specific types of instrument Flight Progress Strip Data; 903.
approaches on flight progress strips as follows:
(R)
A. prefix with the letter “A”;
2005-07-07
ATC 9-36
B. use the following abbreviations for the 921.4 B. Note:
instrument approach procedure Controllers may wish to designate the type of
identification: (N)(E)(R) approach aid being overflown at airports where
more than one GPS overlay approach exists to the
same runway, e.g.:
A. AGOD16 – GPS overlay VOR/DME runway 16
approach.
B. AGN16 – GPS overlay NDB runway 16
approach.
921.4 B. Example:
AI26— ILS runway 26 approach
AN30— NDB runway 30 approach
AID12— ILS/DME runway 12 approach
AV25— visual runway 25 approach
AOD11— VOR/DME runway 11 approach
AR08— RNAV runway 08 approach
AG32— GPS Overlay runway 32 approach
921.4 B. Reference:
Approach Clearances; 465.
BC — localizer back course
CI — converging ILS
CT — copter TACAN
D — DME
G — GPS Overlay
I — ILS
I2 — ILS CAT II
K — contact
LDA — localizer type directional aid
LOC — localizer
N — NDB
O — VOR
P — PAR
R — RNAV(GPS)
T — TACAN
V — visual
C. in cases where an aircraft is cleared for a 921.4 C. Example:
“straight in approach” insert the letter “S” ASI08R straight-in ILS runway 08 right
after the “A”; (E) approach
ASBC33 straight-in localizer back course
runway 33 approach
D. use a dash to separate the letter(s) used for 921.4 D. Example:
the NAVAID from the suffix of the procedure AN-A NDB alpha approach
ALOC-B localizer bravo approach
identification; (E)
E. use an oblique stroke to separate a 3-letter 921.4 E. Example:
identifier (e.g. “LOC”) from adjacent letter(s) ALOC/N localizer/NDB approach
used as the abbreviation for a NAVAID; (E)
F. use a dash to separate the number in the 921.4 F. Example:
procedure identification from the runway ABCOD1-33 localizer back course/VOR/DME 1
number; and (E) runway 33 approach
ATC 9-37
G. for circling procedures, add an oblique 921.4 G. Example:
stroke and the runway number. If required, ASI34/25 straight-in ILS runway 34
indicate the specified circling direction prior approach, circling to runway 25
ASBC15/E24 straight-in localizer back course
to the circling runway. (E) runway 15 approach, circling east
to runway 24
ATC 9-38
1000 GENERAL
1001 PURPOSE
1002 PREPARATION
1003 DISTRIBUTION
1004 RETENTION
1010 FLIGHT DATA RECORDS
1011 ATC CLEARANCE (FORM 28-0006)
1012 FLIGHT PROGRESS STRIP
1020 STATISTICS
1021 NAV CANADA AIRCRAFT MOVEMENT SYSTEM — ITINERANT MOVEMENT
(NCAMS)
1022 LOCAL MOVEMENTS
1023 MONTHLY TRAFFIC SUMMARY (FORM 28-0028)
1031 ALTITUDE RESERVATION MESSAGE (FORM 28-0086)
1032 DAILY ALTITUDE RESERVATION RECORD (FORM 28-0057)
1033 ALTITUDE RESERVATION ACTIVITY PACKAGE
(FORM 28-0087)
1040 AVIATION OCCURRENCES AND INCIDENTS
1041 AVIATION OCCURRENCE REPORT (FORM NC28-0026)
1042 UNIT LOG
2002-10-03
ATC 10-1
1000 GENERAL
1001 PURPOSE
1001.1 1001.1 Note:

This Part provides direction to air traffic control While this Part specifically deals with forms, the
personnel in the preparation and processing of general directives relating to preparation,
distribution, and retention also apply to reports for
forms. (N)(R)
which a form is not provided.
1001.1 Reference:
Forms — Purpose; 141, ATSAMM.
1001.2
In addition to the direction contained in this
Part, all personnel are required to prepare
correspondence, papers, and so on, relative to
their position of duty.
1002 PREPARATION
1002.1
Complete forms and reports not included in this
Part in accordance with the instructions issued
by the appropriate authority.
1002.2
Take care in the preparation of each form or
report to ensure neat and accurate results. You
should type forms and reports that are
forwarded to Regional Office or Head Office.
1002.3 1002.3 Reference:

Indicate units of measurement as specified in Units of Measurement; 214.
Part 2. (R)
1002.4
Indicate altitudes and flight levels in hundreds
of feet.
* 1002.5 1002.5 Reference:

Use authorized location indicators, air traffic Abbreviations.
designators, suffixes, abbreviations, and Special Abbreviations and Symbols; 920.
symbols in the completion of all forms and
reports. (R)
2002-10-03
ATC 10-2
1002.6
In general correspondence:
* A. use place names in lieu of location
indicators; and
B. translate and write in plain language, any
special codes or abbreviations that may not
be understood outside the unit office.
1003 DISTRIBUTION
1003.1
Distribute forms and reports as detailed in this
Part.
1003.2
Forward completed forms and reports without
delay.
1003.3 1003.3 Note:

Forward routine monthly reports by the third A covering letter is not required when forwarding
working day of each month. (N) routine monthly reports.
1003.4
Distribute forms and reports as directed by the
appropriate authority.
1004 RETENTION
1004.1
Retain all forms and reports in the unit files for
the periods indicated.
2006-07-20
ATC 10-3
1010 FLIGHT DATA RECORDS
1011 ATC CLEARANCE (FORM 28-0006)
1011.1 1011.1 Note:

GENERAL INSTRUCTIONS: (N) A flight progress strip may be used in lieu of this
form.
A. TO BE COMPLETED BY: ATS personnel.
B. PURPOSE: To facilitate copying and
recording of ATC clearances issued by an
IFR unit for relay to aircraft.
C. WHEN REQUIRED: Routinely.
D. COPIES REQUIRED: 1.
E. DISTRIBUTION: Unit file — 1.
F. RETENTION: 30 days.
1011.2 1011.2 Reference:

Copy clearances verbatim. (R) Forms and Reports - General - Preparation; 1002.
1011.3
Enter the times at which the clearance was
received and delivered together with the
appropriate operating initials.
* 1012 FLIGHT PROGRESS STRIP
1012.1 1012.1 Reference:

GENERAL INSTRUCTIONS: (R) Flight Progress Strip Marking: Part 9.
A. TO BE COMPLETED BY: ATS personnel.
B. PURPOSE: To record ATS information such
as clearances, instructions, status of
facilities, aircraft navigation or
communication capability, and altitude
reservation information at an operating
position.
C. WHEN REQUIRED: Routinely. (N) 1012.1 C. Note:
The requirement to use strips for Control Tower
flight data is determined by the Unit Manager.
1012.2
Complete flight progress strips in accordance
with direction in Part 9 Flight Progress Strip
Marking. If a situation arises for which direction
is not provided:
2006-07-20
ATC 10-4
A. use direction provided by unit management;
or
B. if there is no direction, use strip marking that
clearly describes the situation.
1012.3
Mechanically produced flight progress strips
shall be printed and formatted to conform with
the direction contained in this manual.
1999-10-07
ATC 10-5
1020 STATISTICS
1021 NAV CANADA AIRCRAFT MOVEMENT

SYSTEM — ITINERANT MOVEMENT
(NCAMS)
1021.1 1021.1 Reference:

NCAMS was developed to assist tower Users Manual — NAV CANADA Aircraft Movement
personnel to record aircraft movements rapidly System.
and efficiently. This system replaces the Daily
Air Traffic Record and ensures the interface
with external billing systems. Furthermore, the
system satisfies local, regional and national
statistical requirements. (R)
1021.2 1021.2 Note:

Tower personnel must enter, in NCAMS, all the At units not using NCAMS, statistical data must be
data concerning itinerant aircraft movements. recorded via a method consistent with NCAMS
procedures and forwarded to Statistics Canada.
(N)(R)
1021.2 Reference:
Itinerant Aircraft; Definitions.
1021.3
Complete the fields as follows:
A. Type of movement:
1. arrival;
2. departure; or
3. overflight.
B. Identification:
1. Enter the aircraft operating agency
designator followed by the flight number;
or
2. Enter the aircraft registration. (N) 1021.3 B. 2. Note:
Only the last four letters are required for Canadian
civil aircraft.
C. Type:
1. Enter the appropriate ICAO aircraft type
designator.
2. Enter “ZZZZ” for aircraft types not
assigned an ICAO designator, and enter
the name in full in the “Remarks” field.
3. Enter “NK” to indicate that the aircraft 1021.3 C. 3. Note:
type is not available. (N) For aviation statistics computer processing, the
letters “NK” signify “Not Known”.
D. Orig/Dest:
1999-10-07
ATC 10-6
* 1. Enter the appropriate location indicator,
using the 3-letter or letter-number
combination for locations in Canada or
the United States (excluding Hawaii) and
4 letters for other locations.
* 2. In other cases, enter the following
indicators, as appropriate:
a. “M” — the location of departure or 1021.3 D. 2. a. Note:
destination is unknown. (N) You are expected to request this information from
the pilot, subject to controller workload.
* b. “11” — a location in Canada without a

recognized indicator. Enter the full
name of the location in the “Remarks”
field.
* c. “111” — a location in the United
States (excluding Hawaii) without a
field.
* d. “1111” — a location outside of
Canada or the United States
(excluding Hawaii) without a
field.
E. Time:
Enter:
1. the time of takeoff;
2. the time of arrival;
3. the time of the missed approach; or (N) 1021.3 E. 3. Note:
The time of the missed approach must be entered
once for the arrival phase and once for the
departure phase.
4. the time of radio contact for entries
coded “88”.
F. IFR/VFR:
1. At all locations, enter:
a. “X” for IFR aircraft; or
b. “V” for VFR itinerant aircraft.
G. Runway: (N) 1021.3 G. Note:
Except for entries made under sub-paragraph 4.,
the entries for field “RUNWAY” apply within the
boundary of the airport where the Control Tower is
located.
Enter:
1. The runway number for a landing or a
takeoff by any aircraft.
2006-07-20
ATC 10-7
2. Code “60” for any landing or takeoff by
an aircraft on an area other than a
published runway.
3. Code “70” for any landing or takeoff by
an aircraft from a water area within the
airport boundary.
4. Code “88” for: (E) 1021.3 G. 4. Example:
If the aircraft has exited the control zone or TRA and
has been authorized to leave the tower frequency to
subsequently call back to file a position report or to
request a clearance to re-enter and transit the
control zone or TRA, it must be recorded again
under code “88”.
— or —
If an aircraft requests and receives a clearance
through the zone or TRA, the aircraft is counted as
an “88”. Once in the zone or TRA, if the aircraft is
issued traffic information, the aircraft is recorded as
another “88”. If the aircraft then receives conflict
resolution by the application of vectors or altitude, it
is recorded as another “88”. By recording the
aircraft in this manner, the actual workload created
by each aircraft will be more accurately reflected in
the daily traffic summary.
a. each transmission to an aircraft 1021.3 G. 4. a. Note 1:
transiting the control zone or TRA; (N) A category “88” movement is a flight which
communicates with the tower while transiting the
control zone to another destination outside of the
control zone or TRA. Arriving or departing itinerant
aircraft shall not be recorded as a code “88” entry,
regardless of prior conflict resolution, traffic
information or other activity.
1021.3 G. 4. a. Note 2:
Where the limits of the TRA extend beyond the
control zone, an aircraft that transits both the zone
and TRA is counted only once.
b. each transmission to an aircraft which 1021.3 G. 4. b. Note:
calls the tower to activate or close a An itinerant aircraft that activates a flight plan or
flight plan or flight itinerary, or to file a flight itinerary with the tower after departure or
cancels IFR or closes a flight plan or flight itinerary
position report; (N)
to subsequently land at the airport where your unit
is located, does not qualify for a category “88”
movement.
c. each transmission to an aircraft which
takes off or lands within the control
zone or TRA but outside the airport
boundary where the Control Tower is
located; or
2006-07-20
ATC 10-8
d. each transmission to an aircraft 1021.3 G. 4. d. Example:
remaining in the control zone or TRA Flights conducted outside the airport circuit but in
for an extended period of time for the the control zone or TRA for extended periods of time
such as traffic surveys, police activities, hot air
purpose of exchanging pertinent
balloons, sightseeing flights, photo surveys,
traffic, resolving conflict or passing or calibration flights not conducting approaches or, off
receiving information such as airport movements such as float plane and
PIREPs. (E)(R) helicopter activities, increase the workload and
therefore qualify for category “88” movements.
1021.3 G. 4. d. Reference:
Position and Traffic Information; 391.6.
Use of Vectors to Establish Visual Separation;
391.7.
Conflict Resolution; 393.1.
5. Code “99” for:
a. the arrival phase and the departure
phase of a missed approach (2
entries); and
* b. the first arrival phase and the last
departure phase of an itinerant
aircraft conducting one or more low or
simulated approaches (2 entries).
H. INI/FP (Flight Plan initialization):
Enter the initials of the person having received
the information and the time of receipt,
expressed in minutes.
I. Remarks:
Add any explanation given by the pilot or 1021.3 I. Example:
deemed useful by the tower. (E) “T” - for a training flight.
“M” - for a military flight.
J. Site:
Enter the airport code.
1021.4
Ensure the information recorded in NCAMS:
A. is forwarded to:
1. the appropriate statistics centre; and (N) 1021.4 A. 1. Note:
Aviation Statistics Centre
Statistics Canada
120 Parkdale Ave
Main Building Room 1506
Ottawa, ON
K1A 0N9
2. the management of the airport.
B. is retained at the unit for 30 days.
2004-04-15
ATC 10-9
1022 LOCAL MOVEMENTS
1022.1 1022.1 Reference:

Tower personnel must enter, in the NCAMS, all Local Aircraft; Definitions.
the data concerning local aircraft movements.
(R)
1022.2
Press the appropriate Veeder Root buttons as
follows:
A. Once for each landing.
B. Once for each takeoff.
C. Twice for: (N) 1022.2 C. Note:
Each touch-and-go or stop-and-go accounts for one
landing and one takeoff.
1. each simulated approach without
landing;
2. each low approach; or
3. each pull-up, while on final approach.
1022.3
Do not count aircraft movements that:
A. have not been controlled by the tower; or 1022.3 A. Note:
(N)(E) Movements during an air show routine cannot be
counted unless each movement is executed under
the control of the airport controller.
* 1022.3 A. Example:
During the performance of the Canadian Forces
Snowbirds, each movement of their routine cannot
be counted as a movement because it is not
executed under the control of the airport controller.
The initial takeoff and the landing should be
reported as 9 takeoffs and 9 landings.
— or —
The takeoff of a tow plane pulling a glider is counted
as two separate departures. Since the tow plane
and glider return to the field separately, 2 landings
are counted.
B. have already been counted in another 1022.3 B. Note:
category. (N) For example, an aircraft executing a simulated
approach cannot be counted again, if it does a
touch-and-go.
* 1022.4
If an aircraft conducts circuits or simulated
approaches:
2004-04-15
ATC 10-10
* A. enter the first takeoff and the last landing if
the aircraft is departing from the local
aerodrome, or the first landing and the last
takeoff if the aircraft is arriving from another
location in the itinerant movements of the
NCAMS; and
B. count all other movements on the Veeder
Root counter.
1022.5
Enter, in the appropriate field, the total count of
local movements.
1022.6
Enter any explanations deemed pertinent in the
remarks field.
1023 MONTHLY TRAFFIC SUMMARY

(FORM 28-0028)
1023.1
GENERAL INSTRUCTIONS:
A. TO BE COMPLETED BY: Area Control
Centre and terminal personnel.
B. PURPOSE: To provide a daily (UTC) traffic
record and a monthly traffic summary.
C. WHEN REQUIRED: Monthly.
E. DISTRIBUTION:
1. Director, Air Statistics and Forecasts 1023.1 E. 1. Note:
Branch — 1. (N) Address is:
Transport Canada
Director, Air Statistics and Forecasts Branch
Ottawa, Ontario
K1A 0N8
2. Unit file — 1.
F. RETENTION: Permanent record.
1023.2
Unit IFR Total:
Count 1 for:
A. each flight that operates in the unit's area of
responsibility; and
B. each military mission that operates in the
unit's area of responsibility within an altitude
reservation.
2003-04-17
ATC 10-11
* 1023.3 1023.3 Note:
FIR Total — IFR: Civil and military flights are counted as domestic or
ACCs shall count 1 for: (N) international. For this purpose, domestic means a
flight both originating and terminating within the
area encompassing Canada and the United States.
* A. each flight that originates within the ACC’s
FIR; and
* B. each flight that enters the ACC’s FIR.
* 1023.4
FIR TOTALS — VFR:
ACCs shall count 1 for:
A. each VFR flight plan filed, including those
with intermediate stops;
B. each flight plan changed from IFR to VFR;
and
C. each VFR flight provided with traffic
information service.
1023.5 1023.5 Note:

Remarks: Items A., B., and D. are completed by ACCs only.
Enter the monthly total for each of the following:
(N)
A. ALTRVs processed, number of missions that
operated, and number of aircraft involved.
B. Flight itineraries.
C. CVFR flights.
D. Communication searches.
2003-04-17
ATC 10-12
1031 ALTITUDE RESERVATION MESSAGE

(FORM 28-0086)
1031.1
A. TO BE COMPLETED BY: Altitude
Reservation Service personnel.
* B. PURPOSE: To record altitude reservation
messages for transmission via AFTN or
FAX.
1031.2
Enter the required information as appropriate.
1032 DAILY ALTITUDE RESERVATION

RECORD (FORM 28-0057)
1032.1
A. TO BE COMPLETED BY: Altitude
Reservation Service personnel.
B. PURPOSE: To record daily altitude
reservation data.
C. WHEN REQUIRED: Daily.
1032.2
Enter the appropriate information under the
following column headings:
A. Mission Number:
Enter the number assigned to the mission.
B. Mission Name:
Enter the mission code name and priority.
C. Call Signs:
Enter the mission call signs.
D. No. of A/C:
Enter the number and type of aircraft.
2005-04-14
ATC 10-13
E. Remarks:
Enter information concerning delays,
cancellations, etc.
1033 ALTITUDE RESERVATION ACTIVITY

PACKAGE
(FORM 28-0087)
1033.1
A. TO BE COMPLETED BY: Altitude 1033.1 A. Note:
Reservation Service personnel. (N) At the discretion of the Unit Manager, Altitude
Reservation Service personnel may use this form in
accordance with locally developed instructions for
completion.
B. PURPOSE: To record detailed processing
and coordinating activities concerning each
ALTRV.
1033.2
Complete the form as follows:
A. Complete the following items on the front of
the envelope:
1. Operating Date:
Enter the day and month of scheduled
operation.
2. Mission Date:
Enter the date the mission is planned to
operate, in UTC.
3. Other APREQ numbers, if applicable,
Military APREQ number, or Page
number if the mission was received in
Booklet form.
4. Mission Name:
Enter the mission code name and
priority in bold lettering..
5. Enter the ETD.
6. No Notice or NO-PAR:
Place an X in the correct box. If neither
event is applicable leave blank.
7. Enter the Aircraft idents, types, origins
and destinations.
2005-04-14
ATC 10-14
8. Initial APVLs/ APREQs/AMDs/SVCs:
Use this section to record message
activity relative to the dispatch of and
agency response to approval messages,
approval request messages, and any
amendments or services to these
messages as follows:
a. Ident: 1033.2 A. 8. a. Example:
Enter the message and mission MESSAGE/MISSION — 258/390.
numbers. (E)
b. Class: 1033.2 A. 8. b. Note:
Enter type of message. (N) Class of message is indicated by one of the
following abbreviations: APVL, APREQ, RECAP or
SVC.
c. To:
Enter the agency that the message is
addressed to.
d. By:
Enter the operating initials of the
coordinator originating the message.
e. DTG:
Enter the date-time group in UTC
time, indicating when the message
was sent.
f. ACK — APVL — AMD — DISAPVL:
Enter the operating initials of the
individual receiving the message in
the appropriate column to identify the
type of message received.
g. DTG:
Enter the date-time group indicating
when the message was received.
9. Final APVLs/DISAPVLs/AMDs/SVCs:
Use this section to record final message
activity relative to the dispatch of an
APVL message or military agency
response to approval messages,
disapproval messages, and any
amendments or services to these
messages. Follow the directions in
section 8, above.
10. Enter the Mission Project Officer's
Name, Rank and telephone number.
11. Enter the number of mission packages in 1033.2 A. 11. Example:
the total mission, and the sequence of This package/ total number of packages in the
this mission in the total mission. (E) mission: “One of Five”.
2004-01-22
ATC 10-15
12. Plotted by:
Enter the Initials of the individual who
plotted this APREQ, and the date/time
group in UTC that the plotting of this
APREQ was completed.
13. Assessed by:
Enter the initials of the individual who
assessed the plot, and the date/time
group in UTC when the assessment was
completed.
14. Color:
Enter the color of the track or tracks that
were plotted from the information in this
APREQ.
15. NOTAM:
Indicate yes or no in the check box, and
enter the initials of the individual who
prepared the NOTAM. If no applicable
leave blank.
16. Amendments:
If amendments occur during processing,
the responsible individual(s) will indicate
the status of amendment processing by
checking the Plot, Computer, NOTAM
and ACC box, then initialling the Action
By box and entering the date/time group
in UTC indication when the amendment
was completed.
17. Coordination:
Indicate any irregularities discovered
during processing, and indicate the
status of the irregularities by entering the
Project Officer's name in the “With” box,
initial the “By” box, and enter the date/
time group in UTC time when the
coordination was completed. Field 17
continues on the reverse side of the
package, to allow a detailed record of all
irregularities, and coordination.
B. Use the back of the envelope to enter
capsule information relative to all verbal
coordination. Enter sufficient information to
portray accurately the problems coordinated
and the results of the coordination.
2004-01-22
ATC 10-16
1040 AVIATION OCCURRENCES AND
INCIDENTS
1041 AVIATION OCCURRENCE REPORT

(FORM NC28-0026)
1041.1 1041.1 Note:

GENERAL INSTRUCTIONS: The form is available on the NAV CANADA Intranet.
Apply the following instructions to complete this 1041.1 Reference:
Aviation Occurrence Report; 236, ATSAMM.
form: (N)(R)
A. TO BE COMPLETED BY: ATC personnel.
B. PURPOSE: To report any aircraft 1041.1 B. Reference:
occurrence, operating irregularity or Aircraft Occurrence; Definitions.
incident/accident. (R) Operating Irregularity; Definitions.
C. WHEN REQUIRED: As soon as possible.
E. DISTRIBUTION:
1. ACC Shift Manager — 1.
2. Unit file — 1.
1041.2
Enter the following data into the Aviation
Occurrence Report (Form NC28-0026) in the
appropriate boxes:
A. name of person preparing the report;
B. name of unit reporting the occurrence;
C. date report was sent; (N) 1041.2 C. Note:
Use the following format: (yyyy-mm-dd).
D. occurrence type;
E. occurrence date; (N) 1041.2 E. Note:
Use the following format: (yyyy-mm-dd).
F. occurrence time (UTC);
G. occurrence location;
H. the ICAO aircraft operating agency 1041.2 H. Note:
designator followed by the flight If the aircraft does not have a call sign, leave the box
identification or the vehicle identification, if empty. For a vehicle, enter the vehicle number (e.g.,
Truck 24, Staff 22).
appropriate; (N)
I. aircraft's civil or military registration with the
appropriate prefix;
J. the appropriate ICAO aircraft type 1041.2 J. Note:
designator; (N) For a vehicle, leave the box empty.
K. name of departure airport; (N) 1041.2 K. Note:
For a vehicle, leave the box empty.
L. name of arrival airport; (N) 1041.2 L. Note:
For a vehicle, leave the box empty.
M. IFR or VFR;
N. aircraft or vehicle operator's name; * 1041.2 N. Reference:
Landing Minima; 602.128, CARs.
2000-04-20
ATC 10-17
O. number of persons on board;
P. number of persons injured;
Q. number of fatalities;
R. a factual summary description of the
occurrence.
1042 UNIT LOG
1042.1 1042.1 Reference:

GENERAL INSTRUCTIONS: (R) Unit Log - General; 241, ATSAMM.
A. TO BE COMPLETED BY: Shift Managers,
Supervisors and controllers.
B. PURPOSE: To record operating
irregularities or non-routine operations that
occur at an operating position during a tour
of duty.
C. WHEN REQUIRED: Make entries as soon
as possible after the incident has occurred.
F. RETENTION: 7 years.
1042.2
Record any non-routine operation such as:
A. any item requiring a message to Head 1042.2 A. Reference:
Office; (R) Handling and Reporting Incidents; 230, ATSAMM.
B. any item requiring an aircraft occurrence or 1042.2 B. Note:
in-flight incident report to be filed; (N)(R) Below weather minima aircraft occurrences are
recorded only in the Aviation Occurrence Report.
Below Minima Operations; 314
Aviation Occurrence Report; 1041
Aviation Occurrence Report; 236, ATSAMM.
C. any equipment malfunction that may have a
bearing on unit or aircraft operation;
D. any emergency situation such as lost 1042.2 D. Note:
aircraft, bird strike, bomb threat, or For reporting bird strikes, it is expected the
hijacking; (N) controller will include location, type of aircraft, type
(or size) of bird activity, action taken by aircraft (if
available).
E. any special flight handling such as fuel
dumping, minimum fuel declaration, use of
radar or VDF for assisting VFR aircraft
encountering IFR weather, or airspace
activities; and
F. any temporary change in unit operations
such as ad hoc use of flow control.
2000-04-20
ATC 10-18
* 1042.3
Record an entry of “Routine Operations” at the
end of the day if no entries are required during
the day.
1042.4
If practicable, record each entry in time
sequence, together with the pertinent time.
1042.5
Initial each entry upon completion of entry.
1042.6
If the space provided for entries is insufficient,
securely attach a separate sheet to record the
required information.
1042.7
Do not use the unit log to record personal
comments or administrative items, such as,
leave or overtime assignment.
2004-09-30
ATC 10-19
ATC MANOPS — APPENDIX 1
AERONAUTICAL TERMINOLOGY
PURPOSE
To provide a list of aeronautical terminology in
both official languages to ensure that
translations used by ATS personnel are
standardized and of high quality.
APPLICATION
If translating from one official language to the
other, use terminology in this part to
communicate, in an oral or written format, with
other operating positions, sectors, units, or
agencies.
TERMINOLOGY
abeam par le travers de

abort takeoff interrompre (le) décollage
above plus haut
accelerate (to) accélérer
accelerate-stop distance available (ASDA) distance accélération-arrêt utilisable (ASDA)
accelerate-stop distance distance accélération-arrêt
accepting controller contrôleur accepteur
accepting unit unité acceptante
acknowledge (receipt) accuser réception
acknowledgement message message d'accusé réception
acrobatic flight acrobaties aériennes/vol acrobatique
active flight plan plan de vol actif
active runway/runway in use piste en service/piste utilisée
actual flight path/track trajectoire réelle de vol
actual time of departure/arrival heure de départ/d'arrivée réelle
ad hoc flight plan plan de vol ad hoc
advise customs (ADCUS) avisez les douanes (ADCUS)
advise when ready avisez (lorsque) prêt
advisory avis
advisory service service consultatif
aerial spraying épandage aérien
2006-01-19
ATC APP1-1
aerial survey levé topographique aérien
aerodrome aérodrome
aerodrome elevation altitude de l'aérodrome
aerodrome emergency service service d'urgence d'aérodrome
aerodrome traffic circulation d'aérodrome
aeronautical broadcasting service service de diffusion de renseignements
aéronautiques
aeronautical chart carte aéronautique
aeronautical fixed telecommunication network réseau du service fixe des télécommunications
(AFTN) aéronautiques (AFTN)
aeronautical information service service d'information aéronautique
aeronautical radio station station radio aéronautique
aeronautical station station aéronautique
aeroplane avion
affirmative affirmatif
afterburner tuyère de post-combustion
afterburner climb montée en post-combustion
after takeoff après décollage
aid to air navigation aide à la navigation aérienne
aileron aileron
air brake/speed brake aérofrein
air carrier transporteur aérien
air defence exercise exercice de défense aérienne
air defence identification zone (ADIZ) zone d'identification de la défense aérienne
(ADIZ)
air evacuation (AIREVAC-USA) évacuation sanitaire par air (AIREVAC-É-.U.)
air navigation navigation aérienne
air report (AIREP) compte rendu en vol (AIREP)
air route route aérienne
air service service aérien
air taxi (to) circulation/circuler en vol
air traffic circulation aérienne
air traffic control clearance autorisation du contrôle de la circulation
aérienne
air traffic control instruction instruction du contrôle de la circulation aérienne
air traffic control service service du contrôle de la circulation aérienne
air traffic control unit unité du contrôle de la circulation aérienne
air traffic controller contrôleur de la circulation aérienne
air transport transport aérien
airborne en vol/décollé
aircraft aéronef
aircraft accident accident d'aviation
aircraft accident investigator enquêteur sur les accidents d'aviation
aircraft call sign indicatif d'appel d'aéronef
2006-01-19
ATC APP1-2
aircraft ceiling plafond opérationnel
aircraft ceiling (MET) plafond signalé par aéronef (MÉTÉO)
aircraft identification identification d'aéronef
aircraft in tow aéronef en remorque
aircraft movement mouvement d'aéronef
aircraft movement information service (AMIS) service d'information sur les mouvements
d'aéronefs (AMIS)
aircraft type designator indicatif de type d'aéronef
airfiled flight plan (AIRFILE) plan de vol déposé en vol (AIRFILE)
air/ground air/sol
air/ground communications communications air/sol
airline compagnie aérienne
airline transport pilot pilote de ligne
airport aéroport
airport advisory service service consultatif d'aéroport
airport conditions (MET) conditions à l'aéroport (MÉTÉO)
airport control contrôle d'aéroport
airport control rating qualification au contrôle d'aéroport
airport operator exploitant d'aéroport
airport terminal/terminal building aérogare
airport traffic circulation d'aéroport
airship dirigeable
airshow spectacle aérien
airspace espace aérien
airspace boundary limite d'espace aérien
airspeed vitesse air
airway voie aérienne
airworthy en état de navigabilité
airworthiness navigabilité
alert (to) alerter
alert area zone d'alerte
alert phase phase d'alerte
alerting service service d'alerte
all weather operations opérations tout temps
along (specify route) sur (spécifiez route)
alternate airport aéroport de dégagement
alternate instruction instruction de remplacement
altimeter altimètre
altimeter setting calage altimétrique
altitude altitude
altitude assignment assignation d'altitude
altitude encoding codage d'altitude
altitude reservation (ALTRV) réservation d'altitude (ALTRV)
altitude reservations east (ARE) réservations d'altitude est (ARE)
2004-01-22
ATC APP1-3
altitude reservations west (ARW) réservations d'altitude ouest (ARW)
altitude restriction restriction d'altitude
amend (to) modifier
anti-collision light feu anti-collision
anticipated conditions conditions prévues
anvil cloud nuage en enclume
approach aid aide d'approche
approach area aire d'approche
approach chart/plate carte d'approche
approach end of runway entrée de piste
approach fix fixe d'approche
approach lights feux d'approche
approach minima minimums d'approche
approach sequence séquence d'approche
approval approbation
approval request (APREQ) demande d'approbation (APREQ)
approved approuvé
apron/ramp/tarmac aire de trafic
aquaplaning aquaplanage
area aire/zone/région/régional/surface
area control centre (ACC) centre de contrôle régional (ACC)
area control rating qualification au contrôle régional
area control service service de contrôle régional
area forecast prévisions régionales
area navigation (RNAV) navigation de surface (RNAV)
arrester cable câble d'arrêt
arrester gear dispositif d'arrêt
arrival control contrôle des arrivées
arrival message message d'arrivée
arrival report compte rendu d'arrivée
artificial horizon horizon artificiel
at all times en tout temps
“at least one thousand (feet) on top” « au moins mille (pieds) plus haut que toute
formation »
automatic direction finder (ADF) radiogoniomètre automatique (ADF)
automatic frequency control (AFC) réglage automatique de fréquence (AFC)
automatic pilot/auto pilot pilote automatique
automatic terminal information service (ATIS) service automatique d'information de région
terminale (ATIS)
autorotation autorotation
available disponible, utilisable
Aviation Routine Weather Report (METAR) Message météorologique régulier pour l'aviation
(METAR)
2004-01-22
ATC APP1-4
Aviation Selected Special Weather Report Observation météorologique spéciale pour
(SPECI) l'aviation (SPECI)
aviation weather report message d'observation météorologique pour
l'aviation
avoiding action manoeuvre d'évitement
azimuth guidance guidage en azimut
back beam faisceau arrière

back course alignement arrière
background noise bruit de fond
backtrack circulez à contresens
backup equipment équipement auxiliaire
balloon ballon
banner tow (flight) remorquage de bannière/banderole (vol de)
base leg étape de base
base of cloud base des nuages
bearing (NAV) relèvement (NAV)
before proceeding on course (BPOC) avant de poursuivre (votre) route (BPOC)
below plus bas
blind transmission transmission sans accusé réception
block of altitudes bloc d'altitudes
blowing snow poudrerie/chasse neige élevée
bomb threat alerte à la bombe
bound direction
boundary light feu de délimitation
briefing briefing/exposé verbal
broadcast émission
broadcast (to) émettre
broadcasting station station de radiodiffusion
broken clouds nuages fragmentés
buffer zone zone-tampon
business aircraft aéronef d'affaires
calibrated airspeed (CAS) vitesse corrigée (CAS)

calibration test essai d'étalonnage/calibrage
call sign indicatif d'appel/indicatif
Canadian Armed Forces (CF) Forces Armées Canadiennes (FC)
Canadian Military (CFC) Militaire Canadien (CFC)
Canadian Runway Friction Index (CRFI) Coefficient canadien de frottement sur piste
(CRFI)
cancel (to) annuler
carrier (radio) porteuse (radio)
carrier wave onde porteuse
2002-07-11
ATC APP1-5
CAVOK CAVOK
ceiling plafond
ceilometer célomètre
celestial navigation navigation astronomique/céleste
cell (flight) section (en vol)
centreline fix (RNAV) fixe du prolongement d'axe (RNAV)
centre stored flight plan/stored flight plan plan de vol homologué
certificate of airworthiness certificat de navigabilité
certificate of registration certificat d'immatriculation
chaff paillettes/rubans métalliques
channel (COMM) voie (COMM)
charter flight vol nolisé
check-out contrôle de compétence/qualification
check pilot pilote examinateur
circling approach minima minimums d'approche indirecte
circling procedure procédure indirecte/(procédure de) virage
d'alignement
circuit circuit
CIRVIS report compte rendu CIRVIS
Class A airspace espace aérien de classe A
Class B airspace espace aérien de classe B
Class C airspace espace aérien de classe C
Class D airspace espace aérien de classe D
Class E airspace espace aérien de classe E
Class F airspace espace aérien de classe F
Class G airspace espace aérien de classe G
clear air turbulence (CAT) turbulence en ciel clair (CAT)
clear ice verglas/givre transparent
clear of traffic dégagé du trafic
clear sky/sky clear ciel clair
clearance autorisation
clearance cancelled autorisation annulée
clearance delivery (position) les autorisations (poste)/délivrance
d'autorisations
clearance delivery frequency fréquence d'autorisation
clearance limit limite d'autorisation
clearance valid time heure de validité d'autorisation
cleared for low approach autorisé approche basse altitude
cleared for takeoff autorisé à décoller
cleared for touch-and-go autorisé posé-décollé
cleared straight-in autorisé approche directe
cleared through the control zone autorisé à traverser la zone de contrôle
cleared to base leg autorisé étape de base
cleared to land autorisé à atterrir
2002-07-11
ATC APP1-6
cleared to the circuit autorisé au circuit
climb (to) monter
climb-out speed vitesse de montée initiale
clockwise sens horaire
closure formula formule de rapprochement
cloud base base des nuages
cloud breaking procedure procédure de percée (des nuages)
cloud top sommet des nuages
clutter (radar) échos parasites (radar)
* coasting extrapolation
cockpit poste de pilotage/habitacle/cabine
code (SSR) code (SSR)
cold front front froid
collision abordage (air)/collision (sol)
collocated co-situé/co-implanté
commissioning mise en service officielle
communication failure panne radio
compass bearing relèvement compas
compass heading cap compas
compass rose (chart) rose des vents (carte)
compass swing area aire de compensation du compas
composite flight plan plan de vol composite
compulsory reporting point point de compte rendu obligatoire
condenser discharge lights feux à décharge de condensateur
confirm confirmer
conflict conflit
contact ... contactez...
contact approach approche contact
continuous watch veille continue
control area région de contrôle
control estimate estimé du contrôle
control sector secteur de contrôle
control tower tour de contrôle
control transfer transfert de contrôle
control zone zone de contrôle
controlled airport aéroport contrôlé
controlled VFR flight (CVFR) vol VFR contrôlé (CVFR)
controller proficiency compétence du contrôleur
convenience convenance
converging tracks routes convergentes
coordinated universal time (UTC) temps universel coordonné (UTC)
correction correction/rectification
corrective heading cap de correction
corridor couloir
2006-07-20
ATC APP1-7
counterclockwise sens anti-horaire
course route à suivre
crash landing écrasement
crash route voie (d'intervention) de secours
crash vehicle véhicule de secours
crew member membre d'équipage
critical engine moteur critique
cross (runway) traversez (piste)
cross (to) traverser
cross-country flight vol-voyage
crossing runway piste sécante
crossing tracks routes sécantes
crosswind vent de travers
cruise climb montée en croisière
cruise descent descente en croisière
cruising altitude altitude de croisière
cruising speed vitesse de croisière
current altimeter setting calage altimétrique en vigueur
current flight plan plan de vol en vigueur
current weather/present weather temps actuel/météo actuelle/temps présent
customs douanes
daily NOTAM summary sommaire quotidien des NOTAM

danger area zone dangereuse
* dangerous goods * marchandises dangereuses
data données
date stamp tampon dateur
de-icer dégivreur
dead reckoning navigation (DR) navigation à l'estime (DR)
decca station station decca
deceleration décélération
decimal décimale/virgule
decision height (DH) hauteur de décision (DH)
defective défectueux
defence flight notification avis de vol de la défense
delay délai/attente/retard
denial of clearance refus d'autorisation
departure control contrôle des départs
departure message message de départ
departure runway piste de départ
descent descente
deviation déviation
designator indicatif
2006-07-20
ATC APP1-8
dew point point de rosée
digital display affichage numérique
direct controller pilot communications (DCPC) communications directes contrôleur-pilote
(DCPC)
direction finding (DF) radiogoniométrie/goniométrie (DF)
discrete frequency fréquence discrète/distincte
discretion discrétion
dispatch office bureau de répartition
displaced threshold seuil décalé
display présentation/affichage
disregard (to) annuler
distance measuring equipment (DME) équipement de mesure de distance (DME)
distress détresse
distress phase phase de détresse
distress signal signal de détresse
diverging tracks routes divergentes
diversion déroutement
divert (to) dérouter
do not pass to aerospace defence radar (NO- ne pas passer au radar de la défense
PAR) aérospatiale (NOPAR)
domestic flight vol intérieur/domestique
downwind leg étape vent arrière
drift dérive (VOL)
drifting snow poudrerie/chasse neige basse
drizzle bruine (pluie fine et pénétrante)
duration of flight durée du vol
dust storm tempête de poussière
duty controller contrôleur de service
earphone écouteur
eastbound en direction est
effective en vigueur
elevator gouverne de profondeur
emergency descent descente d'urgence
emergency equipment équipement de secours
emergency frequency fréquence d'urgence
emergency landing atterrissage d'urgence
emergency lighting éclairage de secours
emergency locator transmitter (ELT) radiobalise de secours (ELT)
emergency phase phase d'urgence
en route aircraft aéronef en route
en route fix fixe en route
en route frequency fréquence en route
2002-07-11
ATC APP1-9
en route weather conditions conditions météo en route
end of runway bout de piste
endurance autonomie
entry fix fixe d'entrée
equipment failure panne d'équipement
establish (to) établir
estimate estimé
estimate (to) estimer
estimated elapsed time (EET) temps écoulé estimé (EET)
estimated time en route (ETE) durée prévue en route (ETE)
estimated time of arrival (ETA) heure d'arrivée prévue (ETA)
estimated time of departure (ETD) heure de départ prévue (ETD)
evasive action manoeuvre d'évitement
even altitude altitude paire
expect further clearance time (EFC) heure prévue d'autorisation subséquente (EFC)
expected approach time heure d'approche prévue
expected further clearance at autorisation subséquente prévue à
expedite accélérer/faire rapidement/sans délai
extend downwind prolonger/allonger vent arrière
failure panne
familiarization flight vol de familiarisation
fan marker beacon radioborne en éventail
feathered propeller hélice en drapeau
ferry flight vol de convoyage
field conditions état/conditions du terrain
fighter chasseur
file a flight plan (to) déposer un plan de vol
filed flight plan plan de vol déposé
final approach approche finale
final approach course trajectoire d'approche finale
final approach speed vitesse d'approche finale
final leg étape finale
final turn dernier virage
fire truck camion d'incendie
fireball observation observation d'une boule de feu
fix fixe/repère
flag alarm drapeau avertisseur
flame-out extinction
flap volet
flare out arrondi
flare pot torchère
flash of landing light éclat du phare d'atterrissage
2002-07-11
ATC APP1-10
flashing light feu clignotant
flight advisory service service consultatif en vol
flight check vérification en vol
flight crew équipage
flight data données de vol
flight data board tableau de données de vol
flight deck poste de pilotage
flight duration durée de vol
flight information information de vol
flight information publication publication d'information de vol
flight information region (FIR) région d'information de vol (FIR)
flight information service service d'information de vol
flight instructor instructeur de vol
flight itinerary itinéraire de vol
flight level (FL) niveau de vol (FL)
flight management system (FMS) système de gestion de vol (FMS)
flight path trajectoire de vol
flight plan (FP) plan de vol (FP)
flight plan message message de plan de vol
flight plan office bureau de plan de vol
flight planning préparation du plan de vol
flight progress strip fiche de progression de vol
flight recorder enregistreur de vol
flight service specialist spécialiste de l'information de vol
flight service station station d'information de vol
flight status état de vol
flight test essai en vol
flight time temps de vol
flight visibility visibilité en vol
flock of birds volée d'oiseaux
flow control/management régulation du débit/écoulement du trafic aérien
fly heading volez cap
fly-over ... survolez ...
flying club aéro club
flying time durée du vol
fog brouillard
fog bank/patch banc de brouillard
follow suivre
forced landing atterrissage forcé
forecast prévision
formation flight vol en formation
freezing drizzle bruine verglaçante
freezing level niveau de congélation
freezing rain pluie verglaçante
2002-07-11
ATC APP1-11
frequency fréquence
friction index coefficient de frottement
front beam faisceau avant
front course alignement de piste avant/alignement avant
frontal width largeur frontale
fuel carburant
fuel dumping largage de carburant
fuel grade indice d'octane de carburant
fuel leak fuite de carburant
fuel on board carburant à bord
fuel spillage déversement/débordement de carburant
full-stop landing atterrissage (avec) arrêt complet
funnel cloud entonnoir nuageux
gale coup de vent

gale warning avis de coup de vent
garbled message message brouillé
gear (landing) train (d'atterrissage)
general aviation aviation générale
glide path trajectoire/alignement de descente
glider planeur
gliding vol plané
go-around remettre les gaz/refaire un tour de piste
granular snow/snow grains neige en grains
great circle route route orthodromique
ground communication communication sol
ground control contrôle sol
ground fog brouillard au sol
ground-ground sol-sol
ground loop giration au sol/cheval de bois
ground personnel personnel au sol
ground power unit (GPU) groupe de parc (GPU)
ground return (radar) écho de sol (radar)
ground speed vitesse-sol
ground station station au sol
ground test essai au sol
ground visibility visibilité au sol
grounded interdit de vol
gust rafale
gust peak speed vitesse de pointe d'une rafale
gyroplane autogire
gyroscopic compass compas gyroscopique
2002-07-11
ATC APP1-12
hail grêle
hand-off transfert
hazard hasard/danger
haze brume sèche
heading cap
headwind vent contraire/vent debout
heavier-than-air aircraft aérodyne
heavy aircraft aéronef lourd
heavy rain forte pluie
height hauteur
helicopter hélicoptère
helipad hélisurface/plate-forme d'héliport
heliport héliport
high (MET) anticyclone (MÉTÉO)
high intensity approach lights feux d'approche haute intensité
high intensity runway lights feux de piste haute intensité
high-level airspace (HLA) espace aérien supérieur (HLA)
high-level airway voie aérienne supérieure
high speed exit/turn-off taxiway sortie de piste à grande vitesse
hijack détournement
hoar frost gelée blanche
hold (your position) restez en place/attendez
hold short of runway/taxiway restez à l'écart de la piste/de la voie de
circulation
holding area aire d'attente
holding bay baie d'attente
holding fix fixe/repère d'attente
holding pattern circuit d'attente
holding point point d'attente
holding procedure procédure d'attente
holding stack/stack pile d'attente
homing ralliement
homing beacon radiophare de ralliement
horizontal separation espacement horizontal
horizontal wind shear cisaillement horizontal du vent
hot air balloon montgolfière
hot line ligne directe
hover taxi (to) circulation/circuler près du sol
hovering flight vol stationnaire
how do you read? comment recevez-vous?
hum (radio) ronflement (radio)
hydroplaning hydroplanage
2006-07-20
ATC APP1-13
ice conditions conditions de givrage
ice crystals cristaux de glace
ice fog brouillard glacé
ice on runway glace sur la piste/piste glacée
ice patches plaques de glace
ice pellets grésil
identify (to) identifier
if not possible si incapable
if possible/practicable si possible
IFR clearance autorisation IFR
IFR controller contrôleur IFR
IFR flight vol IFR
ILS glide path alignement de descente ILS
ILS glide path angle angle de site de l'alignement de descente ILS
ILS reference datum point de référence ILS
ILS signal reliability fiabilité du signal ILS
impeller (turbine engine) rotor de compresseur (turboréacteur)
inbound track trajectoire de rapprochement
increase speed augmenter (la) vitesse
indicated airspeed (IAS) vitesse indiquée (IAS)
inertial navigation system (INS) système de navigation par inertie (INS)
inertial reference system (IRS) système de référence par inertie (IRS)
in-flight emergency urgence en vol
in-flight report compte rendu en vol
in-flight report (MET) observations communiquées en cours de vol
(MET)
initial approach approche initiale
initial call appel initial
initial contact contact initial
inner marker radioborne intérieure
inquiry enquête
instruction instruction
instrument approach approche aux instruments
instrument approach chart carte d'approche aux instruments
instrument approach procedure procédure d'approche aux instruments
instrument flight vol aux instruments
instrument flight rules (IFR) règles de vol aux instruments (IFR)
instrument landing system (ILS) système d'atterrissage aux instruments (ILS)
intended track route prévue
intensity setting réglage d'intensité
intercept intercepter
interference interférence/brouillage
intermediate approach approche intermédiaire
2006-07-20
ATC APP1-14
International Aerodrome Forecast (TAF) Prévisions internationales d'aérodrome (TAF)
international airport aéroport international
international NOTAM office bureau international des NOTAM
interphone interphone
interrogator (SSR) interrogateur (SSR)
intersection departure décollage de l'intersection
in (the) event of ... en cas de ...
in-trail en file
I say again je répète
I will keep you advised/informed je vous aviserai/informerai
jet aircraft starting unit groupe de démarrage pour avion à réaction

jet engine réacteur
jet fighter aircraft chasseur à réaction
jet stream courant-jet
joining point point d'entrée
join the circuit (to) joindre le circuit
jumping area zone de parachutage
keyboard clavier
knot noeud
known aircraft aéronef connu
landfall point point de passage de la côte

landing area aire d'atterrissage
landing chart carte d'atterrissage
landing clearance autorisation d'atterrissage
landing direction indicator indicateur de direction d'atterrissage
landing distance available distance d'atterrissage disponible
landing forecast (MET) prévision à l'atterrissage (MÉTÉO)
landing gear/undercarriage train d'atterrissage
landing information renseignement d'atterrissage
landing light phare d'atterrissage
landing run roulement à l'atterrissage
landing sequence séquence d'atterrissage
landline circuit circuit téléphonique
lateral separation espacement latéral
leave/exit the runway/taxiway quittez/sortez de la piste/voie de circulation
let down descente (d'approche)
level niveau
level flight vol en palier
light intensity setting niveau d'intensité des lumières
2002-07-11
ATC APP1-15
light rain/snow pluie/neige faible
lighter-than-air aircraft aérostat
line-of-sight transmission émission à portée optique
line squall grain en ligne
loading area aire de chargement
localizer course (ILS) alignement de piste (ILS)
location indicator indicateur d'emplacement
longitudinal separation espacement longitudinal
loss of separation perte d'espacement
low (MET) dépression/basse pression/cyclone (MÉTÉO)
low approach approche basse altitude
low-level airspace (LLA) espace aérien inférieur (LLA)
low-level airway voie aérienne inférieure
Mach-number nombre de Mach

magnetic bearing relèvement magnétique
magnetic compass compas magnétique
magnetic deviation déviation magnétique
magnetic heading cap magnétique
magnetic track route magnétique
magnetic variation déclinaison magnétique
main runway piste principale
maintain altitude/speed maintenez altitude/vitesse
maintain VFR maintenez VFR
maintenance entretien/maintenance
manifest manifeste
manifest (cargo/passenger) manifeste (de fret/de passagers)
manoeuvring area aire de manoeuvre
manual of operations (MANOPS) manuel d'exploitation (MANOPS)
marker beacon radioborne
markings balisage
marshalling signals signaux de placement
maximum maximum/maximal
maximum weight masse maximale
mean sea level (MSL) niveau moyen de la mer (MSL)
mean wind vent moyen
mechanical problems ennuis mécaniques
MEDEVAC MEDEVAC
medium range portée moyenne/rayon d'action moyen
medium range (aircraft) moyen courrier (aéronef)
medium range (telecom) portée moyenne (telecom)
message format format du message
message layout présentation du message
2002-07-11
ATC APP1-16
meteorological chart (weather map) carte météorologique
meteorological report message d'observation météorologique
microwave micro-ondes
mid-air collision abordage/collision en vol
middle marker (ILS) radioborne intermédiaire (ILS)
military operations area (MOA) zone d'exploitation militaire (MOA)
minimum minimum/minimal
minimum descent altitude (MDA) altitude minimale de descente (MDA)
minimum en route altitude (MEA) altitude minimale de route (MEA)
minimum manoeuvring speed vitesse minimale de manoeuvre
minimum obstruction clearance altitude (MOCA) altitude minimale de franchissement d'obstacles
(MOCA)
minimum reception altitude (MRA) altitude minimale de réception (MRA)
minimum safe altitude altitude minimale de sécurité
minimum sector altitude altitude minimale de secteur
minimum vectoring altitude (MVA) altitude minimale de guidage (MVA)
missed approach approche interrompue
missed approach procedure procédure d'approche interrompue
missing aircraft aéronef manquant
missing aircraft notice (MANOT) avis relatif à un aéronef manquant (MANOT)
mist brume
mode (SSR) mode (SSR)
moderate rain/snow pluie/neige modérée
movement area aire de mouvement
multi-engined aircraft multimoteurs
muting atténuation
nationality mark marque de nationalité

nautical mile (NM) mille marin (NM)
navigation aids (NAVAID) aides à la navigation (NAVAID)
navigation light feu de navigation
near collision/near miss quasi-collision/quasi-abordage
negative négatif
network réseau
night flight/flying vol de nuit
noise abatement atténuation du bruit
noise abatement procedures procédures d'atténuation du bruit
non-compulsory reporting point point de compte rendu facultatif
non-directional radio beacon (NDB) radiophare non directionnel (NDB)
non-radar separation espacement non radar
non-scheduled flight vol non régulier
non-stop sans arrêt/sans escale
non-stop flight vol sans escale
2002-07-11
ATC APP1-17
NORDO NORDO
North Atlantic Track (NAT) route de l'Atlantique Nord (NAT)
northbound en direction nord
nose-down piqué
nose-up cabré
not before pas avant
not later than .... pas plus tard que ...
NOTAM NOTAM
obscured (sky) obscurci (ciel)

observation (meteorological) observation (météorologique)
obstacle clearance marge de franchissement d'obstacles
obstacle clearance limit (OCL) hauteur limite de franchissement d'obstacles
(OCL)
obstruction light feu d'obstacle
occlusion occlusion
oceanic control area (OCA) région de contrôle océanique (OCA)
octane rating indice d'octane
odd altitude altitude impaire
off-airway track trajectoires hors des voies aériennes
official ceiling plafond officiel
official visibility visibilité officielle
omit (to) omettre
omnidirectional range/beacon radiophare omnidirectionnel
on board à bord
on the air (equipment) en marche (équipement)
opacity opacité
operation opération/exploitation/fonctionnement
operations manual manuel d'exploitation
Operational Information Display System (OIDS) système d'affichage de l'information
opérationnelle (OIDS)
operator (air transport) exploitant (transport aérien)
operator (communications) opérateur (communications)
originator (of a message) expéditeur (d'un message)
out (end of transmission) terminé (fin de transmission)
outage interruption de service
outbound en éloignement/partant
outbound track trajectoire d'éloignement
outer marker (OM) radioborne extérieure (OM)
out of service/unserviceable hors d'usage/défectueux
over (fix)/overhead à la verticale de (fixe)
overcast ciel couvert
overdue en retard
2002-07-11
ATC APP1-18
overflight survol
overshoot area prolongement de piste aval
overtake (to) rattraper/dépasser
paradrop area zone de parachutage

parallel runway procedure procédure de pistes parallèles
parking area aire de stationnement
path trajectoire
pavement chaussée
peak period période de pointe
penetration altitude altitude d'intégration
performance performance/rendement
perimeter road chemin périphérique
peripheral périphérique
personal locator beacon indicateur personnel de repérage
phonetic alphabet alphabet phonétique
pilot-in-command commandant de bord
pilot report (PIREP) rapport de pilote (PIREP)
pilot request demande du pilote
pitch reversing inversion de pas
plain language langage clair
plan for the Emergency Security Control of Air plan relatif au contrôle de sécurité d'urgence de
Traffic (ESCAT) la circulation aérienne (ESCAT)
plotting tracé
plotting chart carte de tracé de navigation
point of no return point de non-retour
position report compte rendu de position
positioning flight vol de mise en place
power back (to) refouler au moteur
practice approach exercice d'approche
practice forced landing exercice d'atterrissage forcé
preceding aircraft aéronef précédent
precision approach controller contrôleur d'approche de précision
precision approach radar (PAR) radar d'approche de précision (PAR)
precision approach runway piste avec approche de précision
preferential route route préférentielle
preflight check vérification pré-vol
present speed vitesse actuelle
preventive maintenance entretien/maintenance préventif(ve)
primary frequency fréquence principale
primary radar radar primaire
priority indicator (of a message) indicateur de priorité (d'un message)
private advisory station (UNICOM) station de service consultatif privée (UNICOM)
2002-07-11
ATC APP1-19
private pilot pilote privé
procedure turn virage conventionnel
proceed (to) rouler
profile profil
prohibited area zone interdite
prominent landmark point caractéristique important
propeller hélice
protected airspace espace aérien protégé
pull-up (to) remonter
pulse/impulse impulsion
pulse interval intervalle de séparation des impulsions
push-back (to) refouler
quadrant secteur quadrantal/quadrant

qualification/rating qualification
radar approach approche radar

radar clutter/radar jamming brouillage radar
radar control contrôle radar
radar data données radar
radar display affichage radar
radar echo écho radar
radar failure panne radar
radar fix fixe radar
radar heading cap radar
radar identified identifié radar
radar map carte radar
radar monitoring surveillance radar
radar release validation radar
radar report compte rendu radar
radar response réponse radar
radar scope/screen écran radar
radar separation espacement radar
radar service service radar
radar target cible radar
radar tracking poursuite radar
radar vector vecteur radar
radar vectoring/vectoring guidage radar
radial radial
radiation fog brouillard de rayonnement
radiation frost gelée de rayonnement
radio aid aide radio
2002-07-11
ATC APP1-20
radio altimeter radioaltimètre
radio beacon radiophare
radio bearing relèvement radio
radio check vérification radio
radio compass radiocompas
radio fix fixe radio
radio link liaison radio
radiotelephony radiotéléphonie
radius rayon
ragged clouds nuages déchiquetés
rain/snow shower averse de pluie/neige
range rayon d'action/portée
rate of climb taux de montée
rate of descent taux de descente
rate of turn taux de virage
reach (to) atteindre
readability lisibilité
readback (to) répéter
receiver only (RONLY) récepteur seulement (RONLY)
receiving unit/controller unité réceptrice/contrôleur récepteur
reciprocal bearing relèvement inverse
reciprocal track route inverse
reclear (to) autoriser de nouveau
recorder enregistreur
recycle (to) recycler
reduce speed (to) réduire la vitesse
refuelling ravitaillement
registration immatriculation
reliability fiabilité
remain (to) rester
remain overnight (to) passer la nuit
remote control outlet (RCO) installation radio télécommandée (RCO)
report crossing rappeler traversant
report leaving rappeler quittant
report passing rappeler passant
report reaching rappeler atteignant
reporting point point de compte rendu
request (to) demander
requested routing route demandée
re-routing réacheminement
Rescue Coordination Centre (RCC) Centre de coordination de sauvetage (RCC)
rescue service service de sauvetage
rescue truck camion de sauvetage
restrict (to) restreindre/limiter
2002-07-11
ATC APP1-21
restricted area zone réglementée
restriction restriction
resume normal navigation reprenez navigation normale
retractable landing gear train escamotable
return trip voyage aller et retour/voyage de retour
reverse heading (to) prendre le cap inverse
revision révision
rhumb-line loxodromie
right-of-way priorité de passage
rime ice givre blanc
rock your wings balancez les ailes
rocket fusée
roger roger
roll (acrobatic flight) tonneau (acrobatie)
rolling takeoff décollage en roulant
rotating beacon phare rotatif
rotation speed vitesse de cabrage
rotor blade pale de rotor
rotorcraft autogire/giravion
rough landing atterrissage brutal
round robin flight vol round robin/aller et retour
route frequency fréquence de route
route segment segment de route
rudder gouverne de direction
rules of the air règles de l'air
run-up area aire de point fixe
runway piste
runway centreline axe de piste
runway centreline lights feux d'axe de piste
runway edge lights feux de bord de piste
runway end lights feux d'extrémité de piste
runway heading cap de piste
runway in use/active runway piste en service
runway length remaining/available longueur de piste disponible/utilisable
runway strength résistance de la piste
runway threshold lights feux du seuil de piste
runway touchdown zone lights feux de zone de poser
runway visual range (RVR) portée visuelle de piste (RVR)
RVR site emplacement RVR
safety message message de sécurité

sand storm tempête de sable
scan control commande de balayage
2002-07-11
ATC APP1-22
scanning balayage
scattered clouds nuages épars
scheduled flight vol régulier
scheduled shutdown arrêt/interruption de service prévu(e)
scheduled watch veilles à heures fixes
sea level niveau de la mer
seaplane hydravion
search recherches
search aircraft aéronef de recherches
search and rescue (SAR) recherches et sauvetage (SAR)
search master chef des opérations de recherches
secondary frequency fréquence secondaire
secondary surveillance radar (SSR) radar secondaire de surveillance (SSR)
sector secteur
secure sequence séquence sûre
selective calling system (SELCAL) système d'appel sélectif (SELCAL)
sending controller contrôleur expéditeur
sending unit unité expéditrice
sensitive altimeter altimètre de précision
separation (longitudinal/vertical/lateral) espacement (longitudinal/vertical/latéral)
sequence séquence
serviceable utilisable/en bon état de service
servicing service/entretien courant
setting calage/réglage
short takeoff and landing aircraft (STOL) avion a décollage et atterrissage court (STOL)
showers averses
sideband bande latérale
SIGMET information information/renseignement SIGMET
signal check vérification des signaux
signal reliability fiabilité du signal
significant weather conditions météorologiques significatives
simulated approach approche simulée
single-engined aircraft monomoteur
skids (helicopter) patins (hélicoptère)
slant visual range portée visuelle oblique
slush/melting snow neige fondante/névasse
smog brouillard de fumée
smoke fumée
snow neige
snow bank banc de neige
snow drift congère
snow pellets granules de neige
snow shower averse de neige
snow storm tempête de neige
2006-01-19
ATC APP1-23
soaring/sail flying vol à voile
solar radiation radiation solaire
solid state ILS ILS à semi-conducteurs
solo flight vol en solo
sonic boom bang sonique
sound barrier mur du son
southbound en direction sud
spacing espacement/intervalle
sparsely settled area région inhospitalière
special observation observation spéciale
SVFR flight vol SVFR
speech channel voie radiotéléphonique
speed vitesse
spot wind valeur instantanée du vent
squall line ligne de grains
squawk (code) affichez (code)
squawk ident affichez ident
squawk standby affichez standby
squeal grincement/crissement
squelch control commande de réglage silencieux
stabilizer stabilisateur
stall décrochage
stalling speed vitesse de décrochage
standard norme/normal/type/standard
standard altimeter setting calage altimétrique standard
standard atmosphere atmosphère type
standard deviation écart type
standard terminal arrival routes (STAR) routes d'arrivée normalisées en région
terminale (STAR)
standard instrument departure (SID) départ normalisé aux instruments (SID)
standard holding pattern circuit d'attente standard
standard missed approach (procedure) approche interrompue standard (procédure)
standard pressure region région d'utilisation de la pression standard
standard time heure normale
standby gardez l'écoute/attendez
stationary front front stationnaire
state aircraft aéronef d'état
state of emergency état d'urgence
static pressure pression statique
steep turn virage serré
steer heading prenez cap
stopover escale
stop and go arrêt-décollé
stop squawk arrêtez squawk
2006-01-19
ATC APP1-24
storm tempête
storm warning avis de tempête
straight-in approach approche directe
strobe light feu à éclat
student pilot élève-pilote
subsonic subsonique
supersonic supersonique
surface wind vent au sol
surveillance radar radar de surveillance
survival equipment équipement de survie
suspend (to) suspendre
tabular display affichage tabulaire

tail fin empennage vertical
tail rotor rotor de queue
tail skid patin de queue
tail wheel roue de queue
tailwind vent arrière
takeoff décollage
take off (to) décoller
take-off clearance autorisation de décollage
take-off distance available (TODA) distance utilisable au décollage (TODA)
take-off run available (TORA) longueur de roulement utilisable au décollage
(TORA)
take-off speed/lift-off speed vitesse de décollage
take-off surface surface de décollage
take-off weight masse au décollage
taxi (to) circuler/rouler
taxiway voie de circulation
taxiway lights feux de voie de circulation
temperature inversion inversion de température
terminal area région terminale
terminal area chart carte de région terminale
terminal control area région de contrôle terminal
terrain clearance marge de franchissement du relief
test/verification test/essai
test flight vol d'essai
thin (scattered/ broken/ overcast) (épars/fragmenté/couvert) mince
threshold of runway seuil de piste
thunderstorm orage
time of departure heure de départ
time signal signal horaire
tone modulation modulation par tonalité
ATC APP1-25
tornado tornade
touch-and-go posé-décollé
touchdown point point de poser
tower tour
track/route route
track out assistance guidage en éloignement
traffic circuit circuit d'aérodrome
trailing edge bord de fuite
trailing vortex tourbillon de sillage
training area zone d'entraînement
training flight vol d'entraînement
transceiver émetteur-récepteur
transcribed weather broadcast (TWB) émission météorologique transcrite (TWB)
transfer of control point point de transfert de contrôle
transferring unit/controller unité/contrôleur transféreur
transition altitude altitude de transition
transmissometer transmissiomètre
transmit for homing émettre pour ralliement
transonic acceleration accélération transsonique
transponder (SSR) transpondeur (SSR)
* Transport Canada Aeronautical Information Manuel d’information aéronautique de
Manual (TC AIM) Transports Canada (AIM de TC)
triangular distress pattern circuit triangulaire de détresse
trim control commande de compensation
tropical cyclone cyclone tropical
true airspeed (TAS) vitesse vraie (TAS)
true altitude altitude vraie
true heading cap vrai
true north nord vrai/géographique
turbojet turboréacteur
turboprop turbopropulseur
turbulence turbulence
turn left/right virez à gauche/à droite
unable incapable
unavailable/not available non disponible
uncertainty phase phase d'incertitude
unknown (traffic) (trafic) non signalé
unlawful interference interférence illicite
unmonitored non-surveillé
unpublished route route non publiée
unreliable fonctionnement incertain
unserviceable défectueux/inutilisable/hors service
ATC APP1-26
until further advised (UFA) jusqu'à nouvel avis (UFA)
updraft courant ascendant
upper wind vent en altitude
usable distance distance utilisable
vacated altitude altitude libérée

validation validation
VDF homing ralliement radiogoniométrique
vector vecteur
vehicle véhicule
vehicle advisory service service consultatif aux véhicules
vertical separation espacement vertical
vertical wind shear cisaillement vertical du vent
very light rain/snow pluie/neige très faible
VFR flight vol VFR
VHF omnidirectional range (VOR) radiophare omnidirectionnel VHF (VOR)
vicinity à proximité de
visibility visibilité
visibility range marker repère de visibilité
visual aid aide visuelle
visual approach approche visuelle
visual approach slope indicator system (VASIS) indicateur visuel de pente d'approche (VASIS)
visual flight rules (VFR) règles de vol à vue (VFR)
voice advisory (to airmen) avis verbal (aux aviateurs)
volcanic volcanique
VOLMET broadcast émission VOLMET
VOR VOR
VOR receiver test equipment (VOT) appareil de vérification de récepteur VOR (VOT)
wait, aircraft on short final attendez, aéronef en courte finale

wake turbulence turbulence de sillage
warm front front chaud
warning avertissement
way-point point de cheminement
weather météo/temps
weather conditions/meteorological conditions conditions météorologiques
weather radar radar météorologique
westbound en direction ouest
wet snow neige humide
widen (the) approach élargissez l'approche
wind direction direction du vent
wind direction indicator indicateur de direction du vent
ATC APP1-27
wind shear cisaillement du vent
wind shift saute de vent
wind tunnel soufflerie aérodynamique
wing-tip extrémité d'aile
without radio (NORDO) sans radio (NORDO)
words twice répétez chaque mot deux fois
work in progress travaux en cours
yaw lacet
Z marker beacon radioborne Z
ATC APP1-28
BLUE PAGES
ATCD: 1999-1
Effective: 1999-04-22
ATC Directive
1. COMMERCIALIZATION OF AIR TRAFFIC SERVICES
2. CANADIAN AVIATION REGULATIONS IMPLEMENTATION
3. MINOR PROCEDURAL CHANGES
4. TEXT CLARIFICATIONS AND EDITORIALS
This rewrite of the Air Traffic Control Manual of Operations (ATC MANOPS) focuses on 4 areas: the
commercialization of Air Traffic Services; the implementation of the Canadian Aviation Regulations;
minor procedural changes; and text clarifications and editorial changes. Unless otherwise indicated,
the paragraph numbers listed below refer to the original paragraph number in the 1993 edition of ATC
MANOPS.
1. The commercialization of Air Traffic Services took place on November 1, 1996. As a result, there
have been several changes to the procedures that were previously contained in ATC MANOPS.
The following general changes are made to ATC MANOPS where applicable:
A. Transport Canada has been changed to NAV CANADA;
B. position titles/Branch names, etc. have been modified in accordance with ATSAMM 150;
C. TCAMS has been changed to NCAMS;
D. the terms agreement and arrangement are now used in ATC MANOPS in accordance with NAV
CANADA's Legal Department direction and as used in ATSAMM;
In addition, the following specific changes are made:
E. abbreviation for ARU is deleted and ARE and ARW are added;
F. 107 is rewritten due to commercialization and renumbered new 105;
G. 108.1 is modified due to commercialization and renumbered new 106.1;
H. 111.1 and 111.1 A. Note are changed due to commercialization;
I. 114 and 115 are replaced entirely to reflect NAV CANADA's legal position;
J. 119 is rewritten to conform to NAV CANADA policy;
K. 122.2, NAV CANADA flights are added;
1
L. 204.1 Note is deleted as no longer applicable;
M. 301.3 B. Note is modified to reflect new responsibilities;
N. 312.1 is rewritten based on 312.2 Note;
O. 312.2 and Note are changed to reflect the fact that only the Minister of Transport has the authority
to restrict or suspend access to airspace;
P. 335.1 E. is modified to show NAV CANADA procedure;
Q. 372 is re-written to clarify responsibilities;
R. 401.3 and 401.4 are rewritten to reflect changes due to commercialization;
S. new 401.3 Note is added re: Minister of Transport only person authorized to restrict access to
airspace;
T. new 403.1 Note is added regarding restricting access to airspace;
U. 761.2 D. is deleted as it no longer applies;
V. 800 - 816 and 1030 - 1033 are entirely re-written due to ARU closing; and
W. 1103.4 and 1103.5 are updated and are renumbered new 1003.4 and 1003.
2. The Canadian Aviation Regulations came into effect on October 10, 1996. As a result many
references in ATC MANOPS required updating. In addition, several specific changes to ATC
MANOPS were required due to modifications to the regulations now incorporated in the CARs.
The following general changes are made throughout ATC MANOPS wherever applicable:
A. references to the ANOs and the Air Regulations are replaced with corresponding references to
the CARs;
B. flight notification is removed and Flight Itinerary is added as applicable;
C. 106 is renamed and rewritten to reflect CARs and renumbered new 104;
D. new 111.4 Note is added reminding controllers of their responsibility to maintain a current
medical endorsement on their license;
E. 338.2 is reworded to reflect correct terminology;
F. 404 entire section is rewritten due CARs;
G. 432.2 D. 4 is rewritten due CARs; and
H. 730 entire section is deleted as waivers are no longer issued.
3. Minor Procedural Changes have been incorporated into this rewrite of ATC MANOPS in order to
bring the document up to date with current operating practices.
The following general changes are made to ATC MANOPS where applicable:
A. the term FMS Arrival is changed to FMS STAR;
2
B. the term SCATANA is replaced by ESCAT;
C. the RESCUE identifier is changed from RCU to RSCU in accordance with All Regions
Memorandum dated October 21, 1998;
D. 129.1 is modified to indicate that this procedure applies to aircraft departing behind a heavy
aircraft and renumbered new 128.9;
E. new 135.7 Note 2 is added regarding analog wind instruments;
F. P136.1 B. is expanded to include various digital automated systems and included into New 135;
G. new 172.2 is added permitting use of separate arrival and departure ATIS frequencies in
accordance with ICAO;
H. new 172.2 E. Note is added referring to out of service transmitters;
I. new 205 and Note are added pertaining to unlawful use of frequencies;
J. 212.7 is modified to include grouping of RVR data in accordance with ICAO procedures;
K. 231.1 and 231.2 are modified to place the passing of ESCAT test messages after the passing of
operational data;
L. 231.2 is modified to indicate coordination is required with OSS;
M. new 232.9 and Note are added stating the procedure to use to connect/disconnect
communications circuits;
N. new 311.2 is added stating that only helicopters may be given SVFR departures at night;
O. new 315.2 and Note are added explaining the procedure to follow if a court order to seize or
detain an aircraft is received;
P. 322.1 is modified to apply only to information “of which you have been made aware”;
Q. 341.1 Note is rewritten to allow controller to omit issuing the altimeter setting if the aircraft has
already received it, in accordance with ICAO and FAA procedures;
R. 344.3 is rewritten to bring it into alignment with takeoff clearance;
S. 353.2 Phraseology is rewritten to conform with direction;
T. new 361.1 C. Note is added to permit electronic passing of departure times;
U. new 402.5 is added regarding SVFR departures at night;
V. new 461.5 and 461.6 are added with regard to unavailable local altimeter settings;
W. 471.4 is rewritten to allow controllers to omit the altimeter setting if it is included in an ATIS
broadcast except in the case of rapidly changing conditions, in accordance with ICAO and FAA
procedures;
3
X. 471.5 is modified to apply only to information “of which you have been made aware” and is
renumbered new 461.7;
Y. 485.2 F. 2 Note 2 has been renumbered new 475.2 F. 2. a. and b. and 475.2 F. 3. as most of this
information was actually direction;
Z. new 502.1 A. is added stating requirement to display FDBs. The remainder of 502.1 is
renumbered accordingly;
AA.new 522.4 is added stating that, if possible, controllers are to issue restrictions while aircraft are
still on the ground;
AB.534 is replaced in its entirety by All Regions Memorandum dated March 3, 1997, re: Category ll
ILS Separation Minima;
AC.new 581.1 Note is added permitting non-verbal transfer of sequence to a radar equipped tower;
AD.652.2 and 652.2 A. 1 Note are modified to state the new procedure for advising AOC;
AE.680 is rewritten entirely to include new NARDS procedures;
AF.721.4 is modified to permit use of that part of NADS information considered to be accurate;
AG.new 903.16 D. is added to show how to indicate the SID on departure strips and remainder of
903.16 is renumbered accordingly. This material originated in Appendix 2;
AH.new 1041.1 Note is added permitting use of an electronic form. This material originated in Part
11;
AI. 1121.3 G. 4 modified to clarify use of “88” code and subsequently renumbered 1021.3 G. 4;
AJ.1161.1 F. is modified to increase retention period to 90 days;
AK.Appendix 1 is updated to reflect current usage;
AL.Appendix 2, 1.1.7 A. is modified to permit radar observation of fix posting passage. Appendix 2
is subsequently moved to Part 9;
AM.Appendix 2, 1.3.2 B. is deleted since Canadian air traffic controllers do not require TCAS
equipped aircraft information. Since all commercial aircraft entering U.S. airspace must have a
TCAS on board, the exchange of this information is redundant. Appendix 2, 1.3.2 C. and D. are
renumbered new 903.2 B. and C.; and
AN.Appendix 2, 2.2.3 B. is deleted since Canadian air traffic controllers do not require TCAS
equipped aircraft information. Since all commercial aircraft entering U.S. airspace must have a
TCAS on board the exchange of this information is redundant. Appendix 2, 2.2.3 C. and D. are
renumbered 912.3 B. and C.
4. Text clarifications and editorials
The following general editorial changes are made to ATC MANOPS:
A. VHF/DF is changed to VDF for the name of the service, and DF for the name of the steer and
phraseology in accordance with the AIP;
4
B. Technical Services is replaced with Maintenance Services or Engineering Services as
appropriate, technician is replaced with Maintenance or Engineering personnel as applicable;
C. all references are updated as required and changed to refer to sub-section as opposed to
paragraph in order to reduce updating requirements;
D. TP numbers are removed as many of these documents have been or are in the process of being
transferred to NAV CANADA. Documents are referred to by their complete name. The
applicable reference number is provided only where confusion is likely to exist;
E. Headquarters is changed to Head Office;
F. the generic term ”manager” is used wherever possible;
G. the terms “airport manager”, “airport management” and “airport authority” are changed to “Airport
Operator” for consistency;
H. the expression alternative is replaced with alternate where applicable;
I. AES is changed to EC;
J. the term “or his designated representative” is deleted as unnecessary;
K. all Examples are updated to reflect current procedures and operating practices;
L. ASR and AASR are changed to PSR to reflect current equipment status;
M. diagrams/tables are modified minimally to better reflect direction, where required;
N. teletype messages are replaced by facsimile messages, where appropriate;
O. JETS references are removed;
P. all Abbreviations and Definitions are modified, as required, to bring them into alignment with the
Glossary for Pilots and Air Traffic Services Personnel;
Q. HE charts are replaced by HI charts;
In addition, the following specific editorial changes are made:
R. the definition of Formation Flight is modified to reflect a maximum frontal width of 1 nm. in
accordance with the AIP;
S. the definitions of various manager titles are deleted and replaced with the generic term
“manager”;
T. the definitions of FMS Arrivals and FMS departures are changed to indicate the new procedure
names: FMS STARS and FMS SIDs respectively;
U. 102 is renamed Interpretation, similar to ATSAMM;
V. new 102.5 is added to explain use of generic term “manager”;
W. 103.2 Note is modified and incorporated into New 102.1 A.;
X. 103.4 is modified to replace Aeronautical Communications with Glossary for Pilots and Air Traffic
Services Personnel;
Y. 104 is incorporated into New 102;
5
Z. 105.1 is renumbered New 102.3;
AA.105.2 and 105.3 are merged and renumbered New 102.4;
AB.108 is renumbered New 106;3
AC.112.2 B. is divided into New 112.2 B. and 112.2 C.;
AD.113.6 is modified to bring it into alignment with ATSAMM;
AE.123.1 Shift Manager is added to the list;
AF.127 - 129 are renumbered new 126 - 128;
AG.128.6 to 128.12 inclusive are renumbered New 128.5 to 128.11 respectively;
AH.129.3 Note is modified to show the FAA and ICAO weight categories;
AI. 129.5 is moved to New 382.5;
AJ.132.2 is renumbered new 132.4;
AK.new 132.3 is added stating military VIP flight numbers. This information is derived from the old
705.1;
AL.new 132.5 is added regarding minimum fuel - derived from old 709;
AM.134.1 C. Note 1 is modified due to the weather information currently supplied by AWOS;
AN.134.2 is deleted as augmentation of AWOS no longer applies;
AO.134.3 - 134.8 are numbered New 134.2 - 134.7 respectively;
AP.134.6 B. Note is modified to delete requirement to pass urgent PIREPS to AES Weather
Stations;
AQ.135 is modified to include wind information previously found in P136;
AR.165.2 is expanded to state the requirement to pass traffic to VFR traffic in various types of
airspace;
AS.165.2 Note is incorporated into new 165.3 Note;
AT.166.2 Note is incorporated into new 166.2;
AU.192 is deleted as it is covered in 191. 193 - 195 renumbered new 192 - 194 respectively;
AV.194.1 Note 2 is renumbered Note 1 and simplified;
AW.195 is renumbered new 316.4;
AX.202.1 B. and C., 202.1 C. Note, 202.2, and 205 are deleted as they are routine OSS functions;
AY.214.2 is expanded to state direction for analog and digital wind;
AZ.232 to 235 are amalgamated into new 232 and named Calling Answering and Completing
Contacts;
BA.243 is deleted as this function is performed routinely by OSS;
BB.301.2 is rewritten to reduce duplication;
6
BC.311.2 is rewritten and renumbered new 311.3;
BD.311.3 is renumbered new 311.4;
BE.314.1 C.2 is expanded to include aircraft wishing to operate in the airspace;
BF.315.1 is rewritten and 315.1 Note is included in the paragraph;
BG.315.2 - 315.5 are renumbered new 315.3 - 315.6 respectively;
BH.323.1 Phraseology is rewritten to conform with current direction;
BI. 332 is rewritten for clarity and the expression “radio checks” is removed as outdated;
BJ.P336.4 - 336.13 are renumbered new 336.4 - 336.14;
BK.336.9 Phraseology is renumbered new 336.10 B. Phraseology;
BL.393.2 E. is incorporated into the lead-in text;
BM.434.2 and 434.3 are rewritten to show that this subsection applies to Restricted airspace;
BN.436 is rewritten to replace VMC with VFR as appropriate;
BO.441.5 A. Note is updated;
BP.444.2 B. is rewritten to show where the restriction may be applied as opposed to where it may
not;
BQ.444.2 C. is rewritten and renumbered new 444.2 A. Note;
BR.451 and 452 are renumbered new 406 and 407 respectively;
BS.460 - 480 are renumbered new 450 - 470;
BT.473.1 Note is updated;
BU.488.1 Note 1 is deleted and subsequent Notes renumbered accordingly;
BV.492.3 B. 2. is deleted and 492.3 B. 3 is renumbered accordingly;
BW.493.6 Note is deleted as it no longer applies to ATC;
BX.541.3 Phraseology is updated to bring French and English ATC MANOPS into alignment;
BY.563.1 Note 1. is renumbered new 563.1 C. Note and 563.1 Note 2 is renumbered accordingly;
BZ.602 is deleted and 603 - 604 are renumbered new 602 and 603;
CA.703 is renumbered new 161.11 - 161.14;
CB.705.1 is renumbered new 132.3 and 705.2 - 705.5 are deleted as they are no longer applicable;
CC.706.2 is replaced by 1021.1 and renumbered new 703.2. The balance of 1021.1 is deleted as it
is identical to the Canadian procedures. The balance of 706 is renumbered new 703;
CD.707 is renumbered new 212.10;
CE.708 is renumbered new 213;
7
CF.757.1is incorporated into new 756.1 and subsequent paragraphs in 757 are renumbered
accordingly;
CG.Part 9 is deleted as it is an OSS function and is covered in OSS MANOPS;
CH.770 is renumbered new 480 as it is no longer considered a special procedure and rest of Part 7
is renumbered accordingly;
CI. 1000 - 1011 are renumbered new 710 - 714;
CJ.1022 is renumbered new 715;
CK.1105 is renumbered new 920;
CL.1113 - 1115 are deleted as they no longer apply to ATC;
CM.1121.4 Note is updated and renumbered new 1021.4 Note;
CN.1123.1 E. 1. Note is updated and renumbered new 1023.1 E. 1. Note;
CO.1122.1 is deleted and 1122.2 - 1122.9 are renumbered new 1022.1 - 1022.8;
CP.1140 is deleted as the information is already contained in the Air Traffic Control Flight/Visit
Training Program Policy Manual;
CQ.1150 is deleted as the process is outdated and is covered by regional direction and the UCR
process;
CR.1160 is renumbered new 1040;
CS.1163 is deleted and placed in ATSAMM as it applies only to DSCs and the balance of 1160 is
renumbered new 1040;
CT.Part 11 remainder is renumbered new Part 10;
CU.Appendix 2 is subsequently renumbered new Part 9;
The following paragraphs are modified editorially for clarity:
CV.103.2, 161.1, 245.2, 301.1, 305.3 A., 311.1 F., 354.6 C., 391.7, 393.2, 394.3, 394.4, 402.3, 415.2
C.,431.1 E. Note, 601.2 A. Note, 622.1, 764.5 Note; and
The following paragraphs are deleted as they no longer apply:
CW.108.2, 116.2, 126.1, 134.4 E., 134.5 E., 201.8 E. Note, 232.1, 235, 371.2 Note, 432.1 Note,
483.14 Note, 493.1 B.2., 701.4 Note, 701.5 C., 704, 771.1 Note, Appendix 2, 1.2.4 Note 2,
Appendix 2, 1.3.5 B.1.
Attached is the new version of ATC MANOPS. Insert in new binder and place tabs at appropriate
location.
T.R. Fudakowski
Director
Air Traffic Services
8
ATCD: 1999-2
ATC Directive
1. THIS DIRECTIVE CONTAINS FOUR SUBJECTS WHICH REQUIRE CHANGES TO
ATC MANOPS:
A. ULTRA-LIGHT AIRCRAFT;
B. CONTROL TRANSFER;
C. DME/GPS LONGITUDINAL SEPARATION; AND
D. FMS STARS.
2. THIS DIRECTIVE INCLUDES EDITORIAL CHANGES.
1. This directive contains four subjects requiring changes to ATC MANOPS.

A. ULTRA-LIGHT AIRCRAFT
1. NAV CANADA has received information that the naming convention for ultra-light aircraft has
changed. Transport Canada is in the process of converting all ultra-light and advanced ultra-
light aircraft to the C-I registration category.
2. Since the registration is no longer an indicator of the type of ultra-light, it is incumbent upon
the controller to request this information from the pilot for wake turbulence separation and
cautionary purposes.
3. ATC MANOPS 317.2 and 317.2 Note are re-written to address these changes.
B. CONTROL TRANSFER
1. With the introduction of Tower Radar Plans (TRPs) and Tower Radar Areas (TRAs) in 1996,
one of the objectives was to address the services that could be provided to aircraft operating
on the periphery of the control zone. The TRA would normally include, but not be limited to,
the control zone and could contain more than one airspace classification.
2. As a result of a decision made at an Air Traffic Services Management meeting, all tower radar
areas are limited to the size of the control zone with operational responsibilities limited to this
area.
3. Therefore, ATC MANOPS 362.5 B. Note is deleted as it is redundant.
9
C. DME/GPS LONGITUDINAL SEPARATION
1. The use of the Global Positioning System (GPS) in Canada has been conditionally approved
for IFR Operations as defined in Aeronautical Information Circular (AIC) 1/98 - IFR
CONDITIONAL APPROVAL OF GLOBAL POSITIONING SYSTEMS (GPS) OPERATIONS.
GPS may be used as “Supplemental Means” navigation for enroute and non-precision and
as “Primary Means” navigation for oceanic and remote areas. GPS offers distance
measurements that are equal to or more accurate than Distance Measuring Equipment
(DME). The use of those measurements for limited separation purposes is an incremental
and evolutionary step toward using GPS as a primary source of navigation data.
2. The procedures contained in this directive provide a means to separate GPS equipped
aircraft longitudinally from other GPS or DME equipped aircraft. The discontinuance of
vertical separation (ATC MANOPS 472.7) between GPS and other GPS or DME equipped
aircraft is still under consideration pending further review of FAA procedures.
3. The following changes are made to ATC MANOPS:
a. the definition for Common Point is modified to include the definition for the purpose of
longitudinal separation between aircraft using DME and/or GPS;
b. a new abbreviation for Along Track Distance is added;
c. 474.5 is changed by replacing “DME facility” by “a common point”;
d. 474.5 Note is renumbered new 474.5 Note 1 and a new 474.5. Note 2 is added defining
a “common point”;
e. 474.6 A. is changed by adding “and/or GPS” after DME;
f. 474.6 A. Reference is changed by adding “and/or GPS” after DME;
g. 474.6 B. is changed by adding “and/or GPS” after DME;
h. new 474.7 is added stating that when using a mix of GPS and DME position reports, the
DME aircraft must be at either 10,000 feet or below or outside of 10 miles from the DME
NAVAID to account for the DME slant range error;
i. new 474.7 Reference is added;
j. subsections 474.8 through 474.11 are renumbered new 474.9 through 474.12;
k. 474.10 (old 474.9) is changed by adding “and/or GPS” after DME;
l. 474.10 B. Diagram (old 474.9 B. Diagram) “DME” is changed to “Common Point”;
m. 474.10 B. 2. (old 474.9 B. 2.) is changed by adding “and/or LTD” after DME, and by
changing “the same facility” by “a common point”;
n. new 474.10 B. 2. Note is added defining LTD;
o. 474.10 C. Diagram (old 474.9 C. Diagram) “DME” is changed to “Common Point”;
p. 474.10 C. 2. (old 474.9 C. 2.) is changed by adding “and/or LTD” after DME, and by
changing “the same facility” by “a common point”;
q. 474.11 C. 1. (old 474.10 C. 1.) is changed by adding “and/or GPS” after DME;
10
r. 474.11 D. 1. (old 474.10 D. 1.) is changed by adding “DME and/or LTD from” and by
replacing “the same DME facility” by “a common point”;
s. 474.12 C. and D. (old 474.11 C. and D.) are changed by adding “DME and/or LTD from a
common point”, and by replacing “NAVAID” by “common point”;
t. 474.12 C. Diagram (old 474.11 C. Diagram) “DME” is changed to “common point”;
u. 475.2 G. 2. and 475.2 H. 2. are changed by adding “and/or GPS” after DME and by
replacing “the same DME NAVAID” by “a common point”; and
v. new 475.7 B. 2. Note E. is added allowing the use of LTD during a GPS approach.
D. FMS STARS
1. Due to naming convention requirements of the Canada Air Pilot, the term FMS STAR is
replaced with the term FMS arrival. Affected locations in ATC MANOPS are Index,
Definitions (including the definitions for Closed and Open FMS STARS), 421.1 Note 2, 461.2
F., 463.2, Chapter 5 Table of Contents, 541.1, 545.1 D. Note 2, 561.4, 561.5, 563.1 Note,
564.5, 564.5 Note 2 and all of 569;
2. The term FMS SID is replaced with FMS departure in Definitions;
3. 569.2 and 569.2 A. are re-written to reflect the fact that the arrival or en route controller may
issue FMS arrivals. Requirement to issue landing runway is removed as it applies only to
arrival controllers and direction on this is provided in current 561.5, Initial Contact. 569.2 A.
Phraseology and Reference are re-written to reflect new direction. New 569.2 A. Note is
added to indicate that either an en route or arrival controller may issue FMS arrivals;
4. 569.2 B. and 569.2 B. Phraseology are modified to reflect changes indicated above and to
clarify the fact that the FMS arrival name need only be restated, when issuing lower altitudes,
if it is necessary that the pilot comply with all remaining FMS arrival restrictions. New 569.2
B. Reference is added referring to 569.2 A. Reference; and
5. 569.7 Phraseology is corrected to reflect changes in 569.2 and modified from the original
Example format.
2. This directive also contains the incorporation of two P-ATCDs (1999-3 and 1999-4) which
have previously been implemented.
A. ALERTING SERVICES - UNCERTAINTY PHASE (1999-3)
1. The present procedures in ATC MANOPS 624.1 A. for the provision of Alerting Services do
not clearly define those situations where action should be taken to place an aircraft in an
Uncertainty Phase and to notify a RCC. Also, the procedure of “no communication within 30
minutes after the time a position report should have been received”, is not compatible with
the ICAO standard, the FAA and DND (Search and Rescue) procedures.
2. The following procedures for “Uncertainty Phase” are amended to include situations, in
addition to position reports, where action should be taken to place an aircraft in the
Uncertainty Phase and to notify a RCC accordingly. In addition, changes have been made to
reflect SAR times.
11
B. VISUAL SEPARATION BETWEEN IFR AIRCRAFT DEPARTING FROM DIFFERENT
RUNWAYS (1999-4)
1. ATC MANOPS 335.1 permits the use of visual separation between successive IFR aircraft
but it is restricted to aircraft departing from the same runway.
2. The Tower Terminal Advisory Group (TTAG) identified that an operational advantage would
be gained if visual separation is applied between IFR aircraft departing from different
runways.
3. Accordingly, ATC MANOPS is amended to permit this type of application.
4. New 335.2 is added to permit the application of visual separation between IFR aircraft
departing from different runways:
a. 335.2 Note clarifies the runway configurations that are applicable to this procedure;
b. 335.2 A. requires that if either aircraft will turn toward, or will cross through the departure
path of the other, initial tracks diverge by 30 degrees or more;
c. 335.2 A. Reference refers to this procedure's associated requirements contained in
ATSAMM;
d. 335.2 B. requires that the tower controller visually confirm that the preceding aircraft has
reached a point where it will no longer conflict with the departure path of the succeeding
aircraft;
e. 335.2 B. Note states that ATC MANOPS 335.1 A. Note 1 applies - weather conditions will
vary, but they must permit the airport controller to visually determine the aircraft will not
conflict;
f. 335.2 C. 1. states that, if required, wake turbulence separation is to be applied;
g. 335.2 C. 1. Reference refers to the applicable wake turbulence minima and the
requirement to issue a wake turbulence cautionary regarding aircraft departing from
different runways;
h. 335.2 C. 2. states that, if required, traffic information is to be passed. The requirement to
pass traffic information is dependent upon the runway configuration, the tracks of the
aircraft relative to one another, and the position of the lead aircraft at the time the second
aircraft is cleared for take-off;
i. 335.2 C. 2. Phraseology provides the phraseology to be used in situations when wake
turbulence cautionary and traffic information is required; and
j. 335.2 D. requires that this type of operation is to be conducted in accordance with a unit
directive and an arrangement with the applicable IFR unit. This is consistent with a single
runway operation as described in 335.1.
Superseding Record of Amendments, Page Verification Sheet, Definitions, Abbreviations, Index,

362.5 B. Note, Chapter 5 Table of Contents, 903.11 A. Note, P-ATCD-1999-3 and P-
ATCD-1999-4.
12
Supplementing 128.9 Diagram, 317.2, 317.2 Note, 335.2, 421.1 Note 2, 461.2 F., 463.2, 474.5, 474.5
Note 2, 474.6 A., 474.6 A. Reference, 474.6 B., 474.7, 474.7 Reference, New 474.10,
New 474.10 B. Diagram, New 474.10 B. 2, New 474.10 B. 2. Note, New 474.10 C.
Diagram, New 474.10 C. 2., New 474.11 C. 1., New 474.11 D. 1., New 474.12 C., New
474.12 C. Diagram, New 474.12D., 475.2 G. 2., 475.2 H. 2., 475.7 B. 2. Note E, 533.2
Note 2, 541.1, 545.1 D. Note 2, 561.4, 561.5, 563.1 Note, 564.5, 564.5 Note 2, 569
and 624.1 A.
3. The following editorial changes are included:

A. Included is a new Record of Amendments page to indicate that P-ATCD 1999-1 and P-ATCD
1999-2 were incorporated in ATCD 1999-1;
B. Index is replaced to update it;
C. 128.9 Diagram is corrected to reflect current direction; and
D. 533.2 Note 2 is added regarding the application of wake turbulence separation as it was
inadvertently left out of the English version of ATC MANOPS.
4. Attached are the ATC MANOPS page replacements.

Remove Insert
ATC III to ATC VI ATC III to ATC VI
DEF-3 to DEF-14 DEF-3 to DEF-14
ABB-1 to ABB-4 ABB-1 to ABB-4
IND-1 to IND-10 IND-1 to IND-10
1-21 to 1-22 1-21 to 1-22
3-15 to 3-16 3-15 to 3-16
3-23 to 3-26 3-23 to 3-26
3-51 to 3-52 3-51 to 3-52
4-13 to 4-14 4-13 to 4-14
4-35 to 4-36 4-35 to 4-36
4-53 to 4-60 4-53 to 4-60
4-63 to 4-66 4-63 to 4-66
4-69 to 4-70 4-69 to 4-70
5-1 to 5-2 5-1 to 5-2
5-25 to 5-30 5-25 to 5-30
13
5-33 to 5-34 5-33 to 5-34
5-47 to 5-50 5-47 to 5-50
5-53 to 5-56 5-53 to 5-56
6-11 to 6-14 6-11 to 6-14
T.R. Fudakowski
Director
14
ATCD: 1999-3
ATC Directive
1. THIS DIRECTIVE CONTAINS TWO SUBJECTS WHICH REQUIRE CHANGES TO
ATC MANOPS:
A. CANADIAN RUNWAY FRICTION INDEX (CRFI); AND
B. UNCERTAINTY PHASE.
2. THIS DIRECTIVE INCORPORATES AN URGENT ATS OPERATIONAL
PUBLICATION CHANGE: VISUAL APPROACH - MISSED APPROACH, JULY 15,
1999.
3. THIS DIRECTIVE INCLUDES EDITORIAL CHANGES.
1. This directive contains two subjects requiring changes to ATC MANOPS.

A. CANADIAN RUNWAY FRICTION INDEX (CRFI)
1. Transport Canada has determined that the elements and sequence of the Canadian Runway
Friction Index (CRFI) should be amended to be more meaningful to the pilot. Runways are
now divided into thirds which are measured from the end of the runway with the lowest
number. For example, runway 06/24 sections will be identified as 06A, 06B and 06C and will
be measured from the threshold of runway 06 regardless of the landing runway. Airport
management will provide the lowest runway section values as part of the CRFI report.
2. In addition, in accordance with ATSI 1999-3, Winter Operations, controllers are instructed to
advise airport management whenever they doubt the validity of a Runway Surface Condition
or CRFI report.
3. As a result, the following changes are made to ATC MANOPS:
a. 169.3 is amended to reorganize the order of items in a CRFI report in accordance with
Transport direction and to include section readings for CRFI; and
b. 169.4 is amended to instruct controllers to advise airport management whenever they
doubt the validity of the Runway Surface Condition or CRFI report.
B. UNCERTAINTY PHASE
1. As a result of an observation made by an ACC, the current procedure for notifying an RCC
under “uncertainty phase” requires correction.
15
2. As a result, ATC MANOPS is amended as follows:
a. 624.1 A. 2. b. and 624.1 A. 3. b. are amended to replace the SAR time requested by the
originator with the SAR time specified on the flight plan or flight itinerary; and
b. 624.1 A. 3. Note is deleted as it is redundant.
2. The directive contains the incorporation of one Urgent ATS Operational Publication Change
memorandum.
A. VISUAL APPROACH - MISSED APPROACH (JULY 15, 1999)
1. In 1991, ATC MANOPS was amended to provide direction to airport controllers to apply visual
separation procedures in the event that an aircraft executes a missed visual approach. It has
come to our attention that all units are not applying this procedure consistently from unit to
unit. Pilots executing a missed visual approach are also not sure which procedure they
should follow.
2. A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed
visually to the airport of intended landing. A visual approach is not an instrument approach
procedure. There is no published procedure associated with a missed visual approach.
3. As a result, ATC MANOPS is amended as follows:
a. 351.7 and 351.7 Note are replaced by the text contained in this directive.
Superseding : Page Verification Sheet, 351.7, 351.7 Note, 502.1 A., 624.1 A. 3. Note, and 701.6 B.
Supplementing : 169.3, 169.4, 311.1 C. Note, 334.2 F., 334.2 F. Phraseology, 335.1 E., 347.5 A., 362.5
B. Note, 362.5 D. 2., 378, 391.1, 463.1 Note, 545.1 D. Phraseology, 624.1 A. 2. b.,
624.1 A. 3. b., 903.10 I. 2. Example, 903.11 B., 903.13F, 903.16 D., 904.2 C. to G.,
912.6 Example 2, 921.2, Chapter 10 Table of Contents, 1012, and Appendix 1.
3. The following editorial changes are included:

A. 311.1 C. Note is corrected to replace “agreement” with “arrangement”;
B. 334.2 F. and 334.2 F. Phraseology are corrected to re-insert the expression `Taxi... to runway”
into taxi clearance phraseology. This is in accordance with previous ATC MANOPS direction
(pre-re-write) as well as current FAA and ICAO procedures;
C. 335.1 E. is corrected to replace “agreement” with “arrangement”;
D. 347.5 A. is modified to replace “onto the active runway” with “onto the runway to which the aircraft
is conducting the CAT II approach” as it was felt that with 2 or more active runways the original
wording could cause confusion;
E. New 362.5 B. Note is added. This note was removed during the re-write of ATC MANOPS as it
was declared redundant. Its removal, however, has caused some confusion. It is therefore re-
entered. Also 362.5 D. 2. is amended to replace “agreement” with “arrangement”;
F. Sub-section 378 is reformatted for clarity;
16
G. 391.1 is corrected to remove the requirement to publish TRAs and to bring ATC MANOPS into
alignment with ATSAMM;
H. 463.1 Note is corrected to read “Canada Flight Supplement”;
I. 502.1 A. is deleted to remove the requirement to display Full Data Blocks as it is recognized that
information may be placed in Hold lists, etc.;
J. 545.1 D. Phraseology is corrected to replace the word “FROM” with “OF” in accordance with
normal speech;
K. 701.6 B. is deleted as voice transmissions on NAVAIDs are no longer possible;
L. 903.10.I.2 Example text is corrected to indicate that the aircraft has reported leaving 12;
M. The examples in 903.11 B., 904.1 F., 904.2 C., D., E., F., and G. are corrected to show that the
line on the left side of Box 9B must be darkened whenever that box is used, in accordance with
direction in 903.11 A.;
N. 903.13 F. is corrected to eliminate the requirement to enter the direction of a published hold on
a flight progress strip;
O. 903.16 D. is renumbered 903.17 B. 2. Example. Other paragraphs are renumbered accordingly;
P. 912.6 Example 2 is corrected to replace “AJ” with “AR”;
Q. 921.2 is amended to replace “flight notification” with “flight itinerary”;
R. Due to a change in the type of paper strips currently being used, and additional upcoming
changes, the identification numbers for flight progress strips are removed from Part 10 Table of
Contents and Sub-section 1012;
S. Appendix 1 is modified to remove the term DADS as it is no longer applicable;
4. Attached are the ATC MANOPS page replacements.

Remove Insert
ATC V to ATC VI ATC V to ATC VI
1-45 to 1-46 1-45 to 1-46
3-11 to 3-12 3-11 to 3-12
3-19 to 3-20 3-19 to 3-20
3-23 to 3-24 3-23 to 3-24
3-33 to 3-36 3-33 to 3-36
3-51 to 3-54 3-51 to 3-54
3-57 to 3-58 3-57 to 3-58
3-65 to 3-66 3-65 to 3-66
17
4-35 to 4-36 4-35 to 4-36
5-5 to 5-6 5-5 to 5-6
5-33 to 5-34 5-33 to 5-34
6-11 to 6-12 6-11 to 6-12
7-3 to 7-4 7-3 to 7-4
9-13 to 9-18 9-13 to 9-18
9-21 to 9-24 9-21 to 9-24
9-27 to 9-28 9-27 to 9-28
9-35 to 9-36 9-35 to 9-36
10-1 to 10-2 10-1 to 10-2
10-5 to 10-6 10-5 to 10-6
APP 1-7 to APP 1-8 APP 1-7 to APP 1-8
Kathleen Fox
Director
18
ATCD: 2000-1
ATC Directive
1. MAJOR CHANGES:
A. PROVISION OF IFR CONTROL SERVICE TO IFR AIRCRAFT ARRIVING AT
AIRPORTS SERVICED BY A FLIGHT SERVICE STATION;
B. AIRCRAFT OCCURRENCES AND INCIDENTS;
C. VISUAL DEPARTURE SEPARATION;
D. REDUCED VERTICAL SEPARATION MINIMA (RVSM) IN THE PACIFIC
REGION;
E. FLIGHT PLANS; AND
F. RDPS SITUATION DISPLAY - RSIT.
PUBLICATION CHANGE: RSC/CRFI, OCTOBER 7, 1999.
3. EDITORIAL CHANGES.
1. Major Changes:
A. PROVISION OF IFR CONTROL SERVICE TO IFR AIRCRAFT ARRIVING AT AIRPORTS
SERVICED BY A FLIGHT SERVICE STATION
1. A recent occurrence and subsequent questions have resulted in the requirement for a review
of IFR operations at airports where airport advisory services is provided by FSS. The
occurrence involved an IFR aircraft which conflicted with a preceding IFR aircraft still on the
active runway.
2. When IFR conditions exist at airports serviced by FSS (full time or when the tower is closed),
clearance for a succeeding IFR arriving aircraft (radar and non-radar) to conduct a published
instrument approach shall not be issued until the IFR controller is advised that the preceding
IFR aircraft is clear of the runway.
3. Therefore, a new 464.2 E. and 562.4 are added to provide direction to controllers in this
regard.
19
B. AIRCRAFT OCCURRENCES AND INCIDENTS
1. During recent discussions between NAV CANADA and Transport Canada a decision was
made that the entry of an aviation occurrence into the AOR data base, which is automatically
sent to Transport Canada, is sufficient for regulatory issues and there is no requirement to
submit separate hard copies of the form.
2. As a result, 1041.1 Note is modified to indicate that the AOR electronic reporting system may
be used in place of paper forms.
C. VISUAL DEPARTURE SEPARATION

1. 335.2 Note is renumbered 335.2 Note 1 and amended to clarify the use of visual departure
separation between aircraft departing from parallel runways and a new 335.2 Note 2 is
added.
2. 335.2 C. 2. Phraseology is amended to delete the word “HEADING”. This is in response to
field unit suggestions that the word “HEADING” could be interpreted by an aircraft as an
assigned heading.
D. REDUCED VERTICAL SEPARATION MINIMA (RVSM) IN THE PACIFIC REGION
1. In order to accommodate Reduced Vertical Separation Minima (RVSM) airspace in the
Pacific Region, effective February 24, 2000, the Vancouver FIR/CTA will be designated as a
RVSM Transition area. As such, changes to ATC MANOPS are necessary in order to make
the RVSM procedures applicable to any Transition Area in Canadian Domestic Airspace and
not specifically to the North Atlantic Transition Area.
2. Therefore, ATC MANOPS 761.2., 764.1 A. 2. and 764.1 A. 2. Note are amended as indicated
in this directive.
E. FLIGHT PLANS
1. During the rewrite of ATC MANOPS, the requirement for ATC personnel to accept flight plan
information from aircraft was removed as it is an OSS and FSS function.
2. However, a need has been identified to include direction in ATC MANOPS reminding
controllers to send aircraft over to FSS to file a complete flight plan if controllers accept an
abbreviated one in order to issue a clearance.
3. As a result a new 411.3 and 411.3 Reference are added stating this requirement.
F. RDPS SITUATION DISPLAY - RSIT
1. The RDPS Situation Display (RSiT) utilizes some of the CAATS delivered hardware and
software components. One of the hardware components is the SONY 2K display, which will
be installed, in the current RDPS consoles. The Computer Human Interface (CHI) that will
be implemented will resemble the existing NARDS CHI, version 4.0, which is well accepted
in the field and should therefore facilitate training.
20
2. One of the fundamental changes of RSiT is the rectangular screen, which will require the
range to be measured across from left to right, rather than from the center of the display as
with RIMS. As a result, the existing MANOPS 501.10 requirement to have a 40 mile radius
displayed when providing terminal control service is modified to include 80 miles from left to
right when utilizing a RSiT display. Other MANOPS paragraphs describing display ranges
will also be changed to account for the rectangular shape of the RSiT screen.
3. RSiT will allow controllers flexibility in adapting the data tag fields particular to their operation.
The information that is presented in the Data Block lines is fully configurable depending on
user selection, however as a minimum, a jurisdictional Data Block shall include an ACID,
aircraft weight category, Special Function Indicator (SFI), present altitude, Vertical Movement
Indicator (VMI) and ground speed.
4. Brightness of individual RSiT elements such as PPS, Maps, Data fields, Weather, etc., can
be adjusted independently. Controllers shall ensure that the PPS brightness is always at
least one level higher than other elements of the display.
5. RSiT contains ”Inset” and other pop-up windows that totally obscure tracks. Controllers are
cautioned to place these windows beyond sector boundaries if possible or in areas where
they will not obscure jurisdictional traffic.
6. The changes to ATC MANOPS are:

a. a new abbreviation is added for “RSiT”;
b. 501.10 is reworded to include the maximum allowable RSiT range;
c. a new 502.2 is added permitting use of RSiT displays;
d. a new 502.2. A is added to specify the minimum RSiT Jurisdictional Data Block
requirements;
e. a new 502.2. B is added to specify the RSiT PPS brightness level requirements;
f. a new 502.2. C and 502.2 C. Note are added to advise controllers to use opaque windows
with caution;
g. 532.1 B. 2. is reworded to include the maximum allowable RSiT range;
h. 532.1 D. 1. b. is reworded to include the maximum allowable RSiT range;
i. 532.3 Table Item 2 is reworded to include the maximum allowable RSiT range; and
j. 532.5 B. 1 is reworded to include the maximum allowable RSiT range.
2. The following Urgent ATS Operational Publication change is included:
A. RSC/CRFI
1. The amendment to FSS MANOPS, ATC MANOPS, as well as A.I.P. Canada, effective
October 7, 1999 revised the CRFI portion of the Runway Surface Condition Report. The new
procedure added a runway section value in which the runway is divided into thirds with the
lowest runway section value being provided by the Airport Operator for relay to concerned
aircraft.
21
2. Transport Canada advised, however, that due to unforeseen delays, Airport Operators are
unable to provide sectional values as part of the CRFI effective October 7, 1999.
3. Therefore, procedures outlined in ATCD 1999-3 paragraph 169.3 effective October 7, 1999
are suspended. Until further notice, controllers will continue to issue RSC/CRFI data
received from the Airport Operator as per the attached original ATC procedures.
SUPERSEDING:Page Verification Sheet, Definitions and Abbreviations, All Regions Memorandum:

Provision of IFR control service to IFR aircraft arriving at airports serviced by a Flight
Service Station, February 10, 1998.
SUPPLEMENTING:105.1 Note, 134.2 Phraseology, 169.3, 169.4, 216.1 B. Example, 335.2 Note, 335.2
Note 2, 335.2 C. 2. Phraseology, 344.3 E. Reference, 404.2 C. Reference, 411.3,
411.3 Reference, 464.2 E., 474.7, 501.10, 502.2, 532.1 B. 2., 532.1D.1.b., 532.1 D.
2., 532.1 E., 532.3 Table, 532.5 B. 1., 533.2 Note, 562.4, 761.2, 764.1 A. 2., 764.1 A.
2. Note, 921.4B. Example, 1041.1 Note, Appendix 1-7.
3. Editorial Changes:
A. The definition for “PROCÉDURE ARRIVÉE FMS OUVERTE” is changed in the French version
only to bring it in alignment with the English version;
B. The definition of “ATS SERVICES - ADCUS” is corrected as it applies only to aircraft travelling
to the United States;
C. The definition of “CEILING” is replaced in accordance with the current FSS definition;
D. The definition of “NIGHT” is modified to match the CARs;
E. The definition of “RATING OFFICER” is removed as it is no longer current;
F. All definitions and abbreviations are reorganized to put them in alphabetical order;
G. 105.1 Note - The expression “or certified” is removed as certification applies only to FSS;
H. 134.2 Phraseology is modified to bring AWOS phraseology into alignment with general weather
broadcasting;
I. 169.4 has been modified slightly to indicate occasions when the validity of the RSC/CRFI report
should be questioned;
J. 216.1 B. Example - This example is corrected to reflect a foreign airline;
K. 344.3 E. - A reference is added to ATC MANOPS 344.11 and 344.12 where the applicable
direction is contained;
L. 404.2 C. Reference - the word “and” is replaced by “an” in the English version only;
M. 474.7 - The indicator for Note (N) is replaced with Reference (R) in the English version only;
N. 532.1 D. 2. and 532.1 E. are corrected to remove reference to the “Terminal DSE 20” thereby
permitting the use of other certified displays;
O. 533.2 Note is corrected to 533.2 Note 1 in the English version only;
22
P. 921.4 B. Example is corrected to replace A126 with AI26; and
Q. Appendix 1 - The French equivalent of “Dead Reckoning” is corrected to read “Navigation à
l'estime”.
4. Attached are the ATC MANOPS page replacements:

Remove Insert
ATC-V to ATC-VI ATC-V to ATC-VI
ABR-1 to ABR-4 ABR-1 to ABR-4
1-5 to 1-6 1-5 to 1-6
1-27 to 1-28 1-27 to 1-28
1-45 to 1-46 1-45 to 1-46
2-11 to 2-12 2-11 to 2-12
3-23 to 3-26 3-23 to 3-26
3-29 to 3-30 3-29 to 3-30
4-5 to 4-6 4-5 to 4-6
4-9 to 4-12 4-9 to 4-12
4-35 to 4-36 4-35 to 4-36
4-55 to 4-56 4-55 to 4-56
5-5 to 5-8 5-5 to 5-8
5-19 to 5-26 5-19 to 5-26
5-47 to 5-54 5-47 to 5-54
7-31 to 7-32 7-31 to 7-32
9-35 to 9-36 9-35 to 9-36
10-17 to 10-18 10-17 to 10-18
23
APP1-7 to APP1-8 APP1-7 to APP1-8
Kathleen Fox
Director
24
ATCD: 2000-2
ATC Directive
1. MAJOR CHANGES:
A. VERIFYING ATC ESTIMATES;
B. PROCEDURE ON REPORTING AIRCRAFT OCCURRENCES;
C. RELEASE OF INFORMATION;
D. FACT FINDING BOARD;
E. SUCCESSIVE DEPARTURES TURNING TOWARD THE SAME SIDE OF THE
RUNWAY CENTRELINE;
F. USE OF CODE 88 TO RECORD CONFLICT RESOLUTION ACTION IN A TRA;
AND
G. WAKE TURBULENCE MINIMA APPLICATION ON APPROACH.
PUBLICATION CHANGE: ATC MANOPS 569.2, FEBRUARY 16, 2000.
1. Major Changes:
A. VERIFYING ATC ESTIMATES
1. The new note is added to permit controllers flexibility in the use of pilot estimates as a cross
check for ATC estimates.
2. The change to ATC MANOPS is:
a. 471.6 Note is added to permit controllers flexibility in the use of pilot estimates as a cross
check for ATC estimates.
B. PROCEDURE ON REPORTING AIRCRAFT OCCURRENCES
1. The aircraft occurrence report (NC28-0148) is no longer the medium to be used to report
aircraft occurrences. Transport Canada recognizes that the Aviation Occurrence Report form
is the new medium for reporting aircraft occurrences.
25
a. 1041 - replace the term “aircraft occurrence report” with “aviation occurrence report”;
b. 1041.1 Note is reworded;
c. 1041.1 Reference - change “Aircraft Occurrence Report” to “Aviation Occurrence Report”;
d. 1041.1 A. Note is deleted;
e. 1041.1 B. - change to read “purpose: to report any aircraft occurrence, operating
irregularity or incident/accident.” and a new 1041.1 B. Reference is added;
f. 1041.1 C. - delete the words “after an occurrence is known or detected.”;
g. 1041.1 E. - replace the terms “Regional Director, Regulatory Compliance” with “ACC Shift
Manager”;
h. 1041.2 - new instructions on how to complete the new form are added.
C. RELEASE OF INFORMATION
1. The information currently contained in ATC MANOPS 122.1 B. contradicts NAV CANADA
release of information policies.
a. 122.1 B. is deleted.
D. FACT FINDING BOARD
1. Due to changes which have taken place in the Fact Finding Board policies and practices of
NAV CANADA, ATC MANOPS is amended as follows.
a. 125.2 is modified and a new 125.2 Note 1 and Note 2 and a new 125.3 are added to
include direction previously contained in ATSAMM Appendix 1.
E. SUCCESSIVE DEPARTURES TURNING TOWARD THE SAME SIDE OF THE RUNWAY
CENTRELINE
1. Previously, controllers were prohibited from turning successive departures from the same
runway toward the same side of the runway centreline when using one-mile radar separation
and track divergence.
2. To increase efficiency of departure operations, NAV CANADA requested and received an
exemption from the restrictions set in Chapter 3, para. 6.4.1 of the Canadian Domestic Air
Traffic Control Separation Standards: successive departures from the same runway are now
permitted to turn toward the same side of the runway centreline as long as appropriate radar
minima and track divergence are maintained.
a. 554.1 C. Note is edited to eliminate the reference to 15 degrees of divergence;
b. 554.1 C. 1. Diagram is redrawn to show the new application, and is renumbered 554.1 C.
1. b. Diagram;
26
c. 554.1 C. 1. b. (old) is renumbered 554.1 C. 1. c. (new);
d. 554.1 C. 1. b. (new) is added to authorize turning a faster succeeding aircraft toward the
same side of the runway centreline as a preceding aircraft;
e. 554.1 C. 2. is amended to authorize turning a succeeding aircraft that is not faster toward
the same side of the runway centreline as a preceding aircraft;
f. 554.1 D. is amended to ensure another form of separation replaces the track divergence;
and
g. 554.1 E. is amended to prohibit the application from parallel runways.
F. USE OF CODE 88 TO RECORD CONFLICT RESOLUTION ACTION IN A TRA

1. The airport controller's workload created by the demand for ATC services within the Tower
Radar Area (TRA) has, until now, not been measured or recorded. ATC MANOPS sections
921 and 1021.3.G.4 are expanded to provide controllers with a method of recording workload
within the Tower Radar Area.
a. 921.2 is corrected to identify Conflict resolution, the issuing of traffic information and
vectoring for separation purposes as Code 88 entries on Tower strips;
b. 1021.3.G.4 a, c, d and Examples are corrected to include the TRA as an area within which
Code 88 entries would apply;
c. New 1021.3. G. 4. a. Note is added; and
d. New 1021.3. G. 4. d. Reference is added.
G. WAKE TURBULENCE MINIMA APPLICATION ON APPROACH
1. Recent Fact Finding Board reports indicate that controllers are misunderstanding the
intended meaning of direction supplied by ATC MANOPS 533.2.
2. Successive aircraft on approach are not always being separated by the minima required even
though following aircraft are susceptible to the effects of wake turbulence from preceding
aircraft (see Squawk 7700 Number 9402).
3. The following changes are intended to enhance safety by adding the requirement to apply
wake turbulence separation to succeeding aircraft on approach and harmonize NAV
CANADA and FAA practices.
a. 533.2 is changed to include the requirement to apply wake turbulence minima to a
succeeding aircraft conducting an instrument approach;
b. 533.2 Note 1 is deleted;
c. 533.2 Reference is deleted, as redundant;
d. 533.2 Diagrams 1 and 2 are redrawn;
27
e. an entry “instrument approaches, wake turbulence minima 533.2” will be added to the
index.
2. The following urgent ATS Operational Publication change is included:
A. ATC MANOPS 569.2
1. On the initial start-up of FMS arrivals, certain airlines were unable to file the FMS arrival.
Therefore, it was a requirement for ATC to re-clear the aircraft for a FMS arrival as laid out in
ATC MANOPS 569.2.
2. At the National FMS Working Group meeting held on February 9-10, 2000, it was agreed that
this is no longer a requirement, therefore effective immediately ATC MANOPS paragraph
569.2 is deleted.
SUPERSEDING:Page Verification Sheet, ATS Operational Change dated February 16, 2000, 681.1
Note, Table of Contents - Part 10, pages 10-13 to 10-16, 1042.
SUPPLEMENTING:Definitions, 122.1, 125, 132.1 B. 3. Reference, 134.3, 162.2 Example, 311.1 B.

Note, 311.1F., 351.2, 351.2 C. Reference, 393.2, 393.3, 402.4 B., 415.5 B. 1., 464.2,
465.7 Note 1 and 2, 465.7 Example, 471.6, 471.6 Note, 493.1 Note, 495.2 Note, 533.2,
533.2 Note, 533.2 Reference, 533.2 Diagrams, 566.1C.2.Note2, 681.2, 921.2, 1021.3
G. 4. Note, 1021.3G.4.Reference, 1021.3G.4.a. Example, 1021.3G.4.b. Example,
1021.3G.4.c. Example, 1041.1 and 1041.2.
A. Definition of “OPEN FMS ARRIVAL PROCEDURE” is changed in the French version only;
B. Definition of “SÉCANTE” is corrected to read “ROUTE SÉCANTE” in the French version only;
C. Definition of “MINIMUM VECTORING ALTITUDE” is changed to remove responsibility and to
mention radio coverage criteria;
D. Definitions, Abreviations, Part 9 and Part 10 - “SNCMA” and “Système de NAV CANADA des
mouvements d'aéronefs” are changed to “SMANC” and “Système des mouvements d'aéronefs
de NAV CANADA” in the French version only;
E. 132.1 B. 3. Reference - is added as it was inadvertently left out;
F. 162.2 Example - the spelling of the word “thunderstorm” is corrected;
G. 311.1 B. Note - is edited to remove excess words;
H. 311.1 F. - is edited to define a restrictive clause in the English version only;
I. 351.2 - is edited to remove a double negative and to express conditions in command language;
J. 351.2 C. Reference - is added for clarity;
K. 354.7 - the words “circulation” and “circulez” are changed to “mouvement” and “procédez” in the
French version only;
28
L. 393.2 and 393.3 - the reference to DSE is removed since NARDS is now a certified tower radar
display;
M. 402.4 B., 493.1 Note and 495.2 Note - are corrected to read “arrangement”;
N. 415.5 B. 1. - translation is corrected in the French version only;
O. 464.2 - is amended to enhance readibility, reduce excess words, correct grammar, and replace
“IFR conditions” with “instrument meteorological conditions”;
P. 465.7 Note - is replaced with new 465.7 Note 1 and Note 2 to remove the reference to Safety
and Service Design, and to correctly describe alternate missed approach instructions;
Q. 465.7 Example - is corrected;
R. 474.12 C. and 475.2 E. 1. - translation is corrected in the French version only;
S. 566.1 C. 2. Note 2 - is edited to remove excess words;
T. 681.1 Note - is deleted as NARDServer Version 2 provides mosaiced RDPS track updates;
U. 681.2 - a reference to 393 is added;
V. pages 10-13 through 10-16 are reprinted due to numbering error in the English version only; and
W. 1042 - deleted as the Aviation Occurrence Reporting system is to be used for this type of report.

Remove Insert
ATC-V to ATC-VIII ATC-V to ATC-VIII
1-15 to 1-18 1-15 to 1-18
1-23 to 1-24 1-23 to 1-24
1-27 to 1-28 1-27 to 1-28
1-39 to 1-40 1-39 to 1-40
3-11 to 3-12 3-11 to 3-12
3-35 to 3-36 3-35 to 3-36
3-67 to 3-68 3-67 to 3-68
4-3 to 4-4 4-3 to 4-4
4-35 to 4-38 4-35 to 4-38
4-41 to 4-42 4-41 to 4-42
4-83 to 4-86 4-83 to 4-86
29
5-25 to 5-26 5-25 to 5-26
5-43 to 5-46 5-43 to 5-46
5-51 to 5-56 5-51 to 5-56
6-33 to 6-34 6-33 to 6-34
9-35 to 9-36 9-35 to 9-36
10-1 to 10-2 10-1 to 10-2
10-9 to 10-20 10-9 to 10-22
Kathleen Fox
Director
30
ATCD: 2000-3
ATC Directive
1. MAJOR CHANGES:
A. WIND INFORMATION;
B. CROSSWIND COMPONENT;
C. SPECIAL VFR PROCEDURES;
D. USE OF ALTITUDES BELOW THE MEA BUT NOT BELOW THE MOCA;
E. REDUCED VERTICAL SEPARATION MINIMA (RVSM);
F. PROVISIONS FOR USING LESS THAN 15 MINUTES LONGITUDINAL
SEPARATION;
G. RADAR SEPARATION FROM SPECIAL USE AIRSPACE;
H. CLEARING AIRCRAFT DIRECT WHEN RADAR VECTORS ARE TERMINATED;
AND
I. SUPERSONIC TRANSPORT PROCEDURES IN CANADIAN DOMESTIC
AIRSPACE;
2. ATAG CHANGES.
1. Major Changes:
A. WIND INFORMATION
1. This paragraph is amended to ensure that the pilot is aware of the time of the report if a
controller issues wind information from a surface weather bulletin and draws attention to the
fact that the wind direction is in degrees true.
a. a new 135.7 D. is added.
31
B. CROSSWIND COMPONENT
1. The Director of Air Traffic Services requested an operational safety review of crosswind
operations, with a focus on the Toronto Pearson Airport. The request was made as a result
of complaints that the maximum crosswind component resulted in difficult operations from an
operating crew perspective and increasing difficulty for controllers to accommodate requests
for more into-wind runways by some aircrews during high intensity operations at the Toronto
Pearson Airport.
2. Recommendations from the Safety Review team were:
a. ATC MANOPS 302.5 be amended to show that the maximum crosswind component that
can be used for a preferential runway or noise abatement program on a dry runway
includes gusts.
b. ATC MANOPS 302.5 be amended to show that the maximum crosswind component that
can be used for a preferential runway or noise abatement program on a wet runway
includes gusts.
a. ATC MANOPS 302.5 B. now states that on a dry runway, the maximum crosswind
component is 25 knots including gusts. The table in 302.5 B. Note is amended
accordingly.
b. New paragraph 302.5 C. and Note are inserted stating that on a wet runway, the
maximum crosswind component is 15 knots, including gusts.
C. SPECIAL VFR PROCEDURES
1. ATC MANOPS does not currently address the issue of providing SVFR to aircraft in a control
zone that is not served by an ATC unit or FSS. Area controllers are currently authorizing
SVFR through DCPC, or through a FSS with remote communication capability to the control
zone. ATC MANOPS is amended to match current operating practices.
2. Transport Canada has issued an exemption to CARs permitting SVFR helicopters to operate
within the zone at night for any purpose. ATC MANOPS is amended to match current
regulations.
3. CARs requires (rather than permits) ATC to authorize SVFR when requested by an aircraft,
and traffic and weather conditions permit SVFR flight. ATC MANOPS is amended
accordingly.
a. 311.1 - is amended to require controllers to authorize SVFR provided conditions permit;
b. 311.1 B. Note - is amended to indicate SVFR visibility minima;
c. 311.2 - is amended to permit SVFR helicopters to transit the zone at night (but not fixed-
wing aircraft);
d. 402.3 - is amended to require controllers to authorize SVFR provided conditions permit
and to eliminate the reference to FSS;
e. 402.3 B. Note - is added to indicate SVFR visibility minima;
32
f. 402.3 B. Reference - is deleted;
g. 402.4 - is amended to eliminate the requirement for a FSS to serve the control zone;
h. 402.4 Note - is amended to include DCPC;
i. 402.4 A. Phraseology - is added;
j. 402.4 A. Note - is deleted;
k. 402.4 B. - is amended to remove the requirement to include procedures in an agreement;
l. 402.4 B. Reference is deleted;
m. 402.4 C. - is amended to include the requirement to advise the aircraft of the reason for
not authorizing SVFR; and
n. 402.5 - is amended to permit SVFR helicopters to transit the zone at night (but not fixed-
wing aircraft).
D. USE OF ALTITUDES BELOW THE MEA BUT NOT BELOW THE MOCA.
1. Aircraft routinely operate at the lowest possible altitude over very high terrain in certain
portions of Designated Mountainous Regions. These aircraft, while operating in uncontrolled
airspace, normally request an IFR clearance to cross airways at the MOCA due to operating
limitations. If the conditions in current ATC MANOPS 433.2 cannot be met then the aircraft
receive extensive reroutes to operate at an acceptable altitude. This amendment permits
controllers to approve the MOCA for aircraft crossing airways.
a. 433.2 D. is added to permit crossing an airway at the MOCA;
b. 433.2 D. Note is added to describe reason for application; and
c. 433.2 D. Diagram is added.
E. REDUCED VERTICAL SEPARATION MINIMA (RVSM);
1. Within RVSM airspace, a critical factor in the system safety assessment and the effect on the
target level of safety (TLS) is the time spent at other than cleared (incorrect) flight level(s) due
to operational errors. An aircraft operating at an incorrect flight level has a detrimental effect
on the TLS regardless of whether ATC separation has been lost. In order to mitigate the time
spent at incorrect flight level(s), whenever a clearance is issued for a climb or descent that
will take place in whole or in part in RVSM oceanic airspace, the RT phraseology shall include
“Report Reaching”.
a. A new paragraph and phraseology 437.3 are added to reflect this procedure.
F. PROVISIONS FOR USING LESS THAN 15 MINUTES LONGITUDINAL SEPARATION
1. ATS Head Office has been receiving interpretation requests regarding the phrase “Navaid
coverage permits determination of position and speed.” This amendment will clarify the
application of longitudinal separation when using 10 minutes or less.
33
a. new 472.8 B. Reference, 474.8 B. Reference, 474.9 C.3. Reference, 474.9 D. 3.
Reference, 474.12 B. Reference, 475.2 B. 2. Reference and 475.2 C. 2. Reference have
been added;
b. 474.9 B. Note 1 explains that a position report is required by ATC at least once every 40
minutes to continue to apply a longitudinal minimum of 10 minutes or less; and
c. 474.9 B. Note 2 informs controllers that in addition to actual position reports by aircraft
passing navaids, other means are available to derive position information. Radials from
VHF NAVAIDS, DME arcs, bearings from an NDB, waypoints from RNAV and full degrees
of longitude or latitude from GPS equipped aircraft may also be used. When any of these
are used for position information, controllers are reminded that fix positions must be such
that position reports between reporting fixes are no more than 40 minutes flying time
apart.
G. RADAR SEPARATION FROM SPECIAL USE AIRSPACE
1. ATC MANOPS 532.5 does not stipulate the radar separation minima that applies to forest fire
areas or other restricted areas defined by the Minister of Transport.
a. 532.5 - is amended to include restricted airspace invoked by the Minister;
b. 532.5 Reference - Reference to ATC MANOPS 477 is added;
c. 532.5 Diagram - is amended to delete Class F;
d. 532.6 - is added to include radar separation minima that applies to forest fire areas;
e. 532.6 Reference and 532.6 B. Note - Reference to CARs and ATC MANOPS are added;
and
f. 532.6 through 532.8 are renumbered accordingly.
H. CLEARING AIRCRAFT DIRECT WHEN RADAR VECTORS ARE TERMINATED
1. Flight plans of long range flights have been determined to obtain the best cost efficient profile
for that flight.
2. When an aircraft is vectored off its flight planned or cleared route, controllers in some cases
have been clearing the aircraft direct destination. As a consequence the benefit of the aircraft
flight planned profile may be lost.
a. The new 547.3 and 547.3 Note have been inserted to give controllers direction to clear
aircraft to the next fix or waypoint when an aircraft has been taken off its flight planned or
cleared route.
b. The current 547.3 has been renumbered to 547.4.
34
I. SUPERSONIC TRANSPORT PROCEDURES IN CANADIAN DOMESTIC AIRSPACE
1. Due to increased requests for supersonic transport flight in Canadian Domestic Airspace
(CDA) there is a requirement to provide direction to controllers in ATC MANOPS.
2. The change to ATC MANOPS are:
a. a new section 770 is added pertaining to SST flights, stating the authorization process for
approving SST operations in the CDA, the vertical separation required, and that MANOPS
Parts 4, 5 and 7 apply. It also gives direction on aircraft navigation certification, climb/
descent and routing information, which is viewed as critical for the SST flight profile.
2. ATAG Changes:
A. 334.1 and 334.1 Phraseology are rewritten to remove confusion. ATC does not control the apron.
The expression “at your discretion” may imply that control service is being provided.
B. Several ACCs have developed local procedures to eliminate the necessity of verbal radar hand-
offs between IFR units. This ATC MANOPS amendment permits applications on a national basis
provided arrangements are in place detailing conditions and procedures. These procedures
were developed by the enroute committee of the ATS Advisory Group (ATAG). There are
requirements for adequate radar coverage and overlap, control and communication transfer
procedures and procedures to ensure the integrity in the exchange of flight data. As a result, a
new 512.7 is added specifying the procedures required if verbal radar hand-offs are omitted.
C. 544.3 B. and 544.3 B. Phraseology are changed to permit expression “reduce to minimum
approach speed”.
D. 545.1 D. Note 2 is amended to indicate that controllers need not issue distance to threshold if
the aircraft is vectored to intercept final approach.
E. 563.2 is deleted as it is already covered in 563.3.
F. 573.1 is amended to permit the procedure to be used with non-precision approaches.
A. definitions of “TOWER RADAR AREA” and “TOWER RADAR PLAN” are edited to ensure
consistency with ATSAMM;
B. 112.3 C. Reference - reference to In-Flight Incident is deleted;
C. 381.1- “non-radar” is replaced by “separation” to permit the use of radar minimum specified by
382.5;
D. 473.8 - the diagram is changed to refect the text;
E. 533.2 Reference - is added for completeness;
F. 601.2 A. Note - the last part of the sentence is deleted as unnecessary;
G. 763.2 - with the new edition of ATC MANOPS, the reference to 482.2 is changed to 472.2;
35
H. 903.2 C. is changed in response to the establishment of a priority list to be used on control strips
to indicate aircraft communications and navigation capability for flights in specified airspace.
This item replaces all regions memo issued March 18, 1997, entitled “Equipment Suffixes for use
by Flights Operating in Canadian Airspace”. This change will also correct the current ATC
MANOPS priority list to reflect the proper priority of the codes to be used on ATC control strips,
new 903.2 C. Note 2 is added.
Remove Insert
1-7 to 1-8 1-7 to 10-8
1-29 to 1-32 1-29 to 1-32
3-5 to 3-12 3-5 to 3-12
3-19 to 3-20 3-19 to 3-20
3-59 to 3-60 3-59 to 3-60
4-3 to 4-4 4-3 to 4-4
4-23 to 4-26 4-23 to 4-26
4-45 to 4-48 4-45 to 4-48
4-55 to 4-68 4-55 to 4-68
5-13 to 5-16 5-13 to 5-16
5-23 to 5-26 5-23 to 5-26
5-31 to 5-36 5-31 to 5-36
5-49 to 5-50 5-49 to 5-50
5-61 to 5-62 5-61 to 5-62
6-3 to 6-4 6-3 to 6-4
7-1 to 7-2 7-1 to 7-2
36
7-31 to 7-32 7-31 to 7-34
9-7 to 9-8 9-7 to 9-8
Kathleen Fox
Director
INTEN TIONALLY LEFT BLANK
37
ATCD: 2000-4
ATC Directive
1. MAJOR CHANGES:
A. VEHICLES ON THE MANOEUVRING AREA;
B. TOWER RADAR DISPLAY;
C. GROUND BASED NAVAIDS;
D. UNSERVICEABLE NAVAIDS;
E. GPS OVERLAY APPROACHES;
F. CLEARANCES FOR GPS APPROACHES;
G. LONGITUDINAL SEPARATION FROM HOLDING AIRSPACE;
H. MACH-NUMBER; AND
I. NARDS DISPLAY STATUS.
PUBLICATION CHANGE: FMS ARRIVAL PROCEDURES.
1. Major Changes:
A. VEHICLES ON THE MANOEUVRING AREA
1. Controllers are required to maintain adequate information pertaining to the position of ground
vehicles on the manoeuvring area in conditions of restricted visibility or darkness. For units
that are not equipped with ASDE, the ATC MANOPS does not indicate how this is done. This
amendment will provide the controller with direction in this area.
a. a new reference is added to 308.2; and
b. 354.4 B. has been modified and gives direction on how to maintain adequate information
concerning the location of ground traffic in periods of restricted visibility or darkness.
38
B. TOWER RADAR DISPLAY
1. To eliminate confusion (when using NARDS), and confirm existing policy, 393.2 E. is
amended to add the restriction to apply target resolution within 20 miles from the RSE when
using DSE.
C. GROUND BASED NAVAIDS

1. Certain application of Separation minima and other related information contained in ATC
MANOPS are specific to “ground based” NAVAIDs. As a result of the latest definition of
NAVAID, these paragraphs needed to be revised.
2. Where appropriate, “NAVAID” is changed to “DME Facility” to more clearly reflect the
requirement and be consistent with other ATC MANOPS paragraphs.
a. Definitions of “Common Point”, 413.1 B. Note, 452.2 B., 472.7 A., 485.5 A. 2. Note and
757.7B. 1. Note, the term “ground based” is placed before NAVAID; and
b. paragraph 473.11 - “NAVAID” is change to “DME facility”.
D. UNSERVICEABLE NAVAIDS
1. As a result of a recent occurrence in which an aircraft was unable to fly a procedure due to
an unserviceable NAVAID, controllers are reminded to develop alternate instructions as part
of their air traffic control plan. Some aircraft (depending upon equipment, training, company
policy) may not be able to fly a procedure if an underlying navigational aid is unserviceable.
a. 413.1 C. Note is added reminding controllers that some aircraft may not be able to comply
with an instruction or clearance due to unserviceability of an underlying navigational aid.
E. GPS OVERLAY APPROACHES
1. GPS Overlays are selected NDB, VOR or VOR/DME non-precision approaches that can be
flown by GPS equipped aircraft, suffix “G”. Waypoints replace the conventional fixes in the
receiver database; e.g. IAFs, FAFs, DME step-down fixes, NDBs, etc. The instrument
approach procedures that are authorized for the overlay program indicate names and
locations of waypoints, and are designated by BOLD ITALIC letters in the table of contents
of the Canada Air Pilot publications.
2. Pilots may use GPS to fly an overlay approach even when the underlying traditional aid is out
of service. A GPS approach shall be identified by its published name. For example, pilots
should request a “NDB RWY 24” for a GPS overlay approach when communicating with ATC.
If the underlying NAVAID is out of service, or if advised by ATC that the NAVAID is
unserviceable, the pilot will request e.g. “NDB RWY 24 - OVERLAY”. The clearance issued
by ATC shall then be “CLEARED TO THE (name) AIRPORT NDB RWY 24 - OVERLAY
APPROACH.”
3. The airspace to protect for the “overlay approach” is equivalent to that of the underlying
NAVAID.
39
4. The reason for the amendment is to clearly specify when and how to issue clearances for
GPS overlay approaches.
a. a new definition for “OVERLAY APPROACH” is added;
b. 465.1 is amended by changing reference from 465.6 to 465.7;
c. a new 465.6 is added describing procedures dealing with GPS Overlay approaches;
d. a new 465.6 C. Phraseology and 465.6 C. Example are added;
e. a new 465.6 C. Note is added specifying what airspace to protect for an overlay approach;
and
f. 465.6 (old) is renumbered 465.7.
F. CLEARANCES FOR GPS APPROACHES

1. When clearing an aircraft for a GPS approach, controllers have basically two options: clear
the aircraft via the Initial Approach Waypoint (IAWP) or via the Intermediate Waypoint (IWP).
Most of the time routing via one of these waypoints will be more expeditious depending on
the aircraft's position, but when it is not obvious, the following should be considered.
2. The pilot cannot descend below the published MSA until the aircraft is established on one of
the segments of the GPS “T” type approach. Routing the aircraft via the IAWP will allow
descent prior to reaching the IWP. The difference in altitude between the IAWP and the IWP
is often a few thousand feet.
3. At Prince George, for example, when cleared for GPS RWY 06, an aircraft may leave 7,100
feet (MSA) for 4,500 feet when by either of the IAWPs, established on the Initial Approach
Segment (ref.: ATSAMM 352.5). However, if the aircraft is cleared via “MUXOV” - IWP, it will
not be able to descend below the MSA until reaching that fix. The consequence, for using
what may appear to be a more expeditious routing, is that the aircraft will be approximately
5,000 feet AGL at 12 miles from the runway. According to TP 308, the recommended
maximum descent gradient will prevent the aircraft from descending 5,000 feet in 12 miles.
4. To make controllers aware of this situation, ATC MANOPS 465.2 is amended by adding a
note explaining the impact of clearing aircraft for a GPS approach via the IWP, with a
recommendation to route aircraft via the IAWP if the difference between the IAWP and IWP
MSAs is such that clearance via the IWP could cause the aircraft to be too high to complete
the approach.
a. a new 465.1 Note 2 is added to explain the impact of clearing aircraft on GPS approaches
via the IWP, with a recommendation to route aircraft via the IAWP; and
b. 465.1 Note 2 (old) is renumbered 465.1 Note 3.
40
G. LONGITUDINAL SEPARATION FROM HOLDING AIRSPACE
1. ATC MANOPS 472.8 implies that two aircraft in trail, separated by a longitudinal standard,
would be in a conflict if the trailing (following) aircraft entered a hold. According to 472.8, the
leading aircraft would violate the holding airspace of the trailing aircraft, because it would not
be 15/10 minutes past the leading edge of the holding airspace created by the trailing aircraft.
472.8 also does not allow holding the second of two aircraft in trail, to achieve longitudinal
separation, when the trailing aircraft begins to close on the leading aircraft. Again, once the
trailing aircraft is put in a hold, its holding airspace would conflict with the leading aircraft.
2. In both scenarios described above, once the trailing aircraft begins to hold, the distance
between the two aircraft will increase, therefore longitudinal separation will also be increased,
or achieved if that was the aim behind holding the trailing aircraft. Because 472.8 states that
lateral separation between an en route and a holding aircraft must exist, it implies that holding
the trailing aircraft can never be executed, at the time when only the minimum longitudinal
separation exists.
3. To correct this situation, 472.8 is amended by adding a note describing situations when this
paragraph does not apply.
4. The reason for this amendment is to clarify the application of longitudinal vs. lateral
separation of two en route aircraft in trail.
a. a new 472.8 Note is added to describe situations where paragraph 472.8 does not apply.
H. MACH-NUMBER
1. Within Canadian Domestic airspace there has been a number of instances where aircraft
were not maintaining the last assigned Mach-number when longitudinal separation was being
applied using the Mach-number technique. In a few cases, the result has been a loss of
separation. In all reported cases, the instances have involved international operators
transiting Domestic airspace. In order to mitigate any losses of separation and to ensure that
the required separation is maintained or increased when separation is based on the Mach-
number technique, the assigned Mach-number shall be confirmed with the pilot as necessary.
2. ATC MANOPS 485 and 757 are amended to reflect the requirement to confirm with the pilot
the assigned Mach-number.
a. 485.3 is added with subsequent paragraphs renumbered accordingly; and
b. 757.3 is amended.
I. NARDS DISPLAY STATUS
1. Initially, the NAV CANADA Auxiliary Radar Display was used as a back up and the
functionality and processing was limited. Now that NARDS is a fully certified system, it may
be used in the same manner as an IM or a RIM.
2. NARDS will become the primary radar display in the towers; according to the project
schedule, total replacement is expected by June-July 2001.
41
3. NARDS may be used as a primary display in control towers, or as a main back up, in the event
of a RSiT display failure, in the IFR units.
4. The reason for this amendment is to define the current status of NARDS.
a. 681.1 is amended to define the current status of NARDS; and
b. 681.3 A. is amended to reflect an editorial change.
2. The following urgent ATS Operational Publications change is included:
A. FMS ARRIVAL PROCEDURES
1. ATC MANOPS Section 569 is amended in accordance with the ATS Operational Publication
Change.
2. Remove ATS Operational Publication Change and retain it with the explanatory pages for this
ATCD.
A. definition of “PROCÉDURES ARRIVÉE FMS OUVERTE” the words “de destination” are
changed to “terminal” in the French version only;
B. definition of “FINAL APPROACH AREA” is deleted and a new definition for “FINAL APPROACH”
is added;
C. abbreviation of DTW - the words “de destination” are changed to “terminal” in the French version
only;
D. abbreviation of SIRO (Simultaneous Intersecting Runway Operations) is added;
E. 105.2 is removed as it reads the same as ATSAMM 118.2;
F. 116.1 A. and 116.1 B. - “to” is removed for clarification in the English version only;
G. 134.1, 134.3 and 134.4 are edited for correctness;
H. 135.7 D. is edited for correctness;
I. 218.1 B. Note - “LE” is replaced by “LO”;
J. 302.5 C. Note is edited for correctness in the French version only;
K. 354.6 Reference - reference to “Manual of Airport Traffic Directives for Operation of Vehicles” is
deleted;
L. 404.3 A. - “OSS” is replaced by “ATOS”;
M. 476.1 Reference - the reference to “Procedures for the Management of Canadian Domestic
Airspace” is deleted;
N. 494.4 C. Note 1 is edited for correctness;
O. 532.1 F., 532.2 C., 532.5 C. and 532.6 B. - the words “source radar” are changed to “radar
source” in the English version only;
42
P. paragraph 545.1 is edited to correct grammar, delete unnecessary words and add an
explanatory note;
Q. 562.4 is edited for correctness and consistency with 464.2 C.;
R. 563.1 and 563.2 are edited for correctness;
S. Table of Contents - Part 6, 640, 641.1, 641.4, 641.6 and 641.6 E. are edited to replace “IFR
weather conditions” with “instrument meteorological conditions;
T. 625.1 C. - “tels qu'on les reçoit” is replaced by “lorsqu'on les reçoit” in the French version only;
U. 773.1 A. Note is edited for correctness;
V. 903.2 B., 912.3 B., 1021.3 B. 2. and 1041.2 H. are edited to add “ICAO”;
W. 903.2 C. 1. and 903.2 C. 4. are edited in the French version only to read the same as the English;
and
X. 1021.3 C. 1. and 1041.2 J. are edited to replace “civil or military” with “ICAO”.
Remove Insert
1-5 to 1-6 1-5 to 1-6
1-11 to 1-12 1-11 to 1-12
1-27 to 1-30 1-27 to 1-30
2-15 to 2-16 2-15 to 2-16
3-9 to 3-10 3-9 to 3-10
3-49 to 3-50 3-49 to 3-50
3-67 to 3-68 3-67 to 3-68
4-5 to 4-6 4-5 to 4-6
4-9 to 4-12 4-9 to 4-12
4-31 to 4-32 4-31 to 4-32
4-37 to 4-40 4-37 to 4-40
4-43 to 4-46 4-43 to 4-46
43
4-49 to 4-52 4-49 to 4-52
4-69 to 4-70 4-69 to 4-70
4-75 to 4-78 4-75 to 4-78
4-83 to 4-84 4-83 to 4-84
5-21 to 5-24 5-21 to 5-24
5-33 to 5-34 5-33 to 5-34
5-47 to 5-50 5-47 to 5-50
5-53 to 5-56 5-53 to 5-56
6-1 to 6-2 6-1 to 6-2
6-17 to 6-18 6-17 to 6-18
6-33 to 6-34 6-33 to 6-34
7-27 to 7-30 7-27 to 7-30
7-33 to 7-34 7-33 to 7-34
9-5 to 9-6 9-5 to 9-6
9-27 to 9-28 9-27 to 9-28
10-7 to 10-8 10-7 to 10-8
10-19 to 10-20 10-19 to 10-20
Kathleen Fox
Director
44
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Director, Air Traffic Services
Direct Line: (613) 563-5657
URGENT
ATS OPERATIONAL PUBLICATION CHANGE
EFFECTIVE DATE: August 10. 2000
TO: GMIFRs, GMAOs plus All Holders of ATC MANOPS
cc: Manager, Airspace and Procedures

Manager, Airport and Terminal Procedures
Manager, En Route and Oceanic Procedures
Manager, DND - Air Traffic Management Coordination Office 2
Manager, ATS Monitoring and Evaluations
Manager, Operational Systems Requirements
Director, Technical Training
SUBJECT: FMS ARRIVAL PROCEDURES
The National FMS SID/STAR Working Group meeting was held in Ottawa during February 2000. The main agenda of the meeting
was to review and update the current FMS arrival procedures, phraseology and FMS arrival design.
It was determined by the Working Group that the filing of an FMS arrival, constitutes part of the route and shall be issued to the
aircraft in the initial ATC clearance. Therefore there is no requirement to re-issue the FMS arrival, unless there is a change in the
flight plan route.
It was agreed to remove all altitude constraints (except for the altitudes at the DTW and FACF) from the FMS arrival design. The
controller will assign all altitudes to the aircraft and the pilot will fly the FMS lateral route.
To improve the procedure of closing an open FMS arrival, it was agreed to insert a note on the CAP chart instructing the pilot on
how to close an open FMS arrival when approach clearance has been issued.
These modifications will simplify procedures for both the pilot and the controller.
Therefore the procedures contained in ATC MANOPS section 569 are superseded by the attached direction.
This is a mandatory briefing item for all concerned staff. This change will be reflected in a quarterly directive.
Please insert this page between pages DEF-4 and DEF-5 and page 3 through 5 between pages 5-54 and 5-55 of ATC MANOPS.
45
ATCD: 2001-1
ATC Directive
1. MAJOR CHANGES:
A. DEVIATION FROM PROCEDURES;
B. CAT III ILS;
C. DIRECTION OF FLIGHT;
D. AERIAL SURVEY OR MAPPING (PHOTO) FLIGHTS;
E. MINIMUM ALTITUDES;
F. APPROACH SEQUENCES;
G. GPS TO RNPC EQUIVALENCE;
H. SPECIAL AVIATION EVENTS; AND
I. CODE “88”.
2. ATAG CHANGE.
3. THIS DIRECTIVE INCORPORATES TWO URGENT ATS OPERATIONAL
PUBLICATION CHANGE: PUSHBACKS AND FMS ARRIVAL PROCEDURES.
1. Major Changes:
A. DEVIATION FROM PROCEDURES
1. The Transport Safety Board has identified, in a number of occurrences, where separation
and/or the safety of aircraft was not assured because established procedures were not
followed. Circumventing procedures to expedite the flow of air traffic increases the risk of
separation losses or collision.
2. Deviations from procedures may be warranted for reasons such as loss of air/ground
communications, loss of radar capability, failure of inter-unit/sector communications and in-
flight emergencies/contingencies. Ad-hoc deviations as a normal method of operation for the
sole purpose of expediting air traffic should be avoided.
46
a. 101.3 - notes are added; and
b. 101.4 - a note is added.
B. CAT III ILS

1. Category III separation requirements and procedures were approved by Transport Canada
regulatory (AARN) for use by NAV CANADA at Vancouver and Toronto LBPIA in late 1996.
2. These procedures were based upon Transport Canada and ICAO documents and described
separation requirements associated with CAT III operations based upon the position of an
aircraft with respect to the ILS critical area or the localizer antenna location.
3. Appropriate documentation was disseminated to the Ontario and Pacific regions for Category
III ILS operations in 1997 and, following an extended period of field confirmation, the
procedures are now being incorporated into a new ATC MANOPS section.
a. 140, 141.1, 141.1 A. Note, 141.2, 141.3, 141.4, 141.5, 153.5 Note, Table of Contents -
Part 3, 347, 347.1, 347.2, 347.2 Note, 347.4, 347.5 and 347.5 A. - “Category II” is changed
to “Category II/III”;
b. 141.1 D. Reference and 347.1 Reference - are updated;
c. 571.1 A. 5. Reference and 572.1 A. 5. Reference - a new reference is added;
d. Table of Contents - Part 5 - is updated; and
e. a new section 535 is added.
C. DIRECTION OF FLIGHT
1. Due to the changes in 433.2 (Minimum Altitudes), paragraph 432.2 E. is added to allow
aircraft to cross airways at an altitude not appropriate to direction of flight because of factors
limiting the aircraft's ability to maintain an appropriate altitude above the MEA.
a. 432.2 E. - new paragraph to permit the assignment of altitudes not appropriate to direction
of flight for aircraft crossing airways under specific conditions.
D. AERIAL SURVEY OR MAPPING FLIGHTS
1. A concern was raised with respect to the lack of specific reference in ATC MANOPS for
approving a block altitude for an aerial survey or mapping flight. In accordance with
ATSAMM, paragraph 380 and the document “Pilot Procedures Photographic Survey Flights”,
a block altitude may be approved. To alleviate any concern and provide clear direction,
reference to such flights is added to paragraph 432.5, block altitudes in controlled airspace.
a. a new 432.5 A. 3. - is added to include aerial survey and mapping flights; and
b. 432.5 B. Note - is amended to include aerial survey and mapping flights.
47
E. MINIMUM ALTITUDES
1. This amendment is intended to clarify the procedures associated with clearing aircraft to
operate below the MEA on airways/air routes, additional protected airspace, adherence to
appropriate direction of flight procedures and GPS navigation on airways/air routes. Details
are as follows:
a. Clearing an aircraft to operate below the MEA rather than approving it does not change
the controller's responsibility and with this amendment the procedure associated with
altitude assignment is more consistent.
b. Air routes are now included as they also have established MEAs and MOCAs and the
procedures are applicable to that portion of an air route that lies within controlled airspace.
c. Altitudes assigned below the MEA but not below the MOCA on airways/air routes are
required to be appropriate for direction of flight unless it meets one of the exemptions in
432.
d. Aircraft using GPS do not require signal coverage from ground-based NAVAIDS for track
accuracy. Therefore, the MEA on airways/air routes is not a factor for navigation signal
reception. These aircraft may request to operate below the MEA and it may be approved
without any increase of protected airspace.
2. It is more appropriate to state the conditions of clearing aircraft that are traversing airways as
direction rather than note material. The explanation of “traversing an airway/air route is not
changed. There is still the requirement to assign altitudes appropriate for direction of flight
unless it meets one of the exemptions in 432.
a. 433.2 - is amended to remove the word “approve”;
b. 433.2 Reference - is added;
c. 433.2 Note - is partially rewritten as a new 433.3 and 433.3 Note;
d. 433.2 A. Note - “severe” is deleted;
e. 433.2 D. - is moved to 432.2 as an exemption to appropriate altitude for direction of flight;
f. 433.2 D. Note - is moved to 432.2 E. 1. Example;
g. 433.2 D. Diagram - is moved to 432.2 E.;
h. 433.2 D. (new) and 433.2 D. Note (new) - are added to cover GPS operations;
i. 433.3 Reference - is added; and
j. 433.3, 433.4, and 433.5 - are renumbered accordingly.
F. APPROACH SEQUENCES
1. In the application of ATC MANOPS 464.2 C. there was no direction to controllers when to
issue an approach clearance to a subsequent arriving aircraft if the preceding arrival had
landed but was not reported clear of the runway. Therefore a new procedure has been added
to specify the required conditions to issue the approach clearance to the succeeding arriving
aircraft.
48
a. 464.2 A. and C. - are amended to make the language consistent;
b. 464.2 C. - a new note is added to indicate the conditions when you may consider aircraft
to be clear of the runway;
c. 464.3 - is added to provide direction for issuing approach clearances to succeeding
aircraft if the preceding aircraft has landed but a report clear of the runway has not been
received; and
d. 464.3 A. Note - is added providing an example of what action would constitute an attempt
to locate the position of the preceding arrival.
G. GPS TO RNPC EQUIVALENCE
1. This is to advise operational units that all separation standards specified in ATC MANOPS
480 - RNPC, can be applied to aircraft with an equipment suffix of G. The GPS navigation
equipment must be approved in accordance with the requirements specified in Technical
Standard Order (TSO) C 129. Filing an IFR flight plan with /G implies that the GPS receiver
is TSO C 129 certified as per A.I.P. Canada RAC 3.16.4 a. 5.
2. This is not to imply that all /G aircraft meet the RNPC Certification requirements as specified
in A.I.P. RAC 12.4.2, notwithstanding, RNPC standards as listed in ATC MANOPS 480 apply
to /G aircraft.
3. The reason for this amendment is to allow controllers to apply RNPC separation standards to
/G aircraft.
a. 481.1 is amended by adding that criteria and procedures in this section apply to /G
aircraft;
b. 481.1 Note is renumbered 481.1 Note 1; and
c. A new 481.1 Note 2 is added to explain what equipment suffix /G means to ATC.
H. SPECIAL AVIATION EVENTS
1. To complement the new manual of Special Aviation Events (NP2000-16B), a new ATC
MANOPS section is added to provide controllers with the information required for the
provision of ATS services during Special Aviation Events (air shows).
a. A new definition for Special Aviation Event has been added;
b. Table of Contents - Part 7 - is updated; and
c. A new section 780 is added to provide direction and information to controllers pertaining
to Special Aviation Events (air show).
49
I. CODE “88”
1. During recent unit evaluations it was noted that some units are counting an 88 for each
arriving or departing aircraft that is provided with traffic information or conflict resolution within
the zone or TRA. Since arriving and departing itinerant aircraft are already recorded once with
a runway number, the use of any other code, regardless of the activity associated with the
aircraft before landing or after departure, is not permitted.
a. 1021.3 G. 4. a. Note 1 - is amended.
2. ATAG Change:
A. ATIS MESSAGE WHEN TOWER IS CLOSED
1. When a part-time tower closes and a co-located or remote Flight Service Station provides an
Airport Advisory Service (AAS) or a Remote Airport Advisory Service (RAAS), it is not always
clear to aircraft what level of service is being provided.
2. It was suggested at ATAG-3 that this problem could be resolved at those locations that have
an ATIS by having the tower controller record a standard message prior to closing.
a. a new 171.3 is added.
3. The following urgent ATS Operational Publications change are included::
A. PUSHBACKS
1. ATC MANOPS 334.1 is amended in accordance with the ATS Operational Publication
change.
2. Remove ATS Operational Publication change and retain it with the explanatory pages for this
ATCD.
B. FMS ARRIVAL PROCEDURES

1. ATC MANOPS 569.3 is deleted in accordance with the ATS Operational Publication change.
2. Remove ATS Operational Publication change and retain it with the explanatory pages for this
ATCD.
A. Abreviation of “ERS - Emergency Response Services” is changed to “AFF - Aircraft Fire
Fighting”;
B. 112.4 - is added requiring personnel to turn off personal cell phones and pagers brought to the
workplace when they are carried in an operations area;
C. 117.2 - is amended as reporting hazards should not be discretionary;
D. 132.1 A. 5. Reference - is amended as DOT-DND SIR Agreement has been renegotiated;
E. 134.1 C. Note 2 - is deleted as it is no longer required;
50
F. 134.3 - is deleted as the direction is repeated in 135.7;
G. 135.7 D. - is amended to delete the requirements to state the direction of the word in degrees
true. The A.I.P. tells pilot that wind direction from aviation weather reports is in degrees true,
requiring controllers to repeat this fact unneccessarily increases workload and frequency
congestion;
H. 193.3 - is deleted as redundant;
I. 402.4 - the word “Note” is added in the English version only;
J. 533.1 - is edited in the French version only to read the same as the English;
K. 545.1 - is edited in the French version only to read the same as the English;
L. 545.1 B. Phraseology and 545.1 B. Note - are deleted to eliminate a discrepancy with 563.1 B.
and a reference is added;
M. 621.1 A. 2. and 622.2 - “emergency response services (ERS)” is changed to “aircraft fire fighting
(AFF);
N. 903.2 C. 8. - is edited in the English version only to read the same as the French;
O. 1021.3 C. 2. - is amended to match ICAO; and
P. 1021.3 G. 4. a. Note 2 - “when” is changed to “where” to correct grammar.
5. Attached are the ATCMANOPS page replacements:
Remove Insert
1-1 to 1-8 1-1 to 1-8
1-13 to 1-14 1-13 to 1-14
1-23 to 1-24 1-23 to 1-24
1-27 to 1-30 1-27 to 1-30
1-33 to 1-36 1-33 to 1-36
1-47 to 1-48 1-47 to 1-48
1-55 to 1-56 1-55 to 1-56
3-1 to 3-2 3-1 to 3-2
3-19 to 3-20 3-19 to 3-20
3-31 to 3-34 3-31 to 3-34
51
4-3 to 4-4 4-3 to 4-4
4-19 to 4-86 4-19 to 4-102
5-1 to 5-2 5-1 to 5-2
5-27 to 5-28 5-27 to 5-28
5-33 to 5-34 5-33 to 5-34
5-53 to 5-60 5-53 to 5-60
6-9 to 6-10 6-9 to 6-10
7-1 to 7-2 7-1 to 7-2
7-35 to 7-36
9-7 to 9-8 9-7 to 9-8
10-7 to 10-10 10-7 to 10-10
Kathy Fox
Assistant Vice President
52
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Director, Air Traffic Services
Direct Line: (613) 563-5657
URGENT
EFFECTIVE DATE: September 28, 2000

Manager, Operational Systems Requirements
SUBJECT: PUSHBACKS
Following a recommendation by the Air Traffic Services Advisory Group (ATAG), an ATC MANOPS amendment to 334.1 was
included in the July 13, 2000 ATCD. The original request to change 334.1 was controller driven at ATAG and appeared to satisfy
the concerns of the group. The resulting effect on operations in different parts of the country does not appear to have been foreseen
during the ATAG discussions and thus, the assumption of a smooth transition to a new way " of dealing with pushbacks was wrong.
Prior to implementation, Head Office issued an E-mail memo and rescinded the July 13 ATCD section of ATC MANOPS 334.1
dealing with pushbacks.
The direction contained in ATC MANOPS 334.1 and the associated phraseology used prior to the July 13 ATCD has been restored
and the entire pushback issue will be returned to ATAG for re-evaluation.
This change will be reflected in a quarterly directive.
Please insert this page between pages 3-20 and 3-21 of ATC MANOPS.
53
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Director, ATS Standards, Procedures and Operations
Direct Line: (613) 563-5657
URGENT
EFFECTIVE DATE: November 7, 2000

Director, Operational Systems Requirements
SUBJECT: FMS ARRIVAL PROCEDURES
NAV CANADA has been informed by Transport Canada that there are regulatory compliance issues with a part of the present
procedures for STAR (FMS) arrivals as published in the Canada Air Pilot and presently being used in Airline Company Trials.
Effective immediately for aircraft flying an open" FMS STAR to the downwind Termination Waypoint (DTW), controllers will
provide radar vectors, as required, to the final approach course. The option to close" the FMS STAR to the final approach by issuing
approach clearance and having the pilot conduct an auto turn at the DTW to the Final Approach Course Fix (FACF), as described
in MANOPS 569.3 is suspended until further notice.
This is a mandatory briefing item for all concerned staff. This change will be reflected in a quarterly directive.
Please insert this page between pages 5-54 and 5-55 of ATC MANOPS.
54
ATCD: 2001-2
ATC Directive
1. MAJOR CHANGES:
A. MANUAL OF ALL WEATHER OPERATIONS;
B. TRAFFIC INFORMATION;
C. VFR WAYPOINTS;
D. DISCONTINUANCE OF VERTICAL SEPARATION BASED ON LTD, AND LTD
AND DME REPORTS; AND
E. RNPC LONGITUDINAL SEPARATION - MACH-NUMBER TECHNIQUE.
2. ATAG CHANGES:
A. ADDITION OF NEW PHRASEOLOGY; AND
B. CLEARANCE CANCELLED TIME.
1. Major Changes:
A. MANUAL OF ALL WEATHER OPERATIONS (TP1490)
1. Since ATC MANOPS 140, 347 and 571 cover all the areas described in document TP1490
as they relate to ATS there is no requirement for this document to be included in unit libraries.
2. TP1490, Third Edition, October 1990, a Transport Canada document is being incorporated
into CARs and will be available via electronic form.
a. 141.1 Reference - is deleted; and
b. 141.5 Note - is deleted.
55
B. TRAFFIC INFORMATION
1. An analysis was conducted concerning the description of altitude information in the exchange
of traffic information. It had been suggested, as an option, to describe the altitude as “500/
1000/2000 feet above or below” in reference to the aircraft to which you are passing the
traffic. This application would have the most benefit between aircraft operating at known
altitudes. Use of this method is concise, clear and may reduce the risk of pilots misinterpreting
the traffic information altitude as a cleared altitude. The use of “(number of feet) above or
below” is now included as an option, to provide maximum flexibility.
a. 165.5 Phraseology and 165.6 Phraseology - are amended to delete specific altitude
description;
b. 165.5 Example and 165.6 Example - are added;
c. 165.5 D., 165.6 D. and 166.3 D. - notes are added to indicate optional method of altitude
description;
d. 166.3 Example - is amended;
e. 217.3 A. 3. Reference - the reference number is updated;
f. 405.2 - is deleted and 405.3 is renumbered 405.2; and
g. 503.9 C. Reference - the reference numbers are updated.
C. VFR WAYPOINTS
1. VFR waypoints are being published where visual reporting points currently exist to allow
location of reporting points with greater ease. VFR waypoints will facilitate navigation for VFR
pilots using Global Position System (GPS) and other Area Navigation receivers. These
waypoints will also provide pilots with additional tools to improve positive situational
awareness.
2. The VFR waypoints depicted in latitude and longitude, use unique five-letter identifiers
beginning with the letters “VC”. This will provide an immediate recognition that the waypoint
is for VFR purposes in Canadian airspace. The reporting point will still however, be referred
to by the full name (i.e. Power Plant) and not by the assigned five-letter identifier. The
common name of the reporting point, as it currently exists, shall be used in all
communications between ATC and pilots. Until all charts have been updated, waypoint
listings will be published in the CFS.
3. To make controllers aware of the new method of depicting VFR waypoints, MANOPS 342 will
be amended by adding a new paragraph describing the waypoint identifiers and how to refer
to them in all ATC communications.
4. The reason for this amendment is to inform controllers about the new method of illustrating
VFR waypoints on VTA charts.
a. 342.9 - is added to explain how to refer to VFR waypoints in ATC communications.
56
b. 342.9 Note - is added to describe how VFR waypoints are being depicted, and why they
are being published.
D. DISCONTINUANCE OF VERTICAL SEPARATION BASED ON LTD, AND LTD AND DME
REPORTS
1. To discontinue vertical separation between aircraft on reciprocal tracks that have passed and
are 5 miles apart, position reports have to be in relation to a common point. DME equipped
aircraft may be separated by this standard provided they use the same DME facility. Caution
must be exercised when working with aircraft that provide GPS (LTD) reports. However,
when requesting position reports from /G aircraft, controllers should keep in mind that GPS
receivers typically display distance relative to the next waypoint. Therefore two /G aircraft on
reciprocal tracks may be using different waypoints. Distance information to other reference
points is normally available on other pages of GPS receivers. Pilots are being advised
through the Aeronautical Information Circular (AIC) 2001 that ATC may request position
reports from other reference points for separation purposes and therefore pilots should be
familiar with the quickest way to retrieve distance information in the interest of avoiding
delays. The publishing of the AIC will facilitate ATC to use MANOPS 472.7 C. for other than
DME aircraft.
2. The remaining challenge will be when applying this standard between aircraft providing DME
and LTD reports, which will prevail during the transition to satellite navigation. DME reports
still present the problem of slant range error close to the DME facility, whereas LTD reports
are not affected by slant range. To account for this difference, if the outbound aircraft is
utilizing DME, it must be 15 miles or more from the DME facility to minimize the effect of slant
range, regardless of whether the inbound aircraft is /G or DME equipped. Basically the rule
is applied the same way as when dealing with two DME equipped aircraft. However, when
the outbound aircraft is /G equipped, slant range is not a factor.
3. In order for controllers to know which distance information is being relayed, there is a
requirement to standardize position reporting, as more aircraft are being equipped with RNAV
and GPS avionics. As a result, distance information will now be provided in miles if the
position report is based on RNAV or GPS (e.g. 30 miles from Sumspot VOR). If the report is
based on DME then the distance will be reported in DME (e.g. 30 DME from Sumspot VOR).
4. The reason for this amendment is to inform controllers about the limitations of GPS receivers
and how to effectively apply MANOPS 472.7 C. between aircraft providing LTD, and LTD and
DME reports. MANOPS 474.5 is being amended to distinguish between RNAV, GPS or DME
distance reporting.
5. Other minor editorial changes are also made to paragraphs 474.10 B., 474.10 C., 474.11 D.,
475.2 G. and 475.2 H.
a. 472.7 C. - is amended to include aircraft that provide LTD reports;
b. 472.7 C. - notes are added explaining that the 15 miles or more from a common point only
applies to aircraft utilizing DME and stating that 474.7 does not apply here;
c. 472.7 C. Diagram 1 - is amended by adding that 15 miles from the common point only
applies if the aircraft is utilizing DME;
57
d. 472.7 C. Diagram 2 - is amended by adding that 15 miles from the common point only
applies if the aircraft is utilizing DME;
e. 474.5 - a note is added advising that pilots can provide distance to other than next
waypoint on request, and that controllers are to ensure that LTD reports are in relation to
a common point;
f. 474.5 - a note is added advising that position reports based on RNAV and GPS will be
reported in miles whereas those based on DME will be reported as DME;
g. 474.10 B. 2. Note - is amended by adding that LTD reports are typically in relation to the
next waypoint; and
h. 474.10 C. 2., 474.11 D. 1., 475.2 G. 2. and 475.2 H. 2. - a note is added stating that
474.10B.2. Note also applies here.
E. RNPC LONGITUDINAL SEPARATION - MACH-NUMBER TECHNIQUE
1. Paragraph 485.6 permits a reduction of the 10-minute RNPC longitudinal separation
minimum (Mach-number technique) to values down to 5 minutes in accordance with a sliding
scale defined in a table in the paragraph. The time reduction was based, in part, on the
necessity of a report over the same NAVAID or the same fix derived from NAVAIDs. This
change will now permit the application to include a report over a common point, which, by
definition, includes geographical coordinates expressed in degrees of latitude and longitude.
The paragraph was renumbered for clarity and consistency with the CMNPS application.
a. 485.6 - is amended to specify a common point.
2. ATAG Changes:
A. ADDITION OF NEW PHRASEOLOGY
1. This change is the result of an ATAG recommendation. The use of the term “WILCO” is being
re-introduced for use by controllers. This term is used by Canadian flight service specialists,
the FAA and is defined and recommended by ICAO.
a. 213.1 - a definition for the term “WILCO” is added.
B. CLEARANCE CANCELLED TIME
1. At the ATAG 2 meeting, clarification was requested with respect to the application of the time
associated with “clearance cancelled if not airborne by”. The Manager, Airspace and
Procedures took the matter under review. In order to standardize the procedure within ATC,
the applicable MANOPS paragraph is amended to reflect the time element with respect to a
clearance cancelled time.
a. 443.3 - a note is added.
A. definition of “COMMON POINT” - is amended;
58
B. abbreviation of “TSR” - is updated in the English version and added in the French version;
C. 151.2 A. - is amended as the word “cleared” is not permitted with ground associated movements
of aircraft or vehicles in the English version only;
D. 314.3 C. and 1041.3 - “aircraft” is changed to “aviation” in the English version only;
E. 344.1 B. - is amended in the French version only to read the same as the English;
F. 362.5 B. - a “N” is added at the end of the paragraph in the English version only;
G. 424.3 Reference and 424.4 Reference - a reference is added;
H. 473.8 Diagram - is amended to correct the angle indication of “45o or more”;

I. 475.7 B. 1. Note - Paragraph E. is moved to 475.7 B. 2. Note in the French version only;
J. 522.4 - is amended in the French version only to read the same as the English;
K. 652.2 A. 1. - “Aviation Operations Centre (AOC)” is changed to “Civil Aviation Contingency
Operations (CACO)”;
L. 652.2 A. 1. Note - “AOC” is changed to “CACO”;
M. 652.2 A. 2. - “Regional Director, NAV CANADA” is changed to “Duty Manager, Air Navigation” to
reflect the new structure; and
N. 806.2 D. - is changed to refer to the appropriate paragraph.

Remove Insert
1-33 to 1-36 1-33 to 1-36
1-41 to 1-46 1-41 to 1-46
2-9 to 2-10 2-9 to 2-10
2-13 to 2-14 2-13 to 2-14
3-13 to 3-14 3-13 to 3-14
3-27 to 3-28 3-27 to 3-28
3-51 to 3-52 3-51 to 3-52
4-5 to 4-6 4-5 to 4-6
4-15 to 4-16 4-15 to 4-16
59
4-33 to 4-34 4-33 to 4-34
4-51 to 4-52 4-51 to 4-52
4-55 to 4-56 4-55 to 4-56
4-63 to 4-70 4-63 to 4-70
4-75 to 4-76 4-75 to 4-76
4-89 to 4-90 4-89 to 4-90
5-7 to 5-8 5-7 to 5-8
6-23 to 6-24 6-23 to 6-24
8-7 to 8-8 8-7 to 8-8
10-19 to 10-20 10-19 to 10-20
Kathleen Fox
60
ATCD: 2001-3
ATC Directive
1. NO SUBJECTS IN THIS DIRECTIVE.
1. This directive contains no subjects requiring changes to ATC MANOPS.

A. The Airspace and Procedures Branch is in the process of changing their publishing environment
from Interleaf to FrameMaker and, as a result, there are no amendments in this directive. It is
anticipated that regular amendments will commence on October 4, 2001.
B. In the interim, changes to ATS procedures will be distributed via Urgent ATS Operational
Publication Change.
C. Please record and retain this directive in ATC MANOPS.
Kathy Fox
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ATCD: 2001-4
ATC Directive
1. NO SUBJECTS IN THIS DIRECTIVE.
1. This directive contains no subjects requiring changes to ATC MANOPS.

A. The Airspace and Procedures Branch is in the process of changing their publishing environment
from Interleaf to FrameMaker and, as a result, there are no amendments in this directive.
B. In the interim, changes to ATS procedures will be distributed via Urgent ATS Operational
Publication Change.
C. Please record and retain this directive in ATC MANOPS.
Kathy Fox
62
ATCD: 2002-1
ATC Directive
1. MAJOR CHANGES
A. DEFINITIONS AND CLARIFICATION OF “GO AROUND”;
B. DISCRETE EMERGENCY FREQUENCY (DEF);
C. NOTAM DEFINITIONS;
D. OPERATIONAL CONDITION REPORTS;
E. TAWS/GPWS ADVISORIES;
F. SPECIAL OPERATIONS;
G. ILS/MLS MALFUNCTION;
H. BELOW MINIMA OPERATIONS;
I. DENIAL OF CLEARANCE;
J. ULTRA-LIGHTS;
K. PRE-DEPARTURE CLEARANCES;
L. TIME WITH A READBACK;
M. VALIDATION TIMES;
N. USE OF RADAR TO PROVE 30 RNPC;
O. RADAR SEPARATION PROCEDURES;
P. RADAR VECTOR;
Q. SUCCESSIVE ARRIVALS;
R. ELT DETECTORS;
S. MARSA - MILITARY ARRANGEMENTS;
T. STRIP WRITING - WAKE TURBULENCE; AND
63
U. STRIP MARKING.
2. ATAG CHANGE:
A. PHRASEOLOGY CHANGE.
3. THIS DIRECTIVE INCORPORATES 8 URGENT ATS OPERATIONAL
PUBLICATION CHANGES:
A. AMENDMENT TO ATCD 2001-2;
B. OPERATIONAL SAFETY REVIEW OF CROSSWIND OPERATIONS;
C. LAND AND HOLD SHORT OPERATIONS (LAHSO) TAILWIND;
D. FLIGHT PROGRESS STRIPS IN A BILINGUAL ENVIRONMENT;
E. MANDATORY FREQUENCY;
F. TAXI TO POSITION;
G. TAXI AUTHORIZATION TO AIRCRAFT AND VEHICLES; AND
H. RNAV STAR PROCEDURES.
1. Major changes:
A. DEFINITIONS AND CLARIFICATION OF “GO AROUND”
1. NAV CANADA is a member of the Multi-Agency ATS Procedures Co-ordination Group
(MAPCOG), consisting of representatives from NAV CANADA, the FAA and Eurocontrol. Its
primary purpose is to harmonize ATS procedures among the three agencies and to make
recommendations to ICAO on ATS matters. One of its work projects is the standardization of
ATS definitions. To meet our commitments, changes to definitions, new definitions and new
phraseology are now included in ATC MANOPS.
2. With the inclusion of a definition for “Go Around” it became evident that clarification of this
term was necessary. Explanatory material and new references are added.
a. Definitions - new definitions for “Abeam”, “Abort”, “Active Runway”, “Conflict” and “Go
Around” are added and “Estimate” is revised;
b. 213.1 - use of word Expedite is added;
c. 344.10 - a Note is added to clarify pilots’ expected actions;
d. 351.7 - is amended to delete inappropriate inclusion of term “missed approach” reference
an aircraft on a visual approach;
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e. 351.7 Note - is amended for conciseness; and
f. 351.7 Reference - is amended.
B. DISCRETE EMERGENCY FREQUENCY (DEF)
1. Industry Canada has agreed to the use of 122.675 as a Discrete Emergency Frequency
(DEF) for use by AFF at the twenty-eight airports described in Subpart 303 of the CARs
Standard 323. This use of the DEF will allow undisturbed clear communications between the
cockpit crew and the senior firefighter on the ground during an incident when communications
with ATC is no longer required.
2. Changes to the communications transfer procedures and the emergency procedures in
section 6 of ATC MANOPS will now refer to the DEF for use by AFF in emergency situations.

a. Definitions - a new definition for Discrete Emergency Frequency is added;
b. Abbreviations - a new abbreviation for Discrete Emergency Frequency (DEF) is added;
c. 363.1 and 363.1 Phraseology - are modified to include “agency” as a possible contact
source;
d. 363.1 Note - is added;
e. 494.2 - is modified to mirror 363.1;
f. 494.2 A. Reference - is added;
g. 653.1 Reference - is amended;
h. 653.1 A. - is modified to reflect recent name changes to AFF;
i. 653.1 B. and 653.1 C. 2. - are modified to include the representative to the airport operator
as a contact source;
j. 653.1 D. Note and 653.1 D. Reference - are added;
k. 661.1 - is modified to change the word discrete frequency to designate frequency, thus
avoiding confusion with the Discrete Emergency Frequency;
l. 661.1 Note - is amended;
m. 661.1 Note 2 - is added and 661.1 Note is renumbered 661.1 Note 1; and
n. 661.1 Reference - is amended.
C. NOTAM DEFINITIONS
1. The term “NOTAM” is used daily by controllers but is not defined in ATC MANOPS. A new
definition is therefore provided.
a. Definitions - a new definition for NOTAM is added.
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D. OPERATIONAL CONDITION REPORTS
1. ATSI 2001-1 was issued in order to provide direction on the use of Operational Condition
Reports (OCRs). Changes to ATC MANOPS are required to provide reference to ATSI 2001-
1.
a. 106.1 Reference - is added;
b. 106.2 - is added in order to direct personnel to become familiar with the OCR process;
c. 106.2 Note - is added to refer to ATSI 2001-1 for direction according to the present
NAV CANADA organizational structure; and
d. 106.2 Reference - is added.
E. TAWS/GPWS ADVISORIES
1. An amendment to the CARs will soon permit a pilot-in-command of an aircraft to deviate from
an air traffic control clearance or instruction to the extent necessary to carry out a collision
avoidance manoeuvre, where the manoeuvre is carried out in response to a warning from a
Ground Proximity Warning System (GPWS) or Terrain Awareness and Warning System
(TAWS). These terms are added to ATC MANOPS.
a. Abbreviations - new abbreviations for TAWS and GPWS are added; and
b. Subsection 127 - is rewritten for clarity and to include GPWS and TAWS RAs.
F. SPECIAL OPERATIONS
1. A recent unit evaluation revealed that aircraft involved in active fire-fighting activities were
being given prioritized service for their departures and arrivals. By doing so, the controllers
facilitated the fire-fighting exercise by permitting the aircraft to take off and to land before local
aircraft. As a result, the overall effort at combating wilderness fires was enhanced with only
a slight delay to local aircraft. ATC MANOPS does not permit this action.
2. Further examination of this issue has also demonstrated that no special provisions are in
place for the expeditious handling of other special use aircraft, such as police aircraft on
urgent missions.
a. 132.6 - is added to provide controllers with direction when dealing with aircraft departing
on active fire-fighting missions or urgent police missions;
b. 132.6 Note - is added; and
c. 132.6 Reference - a reference to ATSAMM 211.1 is added to provide the Site managers
with direction to develop local procedures for aircraft on these missions.
66
G. ILS/MLS MALFUNCTION
1. ATC MANOPS 192 directs the airport controller to consult with the FSS and keep them
informed of ILS malfunctions. Since the recent operational changes, some towers now
communicate with Technical Operations for coordination and reporting of ILS malfunctions.
a. 192.1 and 192.3 - are changed to include Technical Operations in the coordinating and
reporting process for ILS malfunctions.
H. BELOW MINIMA OPERATIONS
1. There is no requirement to complete an aviation occurrence report for a VFR operation in
SVFR conditions, as might be perceived by 314.1 D. It is the pilot’s responsibility to
determine the safety of the operation, and not ATC.
2. An aviation occurrence report will be filed only when the operation takes place in conditions
that are below SVFR visibility limits.
3. The Aircraft Occurrence Report form was eliminated last year and changes were made in
ATC MANOPS to reflect this. More changes are required in order to eliminate all reference
to this deleted form.

a. 112.3 C. Reference, 314.1 D., 314.1 D. Reference, 314.2 C., 314.3 C., 1042.2 B. Note
and 1042.2 B. Reference - “aircraft occurrence report” is changed to “aviation occurrence
report”;
b. 314.1 D. - is modified so that an aviation occurrence report is submitted if the operation
takes place in weather conditions that are below SVFR; and
c. 314.3 - is amended.
I. DENIAL OF CLEARANCE
1. Questions from the field have been received with respect to denial of clearance. In particular,
controllers questioned the need for identification of the person requesting the denial of
clearance and whether or not the lack of airport AFF services could require a controller to
refuse a clearance to aircraft.
2. The following ATC MANOPS changes will address these issues and, in addition, will
introduce the requirement to file an AOR in the event of a denial of clearance.
a. 315.1 Note - is added;
b. 315.1 C. and 315.1 E. - are modified to reflect name changes;
c. 315.3 Note - is modified;
d. 315.6 is renumbered 315.4 and 315.4 (old) and 315.5 (old) are renumbered 315.5 and
315.6; and
e. 315.4 C. (new) and 315.4 C. Reference (new) - are added.
67
J. ULTRA-LIGHTS
1. ATC MANOPS identifies two types of ultra-lights in 371.2 Note: classic and advanced. This
classification is incorrect. Since 1997, ultra-lights have been classified as either “basic” or
“advanced”. The 317.2 Note also refers to the registration of ultra-lights as “C-I”. This
reference is correct only for ultra-lights registered after 1997. Those ultra-lights registered
before 1997 may still be registered and identified as a “C-G” or a “CF” aircraft.
2. A recent Transport Canada interpretation has indicated that there is no basic weight
difference between ultra-light aircraft and that these aircraft fall into the “Light” category of
aircraft for the application of wake turbulence separation by ATC. Transport Canada officials
state that while imposed separation isn’t required between ultra-lights and other “Light”
category aircraft as C150s and J3s, advice that the other traffic is present would be useful.
a. 317.2 - is rewritten to reflect procedures for the handling of ultra-light aircraft; and
b. 317.2 Note - “classic” is replaced with “basic” and new information pertaining to
registration is also added.
K. PRE-DEPARTURE CLEARANCES
1. The installation of modern systems and leading edge technology in Canada’s ATC units
requires controllers to adjust to non-traditional methods of providing ATC services. An
example of change brought on by new technology in control towers is the delivery of initial
IFR clearances via Air-Ground Datalink (AGDL). This new delivery method is known as “Pre-
Departure Clearance” or PDC.
2. PDC procedures have been successfully tested at Toronto LBPIA and Vancouver
International airports and plans are made for PDC installation at many more Canadian
airports in the near future. ATC MANOPS is changed to reflect these changes.
a. Abbreviations - AGDL, EXCDS and PDC are added;
b. 331.2 - is modified;
c. 331.2 Note - is added;
d. 333.1 Note - is added;
e. 333.2 - is modified;
f. 333.3 - is modified; and
g. 333.4 - is added.
L. TIME WITH A READBACK
1. A period of testing in Vancouver has shown that the “time” that is issued to a pilot as per 333.3
is unnecessary during routine operations. The issuing of the time continues to be essential
however when a CC time, and EAC or EFC time or other time is required for the provision of
IFR separation.
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2. The requirement to provide the pilot with the time will therefore continue but only when
needed when time is a factor in an IFR clearance.
a. 333.3 and 333.3 Phraseology - are modified;
b. 333.3 Note 2 - is added and 333 Note is renumbered 333.3 Note 1; and
c. 454.2 Reference - is added.
M. VALIDATION TIMES
1. A recent interpretation confirmed that seconds were not to be considered in the calculation of
CC or CV times. The CC/CV time it was argued, occurred at the moment the required time
appeared on the clock and not that moment plus the period until an additional fifty nine
seconds had elapsed. ATC MANOPS is changed to reflect this change.
a. 443.3 Note - is modified.
N. USE OF RADAR TO PROVE 30 RNPC
1. Currently, ATC MANOPS does not permit the use of radar to prove RNAV distance for
separation between RNPC aircraft. There are instances where an operational advantage can
be gained by using radar instead of RNAV position reports to determine distances between
aircraft. One example is in RNPC airspace, where an aircraft is transitioning from an area of
radar coverage to an area in which there is no radar coverage. ATC MANOPS is amended
to include radar as a means of proving RNAV distance under specified conditions. This will
eliminate the requirement for controllers to request position reports from radar identified
aircraft.
2. Specifically, radar can also be used to determine distance between same track aircraft to
prove 30 miles RNPC separation.
3. When using radar to prove 30 miles RNPC for same track aircraft that are transitioning to non-
radar airspace, a sufficient distance must exist between aircraft to ensure the required RNPC
separation will exist at the next common point.

a. 484.1 C. - is added to include radar in the application of longitudinal separation;
b. 484.4 - is amended to indicate that radar can be used to prove 30 miles RNPC when
transitioning from a radar to non-radar environment for aircraft that follow the same track
or continuously diverging tracks; and
c. 484.4 Note - is added to state that position reports from common points shall be requested
as necessary to ensure the required separation is maintained or increased.
O. RADAR SEPARATION PROCEDURES
1. 5 MILE SEPARATION REQUIREMENTS
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a. Neither ATC MANOPS nor CARs provide direction for the application of 5 mile radar
separation when using the extended ranges available on RSiT, NSiT or GSiT. The RSiT
can be set to a maximum range of 750 miles left to right and the NSiT and GSiT range can
be set to a maximum of 3,000 miles left to right. Therefore, the issue of maximum
allowable range for the use of 5 mile separation needs to be addressed.
b. For control of typical en route sectors, ranges of 600 miles left to right are not uncommon.
Up to this range, existing control procedures for 5 mile radar separation shall apply.
Criteria for application of 5 mile radar separation beyond ranges of 600 miles are
described below.
c. An evaluation process examined the appearance of 5 mile separation between targets on
a multitude of ranges. It became evident that without the use of spacing tools or larger
PPS sizes, the actual distance between targets would be difficult to judge. After trials and
consultation with staff from Operational Requirements, it was agreed the use of larger
PSS sizes would ensure that separation is maintained. Therefore, on ranges greater than
600 miles, PPS size 6 shall be utilized as necessary to guarantee the required separation.
2. 3 MILE SEPARATION REQUIREMENTS
a. ATC MANOPS is amended to allow adjacent en route sectors to utilize 3 mile separation
to assist in the splaying of departures transiting to the en route phase of flight. Given the
new technology available to controllers and mosaicing to ensure the best radar returns,
this new application of the 3 mile separation standard should provide a positive effect of
increasing departure capacity.
b. This amendment also clarifies where 3 mile separation may be used. Accordingly, en
route sectors vectoring aircraft to final approach are now restricted to the use of 5 miles
separation. Associated with this is a revised definition of “Terminal Control Service”.
c. Further, ATC MANOPS has been amended to reflect the recent Transport Canada
exemption to the CARs allowing for the use of RSiT displays. For the provision of 3 mile
separation a maximum range of 120 miles on RSiT may be used.
a. Definitions - a new definition is added for “Terminal Control Service”;
b. 501.10 - is deleted as no longer relevant;
c. 532.1 A. 1. - is added stating the maximum range for the use of 5-mile radar separation;
d. 532.1 A. 1. Note - is added stating the maximum range than can be displayed on the RSiT;
e. 532.1 A. 2. - is added listing the requirements for the use of 5 mile separation on ranges
greater than 600 miles;
f. 532.1 A. 2. a. - is added stating the use of PPS size 6 to ensure radar separation is
maintained;
g. 532.1 A. 2. a. Note - is added stating that the use of PPS size 6 is not mandatory at all
times;
h. 532.1 A. 2. a. Reference - is added;
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i. 532.1 A. 2. b. - is added specifying the inset scale for the use of 5 mile radar separation;
j. 532.1 B. 2. b. - is added to reflect the exemption received from Transport Canada for RSiT
displays on a 120 mile scale;
k. 532.1 B. 2. b. Note 1 - is added to reflect the mosaiced radar environment in use at most
units;
l. 532.1 B. 2. b. Note 2 - is added to ensure an inset window will not be used in the
application of this procedure;
m. 532.1 B. 3. - is added to ensure the 3 mile separation application takes place within 80
miles of the radar antenna;
n. 532.1 B. 3. Note - is added to reflect the mosaiced radar environment in use at most units;
o. 532.1 B. 3. Reference - is added to make reference to the ATSAMM requirements when
applying this section of ATC MANOPS;
p. 532.1 D. 2. b. and 532.1 E. 2. - are broken down into parts to indicate the scale to be used
with RSiT;
q. 532.2 - is added to direct controllers in the application of 3 mile procedure transitioning to
another form of separation in an en route sector;
r. 532.2 through 532.9 are renumbered 532.3 through 532.10;
s. 541.2 A. - is amended by specifying that aircraft shall not be vectored for separation
purposes on ranges greater than 600 miles;
t. 541.2 A. Note - is added recommending to use insets for vectoring aircraft for separation
purposes on ranges beyond 600 miles; and
u. 562.2 B. Note - is amended to eliminate the reference to en route sector.
P. RADAR VECTOR
1. It has been noted certain commonly used phrases are not included in phraseologies as they
apply to radar vectoring. The following amendments streamline the section providing new
approved phraseology.
a. 541.3 Phraseology - is deleted;
b. 541.3 A. Phraseology - is added;
c. 541.3 B. - “fix, airway, or” is deleted;
d. 541.3 B. Phraseology - is added; and
e. 543.1 Phraseology - is amended.
Q. SUCCESSIVE ARRIVALS
1. ATC MANOPS 562.3 is changed to better align text with the intent of the section. The
previous text was over restrictive when compared with the definition of “Final Approach”.
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a. 562.3 – “final approach” is changed to “the final approach course”; and
b. 562.3 Reference – is added.
R. ELT DETECTORS
1. Some ATC units are equipped with portable hand-held ELT detectors. There is no ATC
MANOPS reference or direction as to their use.
a. 625.1 Note 2 - is added and 625.1 Note is renumbered 625.1 Note 1.
S. MARSA - MILITARY ARRANGEMENTS
1. MARSA is a military service prerogative that cannot be initiated by individual pilots or
controllers. As such, MARSA is not applicable to military formation flights that break up into
individual sections or individual aircraft. During join-up or break-up, the formation and/or
section leader is responsible for separation between aircraft within the formation until such
time that the appropriate IFR minimum is achieved.
2. The “ATS/DND/USAF” Agreement dated January 1, 1988 has been superseded by
“Arrangement E-13 Air Refueling Tracks”. ATC MANOPS 861.1 Note is amended
accordingly.
a. 843.1 Note - is amended; and
b. 861.1 Note - is amended.
T. STRIP WRITING - WAKE TURBULENCE
1. In ATCD 1999-1 the requirement to indicate TCAS equipment on IFR flight progress strips
was eliminated. Since TCAS equipment indications were linked to aircraft wake turbulence
categories, this information was lost on controller prepared flight progress strips. Prior to the
introduction of TCAS, controllers were required to indicate on IFR flight data strips that an
aircraft was in the heavy wake turbulence category. The requirement for controllers to
indicate that an aircraft is in the heavy wake turbulence category as defined by the Canadian
Aviation Regulations (CARs) and listed in TP143 (Air Traffic Designators) still remains. For
aircraft in the heavy wake turbulence category, aircraft type will be prefixed by the symbol “H/
” on IFR flight progress strips.
2. As with the IFR flight progress strips, the requirement to indicate that an aircraft is in the
heavy wake turbulence category on Control Tower flight data strips remains. Aircraft type will
be prefixed by the symbol “H/” on Control Tower Flight progress strips if the aircraft is heavy.
a. 903.2 B. - is amended to include the prefix “H/” for heavy aircraft;
b. 903.2 B. - Example is added to show the prefix for a heavy aircraft;
c. 903.2 C. Example - is changed to show a medium weight aircraft and the suffix for RVSM
certified aircraft; and
72
d. 912.3 B. - is amended to include the prefix “H/” for heavy aircraft.
U. STRIP MARKING
1. A request for clarification from the field revealed that the direction currently contained in ATC
MANOPS was contradictory and did not clearly reflect the appropriate sequence of events.
a. 904.1 B. Note - is rewritten; and
b. 904.1 D. Note - is added to clearly indicate the appropriate sequence of events.
2. ATAG change:
A. PHRASEOLOGY CHANGE
1. The French term “Continuez”, when used on initial contact with a pilot or vehicle operator may
be misunderstood to mean “continue” or “go ahead” and provoke an unintended movement
of the vehicle or aircraft. To avoid any possible misunderstanding, this term will be used only
with phraseology intended for vehicle or aircraft movement and not on initial radio contact.
a. 354.5 Note - is added in the French version of ATC MANOPS.
3. The following urgent ATS Operational Publications changes are included:
A. AMENDMENT TO ATCD 2001-2 (APRIL 19, 2001)
1. ATC MANOPS 472.7 C. is amended in accordance with the ATS Operational Publication
Change.
ATCD.
B. OPERATIONAL SAFETY REVIEW OF CROSSWIND OPERATIONS (MAY 12, 2001)
Change.
ATCD.
C. LAND AND HOLD SHORT OPERATIONS (LAHSO) TAILWIND (JULY 14, 2001)
1. ATC MANOPS 352 is amended in accordance with the ATS Operational Publication Change.
ATCD.
D. FLIGHT PROGRESS STRIPS IN A BILINGUAL ENVIRONMENT (AUGUST 9, 2001)
ATCD.
73
E. MANDATORY FREQUENCY (OCTOBER 11, 2001)
1. ATC MANOPS 493 and 494 are amended in accordance with the ATS Operational
Publication Change.
ATCD.
F. TAXI TO POSITION (OCTOBER 18, 2001)
ATCD.
G. TAXI AUTHORIZATION TO AIRCRAFT AND VEHICLES (OCTOBER 18, 2001)
1. ATC MANOPS is amended in accordance with the ATS Operational Publication Change.
ATCD.
H. RNAV STAR PROCEDURES (NOVEMBER 1, 2001)
Change.
ATCD.
4. Editorials changes:
A. Definitions of CLOSED FMS ARRIVAL PROCEDURES, FMS DEPARUTRE, DOWNWIND
TERMINATION WAYPOINT (DTW), FMS ARRIVAL, OPEN FMS ARRIVAL PROCEDURE and
TERMINAL AREA ENTRY FIX (BEDPOST), 421.1 Note 2, 461.2 F., 463.2, 569, 541.1, 561.4,
561.4, 561.5, 563.1 Note, 564.5, 564.5 Note 2 and Section 569 - are amended for clarity and
consistency since it was decided at the last NAV CANADA RNAV Working Group that anywhere
the acronym “FMS” was used, relating to ATC en route, arrival or departure procedures should
be changed to “RNAV”;
B. Definition of CONTROLLER JURISDICTION SYMBOL (CJS) - is corrected, in anticipation of
system hand-offs between Canadian Area Control Centres and FAA Air Route Traffic Control
Center sectors;
C. 112.2 B., 112.2 B. Note 1 and 112.2 B. Note 2 - are amended in the French version only;
D. 128.3, 502.2 A. 2. and 532.1 C. 2. - are amended to changed “weight catagory” to “wake
turbulence category” to match the Air Traffic Designators (TP143), ICAO Doc. 8643 and the
Canada Flight Supplement;
E. 165.5 Example - “ALITUTDE” is changed to “ALTITUDE”;
F. 165.5 D. Note - is amended in the French version because of the similar sounds which can be
confusing particularly over a bad radio;
G. 216.11 Note 1 - is deleted as if civil registration for a CASARA aircraft is required, the flight plan
contains it;
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H. 302.5 - “25 noeuds avec rafales” is changed to “25 noeuds rafales incluses” in the French version
only;
I. 335.1 E. - is amended in the French version only as when translated into French, it leaves a
nuance as to the requirements for the arrangement or agreement;
J. 336.3 Note 2 - is added;
K. 431.1 E. Note - “roue” and “assigné” are changed to “route” and “assignée” in the French version
only;
L. 474.11 D. 2. - “d’au moins 20 noeud” is changed to “20 noeuds ou moins” in the French version
only;
M. 494.10 Note - is amended;
N. 903.16 C. - “MA” is changed to “D” in the French version only; and
O. subsection 1021.3 B. - is amended to correct terms and match current procedures.
Remove Insert
1-1 to 1-2 1-1 to 1-2
1-5 to 1-8 1-5 to 1-8
1-17 to 1-20 1-17 to 1-20
1-25 to 1-26 1-25 to 1-26
1-41 to 1-42 1-41 to 1-42
1-55 to 1-56 1-55 to 1-56
2-9 to 2-10 2-9 to 2-10
2-13 to 2-14 2-13 to 2-14
3-1 to 3-68 3-1 to 3-82
4-13 to 4-14 4-13 to 4-14
4-33 to 4-34 4-33 to 4-34
4-37 to 4-40 4-37 to 4-40
4-51 to 4-52 4-51 to 4-52
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4-85 to 4-86 4-85 to 4-86
4-97 to 4-100 4-97 to 4-100
5-1 to 5-2 5-1 to 5-2
5-5 to 5-6 5-5 to 5-6
5-19 to 5-30 5-19 to 5-30
5-47 to 5-50 5-47 to 5-50
5-53 to 5-56 5-53 to 5-56
6-1 to 6-2 6-1 to 6-2
6-13 to 6-14 6-13 to 6-14
6-25 to 6-28 6-25 to 6-28
7-13 to 7-14 7-13 to 7-14
8-23 to 8-24 8-23 to 8-24
8-31 to 8-32 8-31 to 8-32
9-5 to 9-8 9-5 to 9-8
9-19 to 9-20 9-19 to 9-20
9-27 to 9-28 9-27 to 9-28
10-7 to 10-8 10-7 to 10-8
10-19 to 10-22 10-19 to 10-22
Kathleen Fox
Assisant Vice President
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Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Assistant Vice President, Air Traffic Services
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: April 19, 2001

Senior Director, Technical Training
SUBJECT: AMENDMENT TO ATCD 2001-2
1. ATCD 2001-2, effective April 19, 2001, includes an amendment (Major Changes - Paragraph D.) regarding the use of GPS
position reports in the application of 5 miles tail-to-tail separation. ATS Head Office has encountered an unanticipated issue
with the approval process regarding this application and as a result it cannot be implemented at this time.
2. Changes to ATC MANOPS as contained in ATCD 2001-2:
A. Do not insert Page 4-51/52 but retain the existing page 4-51/52, dated 2001-01-25; OR
B. If the amended page has been placed in ATC MANOPS, insert this page between pages 4-50 and 4-51.
3. Other amendments contained in Major Changes, Paragraph D (Discontinuance of Vertical Separation Based Upon LTD, and
DME Reports) remain as they are for information purposes and do not relate directly to this application of tail to tail separation.
4. This is a mandatory briefing item.
77
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: May 12, 2001

SUBJECT: OPERATIONAL SAFETY REVIEW OF CROSSWIND OPERATIONS
1. Subsequent to the initial Safety Review, a second review of crosswind operations at ATC units has been completed by Safety
and Service Design. This review responded to both internal and external concerns that Preferential Runway Programs at times
conflicted with the safety of operations during wet, tailwind, low visibility and SIRO conditions. This resulted in rough landings,
difficult operations from a crew perspective and increased difficulty in accommodating requests for more into wind runways.
2. The Safety Review Team consisted of external members from Air Canada, Canadian Airlines, the Greater Toronto Airport
Authority, the Canadian Business Aircraft Association, Transport Canada, the Airline Pilots Association, and Environment
Canada. NAV CANADA representation came from Toronto ACC, Toronto TMU, Toronto Control Tower, Moncton ACC, and
Head Office.
3. In accordance with the recommendations of the second Safety Review, the following changes are made to ATC MANOPS:
A. Definitions - the following definitions are added: Crosswind, Crosswind Component, Tailwind, Tailwind Component and
Wet Runway;
B. 302.5 - is rewritten to give direction regarding Preferential Runway Programs;
C. 302.5 Note 1- is added to provide an explanation of Preferential Runway Programs;
D. 302.5 Note 2 - is added to provide clarification regarding SIRO/LAHSO which is conducted under a Preferential Runway
Program;
E. 302.5 Example - is renumbered 302.5 B. Example;
F. 302.5 A. 1. - is rewritten to provide explanation and give direction regarding wet and dry runways;
G. 302.5 A. 1. Example - is added to provide an example of an excerpt from a Runway Surface Condition (RSC) report and its
interpretation as it applies to runway selection;
H. 302.5 A. 2. - is added to provide explanation and give direction regarding runways which have surface contamination
greater than 25%;
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I. 302.5 A. 2. Example - is added to provide an example of an excerpt from a Runway Surface Condition (RSC) report and its
interpretation as it applies to runway selection;
J. 302.5 A. 2. Note - is added to provide clarification and direction regarding an RSC report of a "damp" runway;
K. 302.5 B. - is rewritten to give direction for the application of a 25 kt crosswind component on a dry runway with specific
visibility requirements;
L. 302.5 B. Note - is changed to include runway condition and visibility limits. Elimination of components which exceed 90
degrees to the runway, which are considered a tailwind;
M. 302.5 C. - is rewritten to give direction for the use of a 15 kt component table on a wet runway or a dry runway with
restricted visibility;
N. 302.5 C. Reference - is added to provide reference to "Wet Runway" definition;
O. 302.5 C. Note - is added to provide the component table for use with a wet runway and a dry runway with visibility
restrictions; and
P. Subsection 302.6 - is added to provide direction regarding runway operations when a tailwind is present.
4. This is a mandatory briefing item for all concerned staff. This change will be reflected in a quarterly directive.
5. Please insert this page between pages DEF-4 and DEF-5, page 3 between pages DEF-12 and DEF-13 and pages 4 through 7
between pages 3-4 and 3-5 of ATC MANOPS.
79
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: July 14, 2001

SUBJECT: LAND AND HOLD SHORT OPERATIONS (LAHSO) TAILWIND
1. The maximum tailwind component for SIRO movements that was agreed to in 1991 by industry representatives (including NAV
CANADA) is a wind of "less than 3 knots". The present direction found in ATC MANOPS does not address industry concern
with respect to tailwinds and high crosswind components during "Hold Short" operations and has led to complaints from the
users. A CARAC working group was established to provide recommendations for a new CAR regulation on SIRO, now to be
known as LAHSO. The working group considered recommendations from a recent safety study into aircraft crosswind
limitations and has proposed regulation changes. These proposed regulation changes will be incorporated into ATC MANOPS
as Land and Hold Short Operations (LAHSO). This change is in line with international practices.
2. Routine Operations in tailwind conditions:

A wind of 4 kts is only slightly more (1 kt) than the recommended maximum and is consistent with the definition of "calm wind"
as defined in 302.2 when selecting a "calm wind runway". Accordingly, LAHSO on a runway that requires a "hold short"
restriction to an arriving aircraft in tailwind conditions will now be permitted only if the tailwind is a "calm wind".
3. Maximum tailwinds - pilot request/controller initiated:

Notwithstanding this change, controllers will be permitted to initiate a LAHSO or approve a pilot request for a LAHSO if
tailwinds do not exceed a speed of 10 kts on dry runways only.
4. Wet runways:
LAHSO on wet runways will not be permitted if tailwinds exceed 4 kts.
5. Crosswind components:
LAHSO will cease when the crosswind component exceeds 25 kts (including gusts) for the restricted arriving aircraft on dry
runways and when the crosswind component exceeds 15 kts for the restricted arriving aircraft on WET runways.
6. High crosswinds:
Controllers will not initiate or approve a request for LAHSO on any runway when crosswinds on that runway exceed the
maximum.
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7. The changes to the ATC MANOPS are:
A. a definition for Land and Hold Short Operations (LAHSO) is added;
B. an abbreviation for LAHSO is added;
C. 352.6 H. - is modified to increase the permissible tailwind to 4 kts on both dry and wet runways and to stop the use of a
LAHSO on a dry runway when the crosswind component (including gusts) for the restricted landing aircraft exceeds 25 kts;
D. 352.6 H. Note - is renumbered 352.6 H. 1. Note and the table is moved to 352.6 H. 2. Note;
E. 352.6 H. Reference - is deleted;
F. 352.6 H. 2. Note - is added to provide crosswind component to be used for LAHSO on a dry runway;
G. 352.7 E. - is modified to increase the permissible tailwind to 4 kts on both dry and wet runways, to stop the use of a LAHSO
on a wet runway when the crosswind component (including gusts) for the restricted landing aircraft exceeds 15kts and to
reword the table header;
H. 352.8 - is added and lists the conditions in which the controller may initiate or accept a request for a dry runway LAHSO
in tailwinds (not crosswinds) that exceed 4 knots;
I. 352.8 - is renumbered 352.9; and
J. 352.9 C. - "possible" is changed to "practicable".
8. Please insert this page between pages DEF-6 and DEF-7, page 3 between pages ABB-2 and ABB-3, page 4 between pages 3-44
and 3-45 and page 5 between pages 3-46 and 3-47 of the ATC MANOPS.
81
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: August 9, 2001

SUBJECT: FLIGHT PROGRESS STRIPS IN A BILINGUAL ENVIRONMENT
1. ATC MANOPS 741.1 directs controllers to identify flight progress strips of IFR or CVFR flights that have chosen to use the
French language, by marking the aircraft identification with a highlighting marker or a crayon. This direction is confusing and
most difficult to apply when used with 741.2 which states: "Control Towers shall establish, based on their operations, which
official language is less likely to be used and shall consider it the minority language" and 741.3 which states: "Identify VFR
flights utilizing the language of minority by marking the aircraft identification with a highlighting marker or a crayon".
2. This direction means that French language IFR flights and English language VFR flights could be highlighted in certain units.
3. The current practice in most bilingual units is to only identify the flight progress strip of an aircraft using the minority
language, as decided locally, with a highlighting marker or a crayon. This language may be either French or English. ATC
MANOPS is changed to reflect current practice.
4. Units may continue to differentiate between flight progress strips used for IFR and VFR flights by using different colored strip
holders, different colored markings or other method developed for local use as per ATC MANOPS 911.2.
A. 741.1 and 741.2 - are modified so that:
1. the confusion caused by the use of a highlighter for the VFR minority language is removed;
1. the reference to IFR or CVFR aircraft using the French language is removed;
1. only the flight progress strip of aircraft using the least used official language locally will be highlighted; and
1. electronic means of identifying the minority language are permitted.
B. 741.3 - direction is removed, as it is redundant.
C. 741.4 - is renumbered 741.3.
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6. Please insert this page between pages 7-12 and 7-13 of the ATC MANOPS.
83
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: October 11, 2001

SUBJECT: MANDATORY FREQUENCY
1. CAR's directs all IFR/CVFR aircraft operating within a Mandatory Frequency Area to maintain a listening watch on the
designated Mandatory Frequency (MF). This has caused problems when the aircraft was required on an ATC frequency and
didn't maintain a listening watch on the MF. The following changes to ATC MANOPS have been introduced to correct this
situation.
2. ATC MANOPS 490 COORDINATION and 493 IFR UNIT - TOWER AND FLIGHT SERVICE STATION specifies how to
coordinate IFR to tower. ATC MANOPS 493.6 states what to do if a tower service is not available but FSS service is. This gave
the appearance of the FSS being an afterthought thus ATC MANOPS 493.6 has been removed and all other paragraphs have
FSS inserted to reflect their equal status with regard to this issue.
A. 493.1, 493.2, 493.3, 493.4 and 493.5 - the words "or FSS's" are inserted;
B. 493.6 - is deleted as the information is now reflected in the other paragraphs or this section;
C. 493.7 - is renumbered to 493.6 and "or FSS" is inserted;
D. 494.4 - is reworded to instruct the controllers to resolve conflicts prior to IFR aircraft entering MF Areas;
E. 494.4 A. Note 1 and 494.4 A. Note 2 - are renumbered 494.4 Note 1 and 494.4 Note 2;
F. 494.4 A. Reference and 494.4 C. Notes 1 and 2 - are deleted as the information is now contained elsewhere within this
section of ATC MANOPS;
G. 494.5 - is reworded as the information was no longer required and ATC now has a need to remind aircraft to make their
MF reports;
H. 494.5 Reference - a reference to CARs is added;
I. 494.5 Phraseology - is added to support MANOPS 494.5;
84
J. 494.6 - is renumbered 494.10;
K. 494.6 (new) - is added to ensure that the IFR aircraft changes to the appropriate frequency prior to entering the MF Area;
L. 494.6 Reference (new) - is added;
M. 494.7 - is added to instruct controllers of what to do if you require an IFR aircraft to remain on ATC frequency while in an
MF;
N. 494.8 - is added to instruct controllers of what to do if aircraft is unable to function on the MF and ATC frequency at the
same time; and
O. 494.9 - is added to instruct controllers of what to do when IFR departures occur within a MF.
4. Please insert pages 1 through 3 between pages 4-98 and 4-99 and page 4 between pages 4-100 and 4-101 of the ATC MANOPS.
85
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT

SUBJECT: TAXI TO POSITION
1. ATAG 4 members indicated a need for new procedures for situations where aircraft are taxied to position at intersections and
phraseology for the subsequent take-off clearances. The Transport Canada Sub-Committee on Runway Incursions and the NAV
CANADA Runway Incursion panel of experts also suggested a procedure be introduced for intersection departures and for
occasions when a departing aircraft is delayed in position on an arrival runway.
2. ATC MANOPS amendment action on these major change requests will provide an increased level of safety in the following areas
surrounding the execution of the "taxi to position" manoeuver:
A. the procedure and phraseology used for taxiing aircraft to position at intersections.
B. the phraseology used for the subsequent takeoff clearance.
C. the requirement to deliver the takeoff clearance to departing aircraft on arrival runways within a certain time limit under
specific conditions.
A. 336 - the title is changed to TAKE-OFF PROCEDURES;
B. 336.1 - is renumbered 336.6 and a new 336.1 is added to inform the pilot of the reason when instructed to WAIT in position;
C. 336.2 - is renumbered 336.5 and includes the name of the runway or taxiway intersection from which an aircraft will depart
in a new part D., and a new 336.2 is added requiring the controller to specify the taxiway or runway intersection with the
"taxi to position" instruction;
D. 336.3 (new) - is added and provides a time limit for aircraft on an arrival runway at night, in IFR meteorological conditions,
and when the aircraft is not visible from the tower;
E. 336.3 - is renumbered 336.12 and 336.3 Phraseology (old) is amended;
F. 336.4 - is renumbered 336.7;
86
G. 336.5 - is renumbered 336.13;
H. 336.6 - is renumbered 336.9 and the 336.9 Phraseology is changed to include "location" in the immediate take-off clearance;
I. 336.7 is renumbered 336.10;
J. 336.8 (new) - is added instructing the use of the runway intersection or taxiway in the take-off clearance;
K. 336.9 - is renumbered 336.11;
L. 336.10 - is renumbered 336.15;
M. 336.11 - is renumbered 336.4 and is modified so that aircraft that are "holding short" will be advised of the reason for the
delay if more than 3 minutes;
N. 336.12 - is renumbered 336.16 and 336.12 Phraseology (old) is amended; and
O. 336.13 and 336.14 are renumbered 336.17 and 336.18.
4. Please insert this Urgent ATS Operational Publication Change between pages 3-23 and 3-24 of the ATC MANOPS.
87
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT

SUBJECT: TAXI AUTHORIZATION TO AIRCRAFT AND VEHICLES
1. The phraseology used by controllers to taxi aircraft towards the active runway includes the word "TO" prior to the destination
runway. Controllers argue this term is not conducive to the safe movement of ground traffic in that aircraft and some vehicles
have mistakenly proceeded ONTO the active runway after having been authorized to taxi TO the active runway. Controllers
at ATAG 4 recommended the word "TO" not be used when directing an aircraft or vehicle towards a runway. The term will be
permitted when directing an aircraft or vehicle to an apron or uncontrolled surface.
2. ATAG 4 participants as well as the NAV CANADA Runway Incursion Panel of aviation experts and the Transport Canada Sub-
Committee on Runway Incursions recommended that an explicit authorization be required for an aircraft to cross a runway,
whether active or not. This procedure was successfully tested in Canada. ATC procedures will be changed to require controllers
to provide explicit instructions for aircraft and vehicles to cross an active or non-active runway.
3. ATAG 4 participants suggested the optional use of the term "Holding short" in ATC MANOPS 332.4 H. as a location at which
the pilot is to contact the control tower would be beneficial in reducing the risk of incursions. It was also suggested that the
tactical use of this term during the communications transfer would enhance the safety of ground movements without imposing
the obligation to read back a "hold short" instruction.
A. 303.1 Phraseology - is updated;
B. 303.5 (new) - is added and 303.5 and 303.6 are renumbered 303.6 and 303.7;
C. 334.2 (new) - is added and 334.2 through 334.7 are renumbered 334.3 through 334.8;
D. 334.2 F. (old) - is modified and will require the controller to issue an explicit instruction for an aircraft or vehicle to cross
a runway;
E. 334.2 F. Phraseology (old) - is modified and the word "TO" is removed from the ATC authorization for ground movements
towards a runway;
F. 334.2 F. Note (old) - is modified;
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G. 334.3 H. Note (new) - is added to indicate the optional use of the term "holding short" during the communications transfer;
H. 345.3 C. - is modified to add "Cross Runway" instructions;
I. 345.3 C. Reference - is added;
J. 354.7 (new) - is added and 354.7 through 354.10 are renumbered 354.9 through 354.11;
K. 354.7 B. (old) - is modified and the word "TO" is removed from the ATC authorization for ground movements towards a
runway;
L. 354.8 Note (new) - is added instructing controllers not to use the word "TO" in a vehicle's route if the destination is a
runway; and
M. 363.1 C. 3. Note - is added indicating that the term "Holding Short" can be used as a location for communications transfer
that does not require a read back.
5. Please insert pages 1 through 3 between pages 3-6 and 3-7, page 4 between pages 3-20 and 3-21, page 5 between pages 3-30 and
3-31, page 6 between pages 3-48 and 3-49 and page 7 between 3-52 and 3-53 of the ATC MANOPS.
89
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: November 1st, 2001

Manager, Enroute and Oceanic Procedures
SUBJECT: RNAV STAR PROCEDURES
1. Last November an Urgent ATS Operational Publication Change was issued which instructed controllers to provide radar
vectors to the final approach for all aircraft flying an "open" FMS STAR to the Downwind Termination Point (DTW).
2. NAV CANADA, in consultation and agreement with Transport Canada, has amended the FMS Arrival procedures (now called
RNAV STAR procedures) to include speed limitations on all RNAV STAR plates.
3. The CAP RNAV STAR plates will be revised, effective November 1, 2001, to include speed limitations and the Urgent ATS
Operational Publication issued November 7, 2000 will be rescinded. Controllers will again be permitted to "close" RNAV STARs
from the DTW to the FACF as described in ATC MANOPS.
4. The November 1 CAP publication will change all "FMS" procedures to "RNAV" procedures (STARs and SIDs). ATC MANOPS
569 is also being amended to reflect this change. A.I.P. Canada, RAC 9.2.2 has been amended to ensure the pilot community
is aware of all RNAV procedure changes.
5. This is a mandatory briefing item for all concerned staff. It is expected this change will be reflected in the next ATC MANOPS
revision.
6. Please insert this page between pages 5-54 and 5-55 of the ATC MANOPS.
90
ATCD: 2002-2
ATC Directive
1. MAJOR CHANGES:
A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM);
B. AREA MINIMUM ALTITUDE;
C. NARDS – NAV CANADA AUXILIARY
D. OPEN SKIES TREATY FLIGHTS;
E. SVFR;
F. SERABEC;
G. FINAL APPROACH FIX;
H. CLOSING AND CANCELLING IFR FLIGHT PLANS OR FLIGHT ITINERARIES;
I. ROUTE DESCRIPTION;
J. COURSE REVERSAL HOLDING OVER THE FAF FOR GPS APPROACHES;
K. GPS HOLDING – EFFECT OF DME SLANT RANGE;
L. LONGITUDINAL SEPARATION - DME/GPS POSITION REPORTS;
M. MINIMA FOR NON RSE SOURCES; AND
N. FUEL DUMPING.
2. THIS DIRECTIVE INCORPORATES 4 URGENT ATS OPERATIONAL
A. ATCD 2002-1 – RNPC LONGITUDINAL SEPARATION;
B. DISCONTINUANCE OF VERTICAL SEPARATION – GPS;
C. ALTITUDE READOUTS; AND
D. LOG-ON PROCEDURES.
91
1. Major changes:
A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
1. With the implementation of RVSM airspace in northern Canadian airspace, there is a
requirement to amend ATC MANOPS to take into account:
a. new reporting requirements;
b. RVSM airspace as well as RVSM Transition airspace; and
c. changes to the CARs.
a. Definitions - RVSM is amended to reflect CARs 821 and State Aircraft is added;
b. 118 – is amended to update Gross Navigation Error reports and incorporate Altitude
Deviation and Tactical Monitoring reports;
c. 432.2 Reference – is added;
d. 437.3 – “oceanic” is deleted;
e. 472.2 B. Note – “RVSM airspace” is added and “area” is changed to “airspace” to reflect
CARs 821;
f. 761.1 – “RVSM airspace” is added;
g. 761.2 and 761.3 – are added on issuing clearances into RVSM airspace and 761.2 (old)
is renumbered 761.4;
h. 762.1 – is amended to reflect CARs 602.34;
i. 762.1 Reference – is added;
j. Subsection 763 – “RVSM airspace” is added and “area” is changed to “airspace” to reflect
CARs 821; and
k. Subsection 764 – is amended to reflect RVSM contingency procedures.
B. AREA MINIMUM ALTITUDE
1. In accordance with Amendment 52 ICAO Annex 4, Transport Canada has requested that our
current “GASA” be amended to read “AMA (Area Minimum Altitude)”.
a. Definitions – “Minimum IFR Altitude” the word “GASA” is changed to “AMA”; and
b. Abbreviations – “AMA (Area Minimum Altitude)” is added and “GASA” is deleted.
C. NARDS – NAV CANADA AUXILIARY RADAR DISPLAY SYSTEM
1. The present wording of ATC MANOPS 681 infers that NARDS may be only used as a backup
system to RSIT and only when RSIT has failed.
92
2. NARDS is a certified operational system with an independent server and as such may be
used in conjunction with RSiT or stand alone in Control Towers.
3. ATC MANOPS 681.4 is deleted after consultation with Legal counsel because the two
RADAR systems are certified and there are no operation changes required of the pilot.

a. Abbreviations – a new abbreviation is added for NARDS (NAV CANADA Auxiliary Radar
Display System);
b. 681.1 – is deleted;
c. 681.1 Note – is added;
d. 681.2 and 681.3 – are renumbered 681.1 and 681.2; and
e. 681.4 – is deleted.
D. OPEN SKIES TREATY FLIGHTS
1. The Open Skies Treaty (OST) is based on territorial openness and the use of airborne
sensors and quotas of annual overflights to gather information about military forces and
activities. Over the past few years some OPEN SKIES flights have already operated in
Canada under the provisions of the OST while awaiting its entry-into-force.
2. Each OST participating country/state has agreed to an annual quota of observation flights.
Canada will accept around 12 annual flights, and also control a number of transition flights
through portions of its airspace destined for the USA; the US has accepted an annual quota
of 42 observation flights.
3. There are three “types” of airfields listed in the OST:
a. “Point of Entry” (POE) which is the point designated for the arrival of the observing party
personnel on the territory of the observed party - Ottawa is the designated POE;
b. “Open Skies Airfields” (OSA) which are airfields where an observation flight may
commence or terminate - Canada's OSAs are Ottawa, Yellowknife, Iqaluit and Edmonton
International; and
c. “Refueling Airfields” (RA) where flight crews may refuel and rest overnight – Churchill,
Winnipeg and Halifax currently have the RA status.
4. All Open Skies Treaty (OST) aircraft callsigns (radiotelephony – OPEN SKIES) start with the
letters “OSY”. These are followed by two digits identifying the country of origin, e.g. 12 for
US, 35 for Czech Republic, and 91 for Russia/Belorus. Flights enter Canadian airspace with
a suffix “T”, meaning transit, and arrive in Ottawa (POE). From there the flights will continue
to an OSA, still under the suffix “T”. The transit flights do not require special priority. The
aircraft depart the OSA as observation flights – “F”. Codes for treaty countries/states will be
made available at all ACCs in the ICAO document 8585/107 – Designators for Aircraft
Operating Agencies, Aeronautical Authorities and Services. Observation flights with a
designator – “F”, and demonstration flights – “D”, shall have priority over all other air traffic,
excluding emergency, medevac and aircraft involved in search and rescue operations.
Observation flights will have waivers to transit Prohibited Areas and to fly at speeds in excess
of 250 knots below 10,000 feet. OST aircraft are equipped with up to three different types of
93
sensors. They are optical cameras, infrared scanning devices and synthetic aperture radar.
Each sensor requires specific altitudes to meet the picture resolution standards allowed by
the treaty.
5. The visiting aircraft have to file a mission plan within 24 hours of arrival and submit it to the
Open Skies Office (OSO) for vetting. Once the mission plan is vetted, the OSO will then pass
it to the appropriate ACC duty shift manager to determine its impact on ACC operations
including conflicts with any planned Altitude Reservations. If the mission plan indicates a
request to transit any active Special Use Airspace (SUA), the OSO shall submit a written
approval for the transit through that airspace, obtained from the responsible DND unit. The
flights have 96 hours from arrival at Ottawa to complete their mission.

a. Abbreviations – a new abbreviations for Open Skies Treaty call sign (OSY) is added;
b. 132.1 A. 5. – is added including Open Skies Treaty flights into the priority list;
c. 132.1 A. 5. Reference – is added;
d. 132.1 A. 5. and 132.1 A. 5. Note – are renumbered 132.1 A. 6. and 132.1 A. 6. Note; and
e. 844 – a new section Open Skies Treaty flights is added.
E. SVFR
1. Recently, an authorization for SVFR was granted to an aircraft by a tower controller who
incorrectly based the decision on the fact that the appropriate visibility marker was in sight
when instead, the requirement was to ensure that the appropriate visibility existed over at
least half of the control zone. Controllers are reminded that the prevailing visibility
requirement for SVFR must exist over at least half of the control zone as per the Manual of
Surface Weather Observations (MANOBS).
a. 134.7 Note – is added describing prevailing visibility; and
b. 311.1 B. Note – is modified to explain the requirement for the visibility to exist over at least
half of the control zone.
F. SERABEC
1. Civilian Search and Rescue aircraft in the province of Quebec are identified with the term
“SERABEC” instead of “CASARA”. The French version of ATC MANOPS is modified to
include this term in 216.11 Note 2.
G. FINAL APPROACH FIX
1. ATC MANOPS 314.3 provides direction to controllers for occasions where aircraft are on
approach to the “outer marker” with low RVR. It was pointed out that the CAP refers to the
outer marker OR the final approach fix.
2. In order to harmonize the CAP and ATC MANOPS, 314.3 is reworded and amended to
include the final approach fix .
94
a. 314.3, 347.3 and 374.3 Table – is amended to add the final approach fix.
H. COORDINATION – CLOSING AND CANCELING IFR FLIGHT PLANS OR FLIGHT
ITINERARIES
1. ATC MANOPS 404 (Closing and Canceling of IFR Flight Plans or Flight Itineraries) was
amended to meet the requirements of CARS 602.77.
2. Section 360 of ATC MANOPS (Coordination) was not amended in conjunction with Section
404 as it was assumed, when an aircraft advises a tower controller it is canceling IFR, the
aircraft will land at the aerodrome at which the service is being provided.
3. In situations when an IFR aircraft advises the tower controller it is canceling IFR and has no
intention of landing at the aerodrome being served by the tower, the controller must obtain
the same information as an IFR controller does in accordance with ATC MANOPS 404.
4. The ATC MANOPS changes are:
a. 361.1 B. Note – is added; and
b. 361.1 B. Reference – a reference to CARs 602.77 is added.
I. ROUTE DESCRIPTION
1. To avoid the possibility of a clearance being issued for the wrong airport, a new requirement
is added to ATC MANOPS 422. In future, an IFR controller shall name the departure airport
as the first element in a route description if the departure clearance is delivered to an aircraft
through a communications agent, or directly to the aircraft using DCPC.
a. 422.1 (new) – is added; and
b. 422.1 (old) through 422.9 (old) – are renumbered 422.2 through 422.10.
J. COURSE REVERSAL HOLDING OVER THE FAF FOR GPS APPROACHES
1. While “Course Reversal Holding” at the Final Approach Fix (FAF) for GPS equipped aircraft
was authorized by the FAA in June 2001, it was discovered that this may cause navigation
system problems in achieving approach mode.
2. Approach certified GPS receivers change to approach mode at 2 miles prior to the FAF. This
provides significant changes to the course deviation indicator sensitivity and RAIM.
Combinations of wind direction and speed, aircraft speed, and pilot technique may result in
the aircraft completing the holding turn inside the 2-mile point, which can result in
unpredictable results by the GPS receiver. Therefore, holding must be accomplished no later
than the Intermediate Approach Waypoint (IWP), with the intermediate segment used to
assure proper receiver sensitivity for the approach.
3. Effective immediately, controllers are not to hold GPS equipped aircraft over the FAF.
Holding pattern/course reversals are permitted at the Initial Approach Waypoint (IAWP) or the
IWP.
95
a. 452.2 (new) – is added instructing controllers not to hold GNSS equipped aircraft at the
FAF;
b. 452.2 Note (new) – is added explaining why GNSS equipped aircraft should not be held
at the FAF; and
c. 452.2 (old) – is renumbered accordingly.
K. GPS HOLDING – EFFECT OF DME SLANT RANGE
1. It has been determined that the airspace to be protected for aircraft holding using GPS
matches the criteria in the ATC Holding Criteria Document. The arc effect and slant range
does not apply to GPS holding. Consequently, controllers should be aware that holding GPS
equipped aircraft in established DME holds that were plotted with DME slant range being
considered, will not utilize the same holding fix. As a result, their holding airspace may not be
fully contained within the established DME hold.
2. ATC MANOPS 454.3 is being amended to make controllers aware of the effects of DME slant
range on GPS holding.
a. 454.3 – is added to caution controllers about holding GNSS equipped aircraft in
established DME holds;
b. 454.3 Note – is added stating that DME holding fixes may be offset due to slant range; and
c. 454.3 Reference – is added.
L. LONGITUDINAL SEPARATION – DME/GPS POSITION REPORTS

1. Due to a recent query concerning longitudinal separation between aircraft providing a mix of
DME and GPS position reports, the intent of ATC MANOPS 474.7 had to be re-assessed.
2. To establish longitudinal separation between two aircraft, one providing DME and one
providing GPS position reports, the DME aircraft must be either 10,000 feet or below or
outside of 10 miles from the DME NAVAID, to account for DME slant range. Once this
separation has been established in accordance with the above parameters, both aircraft can
be allowed to continue with a prescribed longitudinal minimum even if the aircraft providing
DME position reports flies into the volume of airspace where slant range becomes a factor.
3. Since longitudinal separation between these aircraft has been established, it is not necessary
to impose another form of separation (i.e. vertical), while the DME reporting aircraft will be
transiting the DME NAVAID within 10 miles, above 10,000 feet.
4. ATC MANOPS 474.7 is being amended to clarify the intent of this separation standard.
a. 474.7 – is amended to clarify that the requirement for the DME aircraft to be 10,000 feet
or below, or outside of 10 miles from the DME NAVAID exists only for establishing the
longitudinal separation; and
96
b. 474.7 Note – is added to confirm that no other form of separation is required while the
DME aircraft is transiting the DME NAVAID within 10 miles, above 10,000 feet.
M. MINIMA FOR NON RSE SOURCES
1. There are areas within the Radar Controlled Domestic Airspace where both RSE and non-
RSE radars provide overlapping coverage. Both the preferred and supplementary radars
scan an aircraft and depending on which provides the better quality return, RDPS will reject
one, process the other and send it to the display. As a result, it is quite possible that a RSE
radar separation standard of 5 miles is being used, when in fact the non-RSE radar is
providing the data to display the target.
2. In areas where the non-RSE radar has been made either the preferred or supplementary for
one or more tiles, as indicated by an overlay map, the greater amount of separation – 10NM
will apply. If the non-RSE radar becomes unserviceable, a lower separation minimum – 5NM
can then be utilized in areas of radar coverage where only RSE radars would provide the
remaining coverage.
3. To eliminate any uncertainty, regarding which radar is supplying the data, overlay maps will
need to be prepared, indicating where non-RSE radars are mosaiced with RSE radars.
Presently, DND North Warning System (NWS) Air Defence Radars, DND ATC TRACS SSR
radars and the Brisay Cardian SSR are deemed not to support the minima established for
RAMP.
4. The reason for this amendment is to specify what separation standard is to be utilized in areas
of RSE and non-RSE radar overlaps.
a. 532.1 F. – is amended by adding a second subparagraph;
b. 532.1 F. 2. (new) – is added to state that 10 mile separation shall be provided if the non-
RSE radar has been made preferred or supplementary for one or more tiles;
c. 532.1 F. Note 1 – is renumbered 532.1 F. 1. Note 1, and an editorial change is made;
d. 532.1. F. Note 2 – is renumbered 532.1 F. 1. Note 2, and amended to define which radars
do not meet the accuracy established for RAMP, and which do; and
e. 532.1 F. 2. Note (new) – is added describing conditions that permit the use of a lower
radar separation standard.
N. FUEL DUMPING
1. ATC MANOPS 701.5 failed to direct controllers to protect the airspace below a fuel dumping
operation.
2. ATC MANOPS 701.5 and its corresponding diagram were in conflict. Where the diagram
indicated the airspace to be protected for the fuel dump was in all directions from the track,
the wording stated only lateral separation need be applied.
3. It has been determined some aircraft may be incapable of making radio transmissions during
a fuel dump however, all are capable of maintaining a listening watch on the frequency. As
well, some aircraft must also turn off their transponder during the fuel dump procedure.
97
a. 701.1 – is reworded to inform the controllers not all aircraft can transmit on their radios
during a fuel dump operation, however all are capable of maintaining a listening watch
(point E). Further, some aircraft must turn off their transponders during fuel dumping
(point F);
b. 701.2 and 701.3 – are renumbered to 701.3 and 701.4;
c. 701.4 – is moved to become 701.2 due to significance of message;
d. 701.5 – is reworded to include the dimensions of the fuel dump area (horizontally and
vertically), and duration for the separation to be applied. Past ATC MANOPS
submissions failed to outline the vertical restrictions; and
e. 701.6 – is reworded. Due to the different types of fuel dump operations within different
sectors or specialties MANOPS 701.6 Phraseology has been reworded to better suit the
operational needs.
2. The following urgent ATS Operational Publications changes are included:
A. ATCD 2002-1 – RNPC LONGITUDINAL SEPARATION (JANUARY 24. 2002)
Change.
ATCD.
B. DISCONTINUANCE OF VERTICAL SEPARATION – GPS (FEBRUARY 28, 2002)
1. ATC MANOPS 472.7 C. is amended in accordance with the ATS Operational Publication
Change.
ATCD.
C. ALTITUDE READOUTS (MARCH 7, 2002)
Change.
ATCD.
D. LOG-ON PROCEDURES (MARCH 14, 2002)
Change.
ATCD.
A. Definitions (CROSSWIND COMPONENT) – “000” is changed to “090” as crosswind component
is applied at 090 degrees and not 000 degrees;
98
B. 105.1 Reference – is updated;
C. 164.3 – “devez” is changed to “devriez” in the French version only;
D. 244.2 – is amended as the office for receiving CIRVIS reports has changed;
E. 344.10 Note 2 – “approche manqué” is changed to “approche interrompue” in the French version
only;
F. 424.5 Example – “CANADIAN MILITARY” is changed to “CANFORCE”;
G. 472.5 – “482.4” is changed to “472.4” in the French version only;
H. 532.1 A. 1. – “distance” is changed to “portée” in the French version only;
I. 547.3 – is edited to clarify the meaning; and
J. 732.1 – is edited for correctness.
Remove Insert
1-1 to 1-2 1-1 to 1-2
1-5 to 1-6 1-5 to 1-6
1-9 to 1-10 1-9 to 1-10
1-13 to 1-14 1-13 to 1-14
1-23 to 1-24 1-23 to 1-24
1-27 to 1-28 1-27 to 1-28
2-23 to 2-24 2-23 to 2-24
3-13 to 3-16 3-13 to 3-16
3-41 to 3-42 3-41 to 3-42
3-61 to 3-62 3-61 to 3-62
3-65 to 3-66 3-65 to 3-66
4-13 to 4-18 4-13 to 4-18
4-21 to 4-22 4-21 to 4-22
99
4-27 to 4-28 4-27 to 4-28
4-35 to 4-38 4-35 to 4-38
4-49 to 4-52 4-49 to 4-52
4-63 to 4-64 4-63 to 4-64
4-85 to 4-88 4-85 to 4-88
5-7 to 5-10 5-7 to 5-10
5-21 to 5-24 5-21 to 5-24
5-35 to 5-36 5-35 to 5-36
6-33 to 6-34 6-33 to 6-34
7-3 to 7-4 7-3 to 7-4
7-11 to 7-12 7-11 to 7-12
7-31 to 7-36 7-31 to 7-38
8-1 to 8-2 8-1 to 8-2
8-25 to 8-28 8-25 to 8-28
Kathleen Fox
100
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: January 24, 2002

Director, Operational System Requirements
SUBJECT: ATCD 2002-1 – RNPC LONGITUDINAL SEPARATION
1. The electronic and hard copies of ATCD 2002-1 distributed last week contain an error, which unfortunately, was only detected
after the document was sent out. The error is contained in ATC MANOPS 484 (RNPC Longitudinal Separation). Part of this
section (484.4-484.6) was amended to allow for the use of radar to prove 30 miles longitudinal separation for RNPC certified
aircraft transitioning from radar to a non radar environment.
2. The new paragraph which was intended to be added as a new 484.5 was inadvertently added as 484.4 thus replacing the current
484.4 which is still valid.
3. This is a mandatory verbal briefing item for all concerned staff. It is expected this change will be reflected in the next ATC
MANOPS.
4. Please insert this page between pages 4-86 and 4-87 of ATC MANOPS.
101
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: February 28, 2002

SUBJECT: DISCONTINUANCE OF VERTICAL SEPARATION – GPS
1. Amendment to ATCD 2001-2 stated that the “tail-to-tail plus 5 miles regarding GPS equipped aircraft” amendment had to be
withdrawn due to an unanticipated issue with the approval process.
2. We have now been able to resolve all outstanding issues. The following is a brief summary of the background to this change as
presented in ATCD 2001-2.
3. ATC may now request GPS position reports (LTD reports) for separation purposes as a result of the publishing of Aeronautical
Information Circular (AIC) 2/01. In the AIC, pilots are being advised to become familiar with the quickest way to retrieve
distance information from waypoints they may just have passed; this information is normally not displayed on the main page
of GPS receivers. This information will enable ATC to use ATC MANOPS 472.7 C. for GPS equipped aircraft.
4. When applying 472.7 C. between aircraft providing DME and LTD reports, controllers should consider the effect of slant range.
Therefore, if the outbound aircraft is utilizing DME, it must be 15 miles or more from the DME facility, regardless whether the
inbound aircraft is GPS or DME equipped. When the outbound aircraft is GPS equipped, slant range is not a factor. AIC 2/01
also informs pilots that distances derived from RNAV or GPS are to be reported in “miles”, whereas distance based on DME are
reported as “DME”. This should indicate to controllers what navigation system is being used for position reporting.
A. 472.7 C. – is amended to include aircraft that provide LTD reports;
B. 472.7 C. Note 1 (new) – is added explaining that the 15 miles or more from a common point only applies to aircraft utilizing
DME;
C. 472.7 C. Note 2 (new) – is added stating that 474.7 does not apply here; and
D. 472.7 C. Diagram 1 and Diagram 2 – are amended by adding that 15 miles from the common point only applies if the
aircraft is utilizing DME.
102
6. This is a mandatory verbal briefing item for all concerned staff. It is expected that this change will be reflected in the next ATC
MANOPS.
103
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: March 7, 2002

SUBJECT: ALTITUDE READOUTS
1. Recent events at both Edmonton and Gander ACCs have revealed a flaw in the processing and display of Mode C altitude
readouts from aircraft operating at 17,000 ft (170) during periods when the altimeter setting for the geographic region
concerned is below 29.02.
2. In this situation, aircraft will display 17900 ft when level 17000 and other erroneous displays when transiting between 17000
and FL180.
3. Further erroneous displays will occur at lower altitudes with a local altimeter setting of 28.02 or less.
4. To address this problem on an interim basis, until RDPS can be modified in all units, ATC MANOPS 503.11 is amended to
include a preclusion on the use of Mode C readouts under the described conditions.
A. 503.11 - is rewritten.
MANOPS revision.
104
Doc. Ref.: AVNE 5400-102-8
Kathleen Fox
Direct Line: (613) 563-7046
URGENT
EFFECTIVE DATE: March 14, 2002

Manager, ATS System Effectiveness
SUBJECT: LOG-ON PROCEDURES
1. This publication change defines the procedures for the use of RUSS (Resource Utilization Sub-System), which measures
resource utilization within the operational environment.
2. RUSS is an automated log-on program that tracks time in a position. The operational tests have been completed and the system
will be implemented over the next weeks in all ACCs and, as resources permit, in other units equipped with the IIDS platform.
3. Unit directives and user manuals will be distributed at locations where RUSS is being implemented.
A. 113.2 A, 113.2 A. Note and 113.2 A. Reference - are added to include the requirement to log-on if the position is equipped
with automated log-on equipment;
B. 113.2 A. through E. - are renumbered 113.2 B. through F.; and
C. 113.2 C. through F. (new) - minor editorial changes.
MANOPS revision.
105
ATCD: 2002-3
ATC Directive
1. MAJOR CHANGES:
A. BELOW MINIMA OPERATIONS; AND
B. CONTACT/GPS APPROACHES.
1. Major changes:
A. BELOW MINIMA OPERATIONS
1. The ATC MANOPS section that deals with Below Minima Operations is not consistent
throughout. Section 314.2 does not require the controller to inform the pilot that an AOR will
be filed and 314.3 does not provide direction to issue a clearance.
a. 314.2 Reference – is amended;
b. 314.2 C. – is modified to be consistent with 314.1; and
c. 314.3 C. – is added and 314.3 C. (old) is renumbered 314.3 D.
B. CONTACT/GPS APPROACHES
1. Recent inquiries indicate that there is some uncertainty about the interpretation of ATC
MANOPS 466.1. This involves the appropriateness of clearing an aircraft for a requested
Contact Approach at airports with only GPS instrument approaches or with conventional and/
or GPS or GPS overlay approaches when the conventional approach is unavailable.
2. ATC MANOPS 466 is amended to provide the ability to consider a GPS or GPS/overlay
approach as meeting the requirements in 466.1 B. for a “functioning instrument approach”.
Certain qualifications are stipulated to ensure a pilot is aware when a GPS/GPS overlay
approach is the only instrument procedure available, although conventional approaches are
also published for the same aerodrome, in the event the contact approach cannot be
completed.
3. Amendments will also be made to the A.I.P. to ensure pilots are aware that where the only
published instrument approach to an aerodrome is a GPS approach, they acknowledge
awareness of this automatically when requesting a contact approach.
a. 466.1 B. – is amended;
106
b. 466.1 B. Note – is added;
c. 466.1 C. – is added; and
d. 466.1 C. Note – is added.
A. Definitions – “EXTRAPOLATION” is added in the French version only;
B. Definitions – “MINIMUM FUEL” and “SIGMET” are edited for correctness in the English version
only;
C. Abbreviations – “ESCAT” long title is corrected;
D. Abbreviations – “TDM” is deleted in the English version only;
E. Index – is updated;
F. 111.1 B. – is edited for correctness in the English version only;
G. 128.3 Note – is edited for correctness;
H. 214.4 - is edited to add Mach number as a unit of measurement of speed;
I. 231.1 I. – “Messages SCATANA test” is changed to “Messages d’essais ESCAT” in the French
version only;
J. 332.1 Note – “READIBILITY” is changed to “READABILITY” in the English version only;
K. 653.1 B., 653.1 D. Note and 661.1 Note 2 – “CCE” is change to “ECC” for correctness in the
French version only;
L. 752.1 Reference – the reference to “Commonly Used Tracks; Section 5.7, Designated Airspace
Handbook” is deleted as high level tracks are no longer described in the Designated Airspace
Handbook;
M. 763.1 B. – “airpsace” is changed to “airspace” in the English version only;
N. 763.2 – is edited for correctness in the English version only;
O. 844.1 Note 2 – “8585/107” is changed to “8585”;
P. 921.1 – is edited for correctness in the English version only;
Q. 921.4 E. Example – is edited for correctness; and
R. Appendix 1 – the aeronautical terminology item “coasting” is added.

Remove Insert
107
1-7 to 1-8 1-7 to 1-8
1-19 to 1-20 1-19 to 1-20
2-9 to 2-10 2-9 to 2-10
3-15 to 3-16 3-15 to 3-16
3-23 to 3-24 3-23 to 3-24
4-45 to 4-46 4-45 to 4-46
7-17 to 7-18 7-17 to 7-18
7-31 to 7-32 7-31 to 7-32
8-25 to 8-26 8-25 to 8-26
9-33 to 9-36 9-33 to 9-36
Larry Boulet
Director
ATS Standards, Procedures and Operations
108
ATCD: 2002-4
ATC Directive
1. MAJOR CHANGES:
A. APPROVAL AUTHORITY FOR PUBLICATION CHANGES;
B. LASERS;
C. RADAR SERVICE; AND
D. RSIT/NARDS USE OF CORNERS.
1. Major changes
A. APPROVAL AUTHORITY FOR PUBLICATION CHANGES
1. The Director, ATS Standards, Procedures and Operations approves all changes to ATC
MANOPS. This was not reflected properly in the Foreword.
2. The OPI and phone number are removed as contact numbers are included in ATSAMM.
a. Foreword – “T.R. Fudakowski, Director Air Traffic Services” is changed to “Larry Boulet,
Director, ATS Standards, Procedures and Operations” to properly reflect the approval
authority for the content of ATC MANOPS; and
b. Foreword – “OPI – Airspace and Procedures Branch: 563-5659” is removed.
B. LASERS
1. With advances in different technologies, lasers are becoming easier to own and operate
commercially. Flight crews have reported a number of occasions where their aircraft were
illuminated while engaged in flight operations. Illumination occurred as a result of outdoor
laser light shows or unauthorized hand-held laser beams operated near an airport. This
MANOPS amendment will address the issue of controller response to reports of laser
illumination of aircraft.
a. New paragraphs are added to MANOPS 161 section.
109
C. RADAR SERVICE
1. Some controllers were misinterpreting the word “may” in ATC MANOPS 391.1 as a service
that was optional. The provision of radar service at a unit fully equipped and trained is not
intended to be optional.
2. In the past, publications existed advertising the units providing radar service. These
publications are no longer maintained.
a. 391.1 – the term “you may” has been removed and the paragraph reworded to more
clearly describe the service to be provided; and
b. 391.5 A. – the term “as published” has been removed.
D. RSIT/NARDS USE OF CORNERS
1. Due to the change in technology from round RIM radar displays to square/rectangular RSIT
and NARDS displays, an exemption to allow for the extended coverage in the corners has
been received from Transport Canada. The following sections of MANOPS have been
changed to reflect this change.
a. 532.1 B. 2. b. – is changed to include NARDS;
b. 532.1 D. 1. b. ii., 532.1 D. 2. b. ii. and 532.1 E. 2. b. – are changed to increase RSIT/
NARDS scale and to include NARDS;
c. 532.2 A. – is changed to include NARDS and reflect the scale being from left to right;
d. 532.4 (Table) – upper and lower point 2 is changed to increase RSIT/NARDS scale and
to include NARDS;
e. 532.6 B. 1. b. – is changed to increase RSIT/NARDS scale and to include NARDS; and
f. 552.1 C. 2. a., 552.2 C. 5., 553.1 D., 553.2 C. and 553.3 E. – are changed to include RSIT/
NARDS scale.
A. Definitions – System Hand-Off – is deleted;
B. Definitions – Traffic Alert and Collision Avoidance System – TCAS IV is changed to TCAS III;
C. 484.7 Diagram – is amended to correctly depict the area of overlap between the intersecting
tracks;
D. 503.7, 512.4, 512.6, 513.1, 513.4, 513.6 – “system hand-off” is replaced by “automated hand-
off” for consistency with ICAO and FAA;
E. 523.1 Reference – RAC 1.10 is changed to RAC 1.9;
F. 701.5 Diagram – is amended to correctly depict the fuel dumping track;
G. 844.1 Note 2 – is edited for correctness; and
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H. 1040 – “aircraft” is changed to “aviation” in the title.
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Larry Boulet
Director
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ATCD: 2003-1
ATC Directive
1. MAJOR CHANGES:
A. GPS OVERLAY APPROACHES; AND
B. ARRANGEMENT OF FLIGHT PROGRESS BOARDS.
1. Major changes
A. GPS OVERLAY APPROACHES
1. The GPS overlay approaches are no longer identified by bold italics in the index of the CAP,
but by small capitals following the approach name, i.e., VOR/DME RWY 31(GPS). Pilots were
supposed to request the GPS overlay approach by the name of the underlying NAVAID, i.e.,
“REQUEST VOR/DME RWY 31 APPROACH”. Unfortunately, this was not always the case
and as a result this caused some confusion.
2. To clarify this issue, an AIC will be distributed in the next available edition to advise pilots to
request GPS overlays by the name of “GPS overlay approach”, i.e., “REQUEST GPS
OVERLAY RWY 31 APPROACH”. The attached ATC MANOPS amendment requires
controllers to authorize an overlay as follows: “CLEARED TO THE AIRPORT FOR A GPS
OVERLAY RWY 31 APPROACH”. This will simplify procedures, and aids controllers and
pilots in maintaining situational awareness.
3. If the runway has more than one published GPS overlay approach (there are nineteen
examples in Canada), controllers should verify which overlay approach the pilot is planning.
Controllers are reminded that a functioning NAVAID is not required to approve a GPS overlay
approach.
4. The reason for this amendment is to simplify procedures for issuing clearances for GPS
overlay approaches.
a. 465.6 B. – is deleted;
b. 465.6 C. – is changed to 465.6 B.;
c. 465.6 B. Phraseology – is changed by replacing the type of NAVAID by GPS overlay;
d. 465.6 B. Note – is changed to clarify the meaning and is renumbered 465.6 B. Note 1;
112
e. 465.6 B. Note 2 – is added to clarify that the approval of an overlay approach is
independent of the serviceability of the underlying NAVAID;
f. 465.6 B. Example – is changed by replacing the type of NAVAID by GPS overlay;
g. 465.7 – is added to advise controllers to verify which overlay approach is being planned
by the pilot, at airports where there are more than one GPS overlay approach to the same
runway;
h. 465.7 (old) and 465.8 (old) – are renumbered 465.8 and 465.9.
B. ARRANGEMENT OF FLIGHT PROGRESS BOARDS
1. Some sectors use flight progress boards that display strips under altitude designators instead
of fix designators. This arrangement is not mentioned in ATC MANOPS, but this directive
corrects that omission.
a. 901.1 – is amended to permit display of strips under altitude designators instead of fix
designators;
b. 901.2 – is amended to require altitude designators to be displayed in sequence with the
lowest altitude at the bottom; and
c. 901.4 – is amended to include altitude designators.
2. Editorial changes:
A. Definitions – DME FIX – the words “or true” are added;
B. Definitions – SPLAT and TARGET/PPS IDENTITY TAG – are deleted;
C. Abbreviations – PDC – “Deparutre” is changed to “Departure” in the English version only;
D. Abbreviations – TAWS – is edited for correctness in the English version only;
E. 167.1, 353.1 Note 1., 361.5, 373.1, 391.7 Note, 542.2 Note, 544.3 Note and 672.5 B. 1. – “IFR
weather conditions” is changed to “IMC”;
F. 181.1 Reference, 361.5 Reference and 601.3 Reference – are updated;
G. 502.1 A. – “splat” is deleted in anticipation of a new set of radar position symbols being
introduced, the term uncorrelated target(s) will continue to be used as it is more concise and
correct;
H. 511.7 – “identity” is replaced by “data” for correctness and concision;
I. 566.1 C. 2. – “RAC 9.7.2” is changed to “RAC 9.6.2”;
J. 612.3 B. Note and 641.3 A. – “VFR weather conditions” is changed to “VMC”; and
K. 641.7 B. – “VFR conditions” is changed to “VMC”.
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Larry Boulet
Director
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ATCD: 2003-2
ATC Directive
1. MAJOR CHANGES:
A. DATA TAG;
B. RNAV APPROACHES;
C. URGENT PIREP DEFINITION;
D. CLEARANCES ON GROUND CONTROL FREQUENCY;
E. CODE 88 AND FLIGHT PLANS/FLIGHT ITINERARIES; AND
F. RECORDING OF LOCAL AIRCRAFT MOVEMENTS.
PUBLICATION CHANGE:
A. AUTOMATED POINT-OUT FEATURE.
1. Major changes:
A. DATA TAG
1. The term data block [c. JETS] has been replaced by data tag [c. RAMP], and ATC MANOPS
is corrected to be consistent with operational systems requirements terminology.
a. Definitions – COASTING – is amended to delete obsolete terms;
b. Definitions – CORRELATED TARGET and UNCORRELATED TARGET – are deleted as
redundant;
c. Definitions – CORRELATION – is amended for clarification in the English version only;
d. Definitions – OK FUNCTION – is deleted as it is not found in ATC MANOPS;
e. Abbreviations – FDB and LDB – are deleted for correctness;
f. 502.2 – is amended for correctness in the English version only; and
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g. 502.2 A. and 602.1 B. – are amended for correctness.
B. RNAV APPROACHES
1. GPS stand-alone approaches are being renamed in the CAP to RNAV approaches according
to ICAO Annex 4. When GPS in brackets and in subscript follows the RNAV title, i.e., RNAV
(GPS) RWY 08, it means that GPS is mandatory to conduct the approach. In Canada, all
RNAV approaches will be designated as RNAV (GPS). This method of identifying RNAV
approaches should not be confused with the designation “GPS Overlay” approach, where
GPS is written in small capitals and follows the RWY number, i.e., VOR DME RWY 32 (GPS).
To summarize:
a. RNAV (GPS) RWY 08 signifies an “RNAV” approach where GPS navigation is mandatory;
and
b. VOR DME RWY 32 (GPS), signifies a “GPS Overlay” approach where GPS navigation is
optional.
2. Pilots and controllers shall use the prefix “RNAV” in radio communications (e.g., “CLEARED
TO THE (name) AIRPORT RNAV RWY 08 APPROACH”). A mandatory briefing item will be
distributed to controllers and flight service specialist.
a. Definitions – RNAV APPROACH – is added;
b. 465.1 – is amended by adding reference to the CAP and information regarding RNAV
(GPS) approaches; and
c. 465.1 Phraseology – is amended by adding an example of approach clearance for RNAV

(GPS) approaches.
C. URGENT PIREP DEFINITION

1. The definition of URGENT PIREP as it reads in the FS MANOPS is consistent with section
14.3.3 of the Manual of Surface Weather Observation (MANOBS) from Environment Canada.
The ATC MANOPS definition of Urgent PIREP isn’t. Therefore, the ATC MANOPS is modified
to maintain ATS consistency and now includes volcanic ash and any other reported
hazardous or potentially hazardous weather phenomena.
a. Definitions – URGENT PIREP – is amended.
D. CLEARANCES ON GROUND CONTROL FREQUENCY
1. Ground controllers in some units are relaying initial IFR clearances to aircraft while they are
in position on the active runway or backtracking. On other occasions, take-off clearances are
issued to departing aircraft on the ground control frequency. These procedures are not
appropriate and can lead to misunderstandings and confusion.
2. A note is added to ATC MANOPS 333.2 advising controllers of the reason for issuing the
initial IFR clearance before the aircraft enters the departure runway and a note to 336.12
provides information pertaining to the delivery of take-off clearances on the tower frequency.
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a. 333.2 B. Note and 336.12 Note – are added.
E. CODE 88 AND FLIGHT PLANS/FLIGHT ITINERARIES

1. Questions have been asked with respect to itinerant aircraft that activate a flight plan or flight
itinerary with the tower after departure or close a flight plan or flight itinerary and subsequently
land at the airport where the ATS unit is located. It appears that some units are recording
these requests as a code 88 on NCAMS. This is an incorrect application since the workload
associated with the itinerant aircraft, including all activities after departure or prior to landing,
are measured by the use of the runway number.
a. 1021.3 G. 4. B. Note – is modified for clarification.
F. RECORDING OF LOCAL AIRCRAFT MOVEMENTS
1. The Manager, Flight Data Acquisition and Analysis has requested that the first departure and
last arrival of local aircraft conducting circuits or simulated approaches be recorded in the
Itinerant Movement record. The ATC MANOPS is changed to reflect this recording method.
a. 1022.3 A. Example – is modified;
b. 1022.4 – is deleted;
c. 1022.5 – is renumbered 1022.4 and modified;
d. 1022.6 – is deleted; and
e. 1022.7 and 1022.8 – are renumbered 1022.5 and 1022.6.
A. AUTOMATED POINT-OUT FEATURE (JANUARY 16, 2003)
2. Remove the ATS Operational Publication Change and retain it with the explanatory pages for
this ATCD.
A. Abbreviations – ATC MANOPS and ATSAMM – are added;
B. 127.5 – “ACAS/TCAS” is changed to “Resolution Advisory”;
C. 127.5 Reference – is updated;
D. 136.1 Reference – is updated;
E. 334.3 F. Phraseology – “To cross more than on” is changed to “To cross more than one” in the
English version only;
F. 465.6 – is edited for grammatical correctness in the English version only; and
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G. 625.1 A. Reference – is amended to refer to the AIP Canada section providing information about
ELT.
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Larry Boulet
Director
118
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT
EFFECTIVE DATE: January 16, 2003

Director, National Airport Operations
General Manager Airport Operations, Flight Information Centres
SUBJECT: AUTOMATED POINT-OUT FEATURE
1. Recently, an automated point-out feature was added to RSiT. This feature enables automated transfer of radar identification
and tactical coordination of flight data associated with a correlated target, reducing the workload and phraseology associated
with this task. Controllers may coordinate changes to flight data, such as assigned heading, airspeed restrictions, altitude
information issued, and deviation from route clearance, in the free text field that is appended to the data tag during an
automated point-out.
A. 514.3 – is amended to permit transfer of radar identification by automated point-out;
B. 515.1 – is amended to permit transfer of radar identification by automated point-out;
C. 515.2 – is amended for clarity;
D. 515.3 – is amended for clarity; and
E. 553.3 Reference – is deleted as irrelevant.
3. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the April 17, 2003 revision.
4. Please insert this page between pages 5-16 and 5-17 and page 3 between pages 5-42 and 5-43 of ATC MANOPS.
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ATCD: 2003-3
ATC Directive
1. MAJOR CHANGES:
A. TRANSPORTATION APPEAL TRIBUNAL;
B. SEVERE WEATHER APPLICATION;
C. CLEARANCE LIMIT AND ARRIVALS; AND
D. ALTITUDE FILTERS.
2. ATAG CHANGE:
A. TOWER STRIPS.
1. Major changes:
A. TRANSPORTATION APPEAL TRIBUNAL
1. The Transportation Appeal Tribunal of Canada Act establishes the Transportation Appeal
Tribunal of Canada, which replaces the Civil Aviation Tribunal. According to the amended
Aeronautics Act, the Transportation Appeal Tribunal of Canada will assume responsibility to
review the Minister’s decision to refuse to issue or amend an air traffic control licence, if
requested by the applicant or licence holder.
a. 114.2 – is edited to correct capitalisation in the English version only;
b. 114.2 Reference – is amended to eliminate redundancy;
c. 114.3 – is corrected to match the amended Aeronautics Act; and
d. 114.4 – is amended to replace “Civil Aviation Tribunal” with “Transportation Appeal
Tribunal of Canada”, match the amended Aeronautics Act, and delete excess words.
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B. SEVERE WEATHER APPLICATION
1. Enhanced weather processing capabilities are being introduced to the NAV CANADA family
of SiT displays. This application processes weather data from Environment Canada Doppler
radars, the RDPS and the North American Lightning Detection Network. Controllers will have
a more accurate depiction of precipitation data as well as the introduction of cloud top and
lightning strike information.
a. 162.6 D. Phraseology – is added to provide additional phraseology for describing radar
observed weather, i.e., WEAK/STRONG ECHOES, TOPS (altitude), LIGHTNING.
C. CLEARANCE LIMIT AND ARRIVALS
1. Review of arrival clearance procedures in Chapters 4 and 5 revealed that there are
inconsistencies between paragraphs and notes dealing with this issue, and that they do not
correctly reflect current procedures. For example, 561.2 recommends to use a fix from which
an instrument approach can be carried out, but 463.1 does not. 463.1 A. Note and 561.2 Note
suggest to clear an arriving aircraft to the final approach fix, however, this is in contradiction
to 452.2 which cautions about holding GPS equipped aircraft at the final approach fix
because GPS receivers may experience unpredictable fluctuations.
2. To better reflect current procedures and to eliminate any inconsistencies in ATC MANOPS,
463.1, 561.2, 463.1 A. Note and 561.2 Note are being amended, and new references are
added.
a. 463.1 – is amended by advising to clear aircraft to a fix from which an instrument approach
can be carried out;
b. 463.1 Reference – is amended by including Holding Fixes 452.2;
c. 463.1 A Note – is amended by deleting the final approach fix, and by adding the final
approach course fix, and the initial and intermediate approach fixes;
d. 561.2 Note – is amended for editorial reasons, the final approach fix has been deleted and
the initial and intermediate approach fixes have been added; and
e. 561.2 Reference – is added to include reference to Holding Fixes 452.2.
D. ALTITUDE FILTERS
1. The Altitude Filter function being implemented in current operational equipment is not
correctly described in ATC MANOPS.
a. 504.1 – is amended to delete obsolete terms and clarify understanding;
b. 504.1 B. Note – is deleted for correctness; and
c. 504.1 B. Example – is edited to correctly describe current operational equipment.
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2. ATAG change:
A. TOWER STRIPS
1. The use of the “D” in box 10-13 and the time the clearance was issued in box 13 are required
by IFR controllers on IFR departure strips. This same requirement is true for tower
controllers, but is not mentioned in section 912, Completion of Tower Strips. However, when
a controller issues a PDC to an aircraft, EXCDS records the time the clearance was issued.
In order to maintain consistency, the requirement for the use of the “D” in box 10-13 and the
time the clearance was issued in box 13 on IFR departure strips by tower controllers, is added
to 912.13 of ATC MANOPS.
2. ATC MANOPS requires the placing of the intersection letter in box 14 and circling it to indicate
intersection departures on tower strips while box 15 is used to indicate runways used for
departure. In order to reduce the potential for confusion caused by having critical runway
intersection departure data in separate boxes, ATC MANOPS is changed so that the
departure intersection used by an aircraft is located with the runway data.
3. These changes are the results of ATAG 5 discussions.

a. 912.13 – is modified;
b. 912.14 A. – is modified; and
c. 912.15 – is modified.
A. Definitions – AIRCRAFT MOVEMENT SURACE CONDITION REPORT and CANADIAN
RUNWAY FRICTION INDEX – are added;
B. Abbreviations – AMSCR and RSC – are added;
C. Index – is updated;
D. 138.1 Reference – is updated;
E. 162.3 Example, 212.6 Example, 215.2 A. Example, 216.1 A. Example, 651.1 (Table) and 651.1
A. 2. Phraseology – are amended to replace invalid air carrier telephony;
F. 183.4 – “DF” is changed to “VDF”;
G. 193.1 Reference – is deleted;
H. 301.3 B. Reference, 351.7 Reference, 424.3 Reference, 424.4 Reference, 461.5 Reference,
465.8 Reference, 465.9 Reference, 466.2 Reference, 473.1 Reference, 561.3 Reference and
903.4 Reference – are updated due to the renumbering of A.I.P. Canada paragraphs;
I. 305.1 Reference - is updated;
J. 334.3 H. – a bracket is added before “frequency)” and the words “(location/time)” are added after
“NOW/AT” in the English version only;
K. 361.1 A. Note – “agreement” is changed to “Arrangement”;
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L. 361.3 – “Emergency Rescue Services” is changed to “AFF”;
M. 372.1 Reference – is updated in the English version only; and
N. 422.6 Reference – is updated.
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Larry Boulet
Director
124
ATCD: 2003-4
ATC Directive
1. MAJOR CHANGES:
A. RESTRICTED INSTRUMENT PROCEDURES;
B. NEW CALL SIGN — GOVERNOR GENERAL;
C. ATS SERVICE OUTSIDE HOURS OF OPERATION;
D. VISUAL CLIMB BY IFR AIRCRAFT; AND
E. STRIPMARKING FOR RNAV(GPS) APPROACHES AND GPS OVERLAYS.
1. Major changes:
A. RESTRICTED INSTRUMENT PROCEDURES
1. The procedures known as “Company Instrument Approach Procedures” are now termed
Restricted Instrument Procedures (RIPs). RIPs are not available to the general public, but are
approved for certain operators by Transport Canada, and also include departure and
transition procedures. ATS Standards, Procedures and Operations manages the design and
coordination of RIPs with Transport Canada, while AIS ensures the appropriate coordination
with the GMIFR(s) concerned.
a. Definitions – Company Instrument Approach Procedure – is amended to Restricted
Instrument Procedure and to reflect expanded meaning;
b. Definitions – Missed Approach Procedure – is amended to refer to Restricted Instrument
Procedure and to replace “plates” with “charts”;
c. 422.6, 422.6 Note and 422.6 Reference – are amended to refer to Restricted Instrument
Procedure;
d. 424.4 – unnecessary capitalization removed in the English version only;
e. 424.4 Note – is added to provide list of approved documents that contain published
instrument approach procedures; and
f. 424.4 Reference – unnecessary reference removed and reference to definition of
instrument approach procedure added.
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B. NEW CALL SIGN — GOVERNOR GENERAL
1. Canadian Military aircraft carrying the Governor General are now identified by the call sign
CANFORCE 3701, instead of RIDEAU 01. Pre-positioning flights associated with the
Governor General are no longer specifically identified.
2. This directive replaces direction contained in memorandum dated February 21, 2003 (FMP
No. 2003-313) on same subject.
a. 132.3 – is amended; and
b. 132.3 B. Note – is deleted.
C. ATS SERVICE OUTSIDE HOURS OF OPERATION
1. There have been occasions where ATS personnel have extended the advertised hours of
operation of ATS units for short periods of time in order to accommodate late arrivals or some
other short-term airport activity. Although well intentioned, the extension of operational hours
by ATS personnel is not permitted by ATC MANOPS.
2. Changes to ATC MANOPS will now permit controllers to provide control services outside the
advertised hours of operation of an ATS unit during specified periods and as indicated in a
local directive.
a. 137.1 – is added; and
b. 137.1 (old) – is renumbered 137.2.
D. VISUAL CLIMB BY IFR AIRCRAFT
1. An investigation into a recent occurrence revealed that ATC MANOPS does not provide
direction to controllers to issue a wake turbulence cautionary to an IFR aircraft during a VFR
climb. Although the A.I.P. Canada refers to the pilot responsibility for separation during a
VFR climb, no specific mention is made with respect to wake turbulence separation.
2. ATC MANOPS is amended to provide a reference to 128.11 and the requirement for a wake
turbulence cautionary.
a. 436.1 Phraseology – is updated; and
b. 436.1 Reference – a reference to Wake Turbulence is added.
E. STRIPMARKING FOR RNAV(GPS) APPROACHES AND GPS OVERLAYS
1. There are no specific strip marking instructions in ATC MANOPS for either RNAV approaches
or GPS Overlay approaches.
2. RNAV approaches shall be designated by the letter “R”. GPS Overlay approaches shall be
designated by the letter “G”. See the following examples:
a. RNAV(GPS) runway 08 approach – AR08
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b. VOR DME (GPS) runway 32 approach – AG32

a. 921.4 B. – is being amended to inform controllers of new strip marking symbols for
depicting RNAV and GPS Overlay approaches;
b. 924.1 B. – is added explaining the controllers may wish to designate the type of approach
aid being overflown at airports where more than one GPS overlay approach exists for the
same runway;
c. 921.4 B. Example – is updated; and
d. 921.4 B. Reference – is added.
A. Definitions – VISUAL APPROACH – is amended;
B. 301.4 Phraseology – is amended to be consistent with the procedures in ATC MANOPS 353.2;
C. 484.3 Note – is amended; and
D. 1042.3 – is amended.
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Larry Boulet
Director
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ATCD: 2004-1
ATC Directive
1. MAJOR CHANGES:
A. AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN);
B. CEILOMETER;
C. BLANKET CLEARANCES;
D. PPS SIZE;
E. AUTOMATED WRONG-WAY ALTITUDE ALERTING;
F. PROVISION OF SERVICE;
G. HALO FUNCTION;
H. VECTORING; AND
I. REDUCED VERTICAL SEPARATION MINIMA (RVSM) EXEMPTIONS.
PUBLICATION CHANGE:
A. ADEQUATE CLEARANCE ABOVE A PROMINENT OBSTRUCTION.
1. Major changes:
A. AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN)
1. NAV CANADA now utilizes the AFTN to store and forward aeronautical data such as flight
plans, meteorological data and NOTAM. These functions were formerly performed using
ADIS. Consequently, references to “ADIS” are no longer pertinent and are replaced by
references to the AFTN.
a. Abbreviations – ADIS is deleted;
b. 161.3 B. Note – is amended to refer to AFTN rather than ADIS;
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c. 1031.1 – is edited to remove reference to ADIS; and
d. Appendix 1 – automated data interchange system (ADIS) and translation are deleted.
B. CEILOMETER
1. Controllers in towers equipped with ceilometers use the term “TOWER CEILING” when
issuing information on the cloud base to pilots. There is no reference to this in ATC MANOPS.
a. 134.2 Phraseology – is modified to reflect the phraseology to be used when issuing ceiling
information as indicated by a ceilometer; and
b. 134.2 Note – is added.
C. BLANKET CLEARANCES
1. Squawk 7700 2000-2 titled “Incursion Alert” addressed the issue of runway incursions and
contained six suggestions on how operational personnel could reduce the likelihood of being
involved in a runway incursion incident. Although this bulletin suggested that blanket
clearances and instructions are to be discouraged, units continue to use practices that permit
unrestricted access to the manoeuvring area. As a result, the position of vehicles on the
manoeuvring area are being forgotten. ATC MANOPS direction is issued to prevent the use
of all-encompassing clearances.
2. It has also been recognized that personnel in some units are informing vehicle operators to
omit the off-the-runway reports required by ATC MANOPS since the vehicle movement is in
sight of the tower. The off-the-runway report is mandatory for vehicle operators; any request
to omit the call could lead to confusion and extra communication between the tower and the
operator. To correct this, ATC MANOPS phraseology is modified and a note is added to
354.8.
a. 354.8 C. – is amended;
b. 354.8 D. and 354.8 D. Note – are added; and
c. 354.9 and 354.10 – are added and 354.9 (old) to 354.11 (old) are renumbered 354.11 to
354.13.
D. PPS SIZE
1. ATC MANOPS 393.2 provides conditions for applying target resolution separation during
conflict resolution, thereby ensuring that the PPS do not touch but does not mention any
requirement for PPS size. Only ATC MANOPS 393.3 refers the reader to ATC MANOPS
532.1 for the PPS size and this is based on the non-compliance of the list found in ATC
MANOPS 393.2. ATC MANOPS 532.1 will continue to be referenced until such time as all
DSE are removed from towers.
2. The intent of ATC MANOPS is to display a minimum PPS size of 2 when providing target
separation during conflict resolution. ATC MANOPS is modified to indicate this requirement.
ATC MANOPS 393.4 is modified to maintain consistency with the wording in ATC MANOPS
393.2.
129
a. 393.2 B. – is added; and
b. 393.4 – is amended.
E. AUTOMATED WRONG-WAY ALTITUDE ALERTING
1. An automated wrong-way altitude alerting function is being added to RSiT. This function
enables automated detecting of altitudes inappropriate for direction of flight in a designated
airspace, and alerts the controller by blinking yellow text, for example, WWA, in the data tag.
In addition, a manual wrong-way altitude indicator is being added to RSiT and CAATS.
Controllers are directed to use one or the other feature, equipment permitting.

a. 432.1 – is amended to include 432.2 B. (old) and 432.2 B. Reference (old);
b. 432.2 B. – is deleted;
c. 432.2 C. Note (old) and 432.2 C. Reference (old) – are amended;
d. 432.2 D. 2. Note (old), 432.6 Note 2, 502.2 A. 2. and 502.2 A. 4. – are edited to
standardise terminology;
e. 432.5 – is amended;
f. 432.6 – is amended to replace “aircraft track” with “direction of flight”;
g. 432.6 Note 1 – is deleted for correctness;
h. 432.6 C. 2. and 432.6 C. 2. Note – are added to direct controllers to use either manual or
automated wrong-way altitude alerting function, if practicable;
i. 432.8 – is edited to delete unnecessary words and change to active voice; and
j. 502.2 B., 502.2 C. and 502.2 C. Note – are edited to correct tense, delete excess words,
and correct mood.
F. PROVISION OF SERVICE
1. In an emergency, a controller may provide radar vectors through a communications agency.
This procedure and its appended note are removed from ATC MANOPS 501.2 D. 1. –
provision of radar control service – and re-drafted as ATC MANOPS 602.3. Placing this
procedure in Part 6 – Emergencies – aligns it with other similar procedures and permits a
definition of what constitutes an emergency for this application and who may determine that
an emergency exists.
a. 501.2 A. Note – is deleted;
b. 501.2 A. Reference – is added;
c. 501.2 B. – is amended;
d. 501.2 D. – the words “except if” are replaced by “unless”;
130
e. 501.2 D. 1. and 501.2 D. 1. Note – are removed and re-drafted as 602.3;
f. 501.2 D. 2. and 501.2 D. 3. – are renumbered as 501.2 D. 1. and 501.2 D. 2.;
g. 501.2 D. Reference – is modified;
h. 602 – is renamed “RADAR”; and
i. 602.3 – is added.
G. HALO FUNCTION
1. A recent software fix to the inconsistency problem with the Halo radius readout of RSiT
means that controllers can now rely upon this aid to help determine radar separation between
present position symbols.
a. 532.1 Note 2 – is edited for completeness and correctness.
H. VECTORING
1. ATC MANOPS 541.3 directs controllers to provide the pilot with the purpose of a vector when
initiated. They must also inform the pilot of the point to which the aircraft is being vectored
to. When an aircraft files an open RNAV STAR and passes over the DTW, the flight crew are
aware they will be vectored to the final approach course, because this information is included
on the RNAV STAR chart as well as being published in the A.I.P. Canada.
a. 541.3 Note – is added allowing the controller to omit the purpose of the vector as well as
the point to which the aircraft is being vectored if the aircraft has passed over the DTW on
an open RNAV STAR; and
b. 541.3 Reference – is added.
I. REDUCED VERTICAL SEPARATION MINIMUM (RVSM) EXEMPTIONS
1. Height-keeping performance monitoring is a required portion of the State RVSM approval
process for all operators intending to acquire such approval. One method of meeting this
requirement is to conduct a monitoring flight using a GPS-based Monitoring Unit (GMU) to
collect GPS data during the flight. GPS data can be collected on scheduled flights or
monitoring specific flights. To ensure collection of sufficient position data, the flight must be
straight and level at any altitude between FL 290 and FL 410 inclusive, for at least thirty
minutes duration.
2. This direction replaces the memo dated December 16, 2002, issued by the Director, ATS
Standards, Procedures and Operations on the subject of Flight Using GMU equipment for
RVSM Monitoring.
3. To accommodate non-RVSM certified aircraft conducting certification/monitoring flights in
RVSM airspace, ATC MANOPS 761.3 is amended.
a. 761.3 G. and 761.3 G. Note – are added.
131
A. ADEQUATE CLEARANCE ABOVE A PROMINENT OBSTRUCTION
Change.
ATCD.
A. Definitions – URGENT PIREP – the list is renumbered in the English version only;
B. 106.2 Note – is changed to include a new ATS Information Bulletin reference number;
C. 139.4 – the word “agreement” is changed to “arrangement”;
D. 532.1 F. 1. Note 2 – is edited to remove mention of Brisay SSR;
E. 546.4 B. 3. Diagram – is updated; and
F. 625.1 Note 1 – the term UTC is added for consistency with CARs and the A.I.P. Canada.
Remove Insert
1-5 to 1-6 1-5 to 1-6
1-27 to 1-28 1-27 to 1-28
1-31 to 1-32 1-31 to 1-32
1-37 to 1-38 1-37 to 1-38
3-59 to 3-60 3-59 to 3-60
3-79 to 3-80 3-79 to 3-80
4-21 to 4-24 4-21 to 4-24
5-3 to 5-6 5-3 to 5-6
5-19 to 5-22 5-19 to 5-22
5-29 to 5-36 5-29 to 5-36
6-1 to 6-4 6-1 to 6-4
6-13 to 6-14 6-13 to 6-14
132
7-31 to 7-32 7-31 to 7-32
10-15 to 10-16 10-15 to 10-16
Larry Boulet
Director
133
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT

Manager, ATS Evaluations
Director, Airport Operations
SUBJECT: ADEQUATE CLEARANCE ABOVE A PROMINENT OBSTRUCTION
1. An exemption issued by Transport Canada dated July 11, 2002 allows for the use of RSiT/NARDS when applying ATC
MANOPS 546.4.
2. This change is implemented to allow for consistent application when utilizing RSiT and NARDS displays.
A. 546.4 B. 2. – is reworded to include the use of RSiT and NARDS full display; and
B. 546.4 B. 3. Diagram – is changed to more accurately reflect the wording.
MANOPS.
134
ATCD: 2004-2
ATC Directive
1. NO MAJOR SUBJECT IN THIS DIRECTIVE.
A. SAFETY ALERT; AND
B. ILS SNOW REMOVAL PROCEDURES.
1. This directive contains no major subject requiring changes to ATC MANOPS.

2. The following urgent ATS Operational Publication changes are included:
A. SAFETY ALERT
Change.
ATCD.
B. ILS SNOW REMOVAL PROCEDURES
1. ATC MANOPS Definitions, 192, 193, 194, 195 and 346 are amended in accordance with the
ATS Operational Publication Change.
ATCD.
A. Definitions – ALTITUDE READOUT – is corrected to match operational systems requirements;
B. Definitions – ALTITUDE READOUT VALUE – is deleted as redundant;
C. Definitions – INTERROGATOR – is deleted as it has an ordinary dictionary meaning;
D. Definitions – LATERAL – is deleted as the definition is not correct (laterals are not described in
the DAH), nor is the term used anywhere in ATC MANOPS;
E. Definitions – MODE – is amended to match ICAO;
F. Abbreviations – TOCC – is added;
135
G. Table of Contents –Part 1 and Part 3 – are updated;
H. 336.12 D. – the words “or heading” are added;
I. 507.1 Phraseology – a phraseology is restored as it was inadvertently removed in the urgent ATS
Operational Publication change;
J. 532.1 F. 1. Note 2 – is amended to explain that TRACS radar may support 5-mile separation if
approved by Technical Operations;
K. 903.1 B. and 912.2 B. – are amended to replace the symbol “#” with the letter “M”;
L. 903.1 B. Note, 903.7 B. 1., 903.7 D. 1. and 912.2 B. Note – are deleted;
M. 903.5 Example and 903.5 B. – are amended to replace “RAMP” with “RDPS”;
N. 903.7 B. 1. (old 903.7 B. 2.), 903.7 C. 5., 903.7 D. 1. (old 903.7 D. 2.), 912.6 Example 1 and 912.6
B. – are amended to delete equipment-specific terms and correct; and
O. 1021.3 G. 5. b. – is modified.
Remove Insert
1-1 to 1-2 1-1 to 1-2
1-55 to 1-56 1-55 to 1-60
3-1 to 3-2 3-1 to 3-2
3-9 to 3-10 3-9 to 3-10
3-31 to 3-32 3-31 to 3-32
3-37 to 3-38 3-37 to 3-38
3-41 to 3-42 3-41 to 3-42
5-9 to 5-10 5-9 to 5-10
5-21 to 5-22 5-21 to 5-22
9-5 to 9-10 9-5 to 9-10
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9-27 to 9-28 9-27 to 9-28
10-9 to 10-10 10-9 to 10-10
Larry Boulet
Director
137
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT
EFFECTIVE DATE: December 24, 2003

Director, IFR Operations
General Manager Airport Operations, Flight Information Centres
SUBJECT: SAFETY ALERTS
1. The Transportation Safety Board has noted in several recent aviation investigation reports the importance of standard
phraseology that includes both corrective action and traffic information to all involved aircraft in the event of a loss-of-
separation occurrence. A review of ATC MANOPS found that our operating procedures and phraseology for safety alerts are
non-standard and unfamiliar to international civil aviation. ICAO provides standard operating procedures and phraseology for
collision hazard information and for traffic avoidance advice: i.e., TURN LEFT/RIGHT IMMEDIATELY HEADING (number)
TO AVOID TRAFFIC (bearing by clock-reference and distance).
2. ATCI 1999-2 and Squawk 7700 No. 9801 are deleted as they are no longer valid.
A. 507.1 Phraseology — is amended to match ICAO.
4. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the April 15, 2004 revision.
138
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT
EFFECTIVE DATE: February 26, 2004

SUBJECT: ILS SNOW REMOVAL PROCEDURES
1. It is NAV CANADA’s responsibility to ensure that its Instrument Landing Systems (ILS) meet the requirements described in
technical manuals and ICAO documents. ILS must be operated in a manner that prevents signal distortion or reflection. Aside
from the obvious need to cut down trees and remove obstacles, there is a necessity to remove accumulated snow in areas near
localizer and glide path antennae to prevent signal reflections and distortion.
The local airport authority removes accumulated snow in these areas. Controllers may be required to process requests from
local airport authorities or Technical Operations Coordination Center (TOCC) for snow removal and, in some units, to turn glide
path or localizer signals on and off. ATC MANOPS is modified to provide direction with respect to snow removal near ILS
antennae and to combine ILS related material in the same section.
2. A review of the installation of Philips and the newer ParkAir/Redlich ILS systems at airports has shown that the 500-foot ILS
critical area as mentioned in ATC MANOPS is overly restrictive. New critical area dimensions for localizers and glide paths
are introduced.
3. References to MLS have also been removed, as these systems are no longer operated in Canada.
A. Definitions – FINAL APPROACH COURSE – “microwave landing system (MLS)” is deleted;
B. subsection 346 – is renumbered subsection 192 and amended;
C. subsection 193 (old subsection 192) – is amended;
D. 194.1 (old 193.1) – is amended;
E. 194.1 Note (old 193.1 Note) – is amended;
139
F. 194.1 Note 2 – is added;
G. 194.1 Reference (old 193.1 Reference) – is deleted;
H. 194.2 (old 193.2) – is amended and 193.2 Note (old) is deleted;
I. subsection 195 – a subsection on “ILS Snow Removal” is added;
J. 305.1 Reference and 344.5 Reference – are updated;
K. subsection 347 – is renumbered subsection 346; and
L. 346.4 (old 347.4) – “500” is changed to “250”.
5. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the next revision of ATC
MANOPS.
6. Please insert this page between pages DEF-6 and DEF-7, pages 3 through 6 between pages 1-54 and 1-55, page 8 between pages
3-10 and 3-11, page 9 between pages 3-38 and 3-39 and page 10 between pages 3-40 and 3-41 of ATC MANOPS.
140
ATCD: 2004-3
ATC Directive
1. MAJOR CHANGES.
A. AGREEMENTS AND ARRANGEMENTS.
A. DISPLAY PRESENTATION; AND
B. WAKE TURBULENCE MINIMUM.
1. Major changes
A. AGREEMENTS AND ARRANGEMENTS
1. ATSAMM 300 - Agreements and Arrangements, has been replaced to reflect current policy
regarding these documents. As a result, other NAV CANADA manuals require updating. ATC
MANOPS is amended accordingly.
2. It is necessary to distinguish between documents that must be handled in accordance with
ATSAMM 300 (Agreements and Arrangements), and the words "agreement" and
"arrangement" used in the sense of their dictionary meanings. Convention allows for this to
be done via capitalization. ATC MANOPS is amended accordingly.
a. 101.2, 139.4, 352.6 E. Note, 361.2 A., 362.5 B. Note , 492.3 Note, 493.1 Note , 494.1
Reference, 495.2 Note , 512.1 C., 512.2 Note, 512.3 A., 512.6 A. 1. Note , 512.7 B.1.d.,
573.1 A., 573.2 A. Note, 573.2 B., 583.1 B., 714.1 Note 1, 805.4 and 903.12 B. Note –
amended for correctness and completeness;
b. 133.2 Reference, 141.4 Reference, 494.1 Reference and 622.2 Reference – amended to
reflect new arrangement of ATSAMM 300;
c. 133.2 Note, 141.4 Note, 302.5 Note 1, 311.1 C. Note, 317.3 C., 352.6 C. Note 2, 362.5 D.
2., 363.1 Note, 422.4 A., 476.1 Note, 512.7 A., 653.1 D. Note, 661.1 Note 2 and 714.1 –
agreement, arrangement, or both, capitalized;
d. 183.1 Note – amended for correctness;
e. 493.1 – amended to include FICs and to remove incorrect reference to CVFR aircraft;
141
f. 494.3 Reference – replaced by a Note for clarity;
g. 805.4 Note 1 – amended for correctness and completeness and renumbered 805.4 Note;
h. 583.1 B. Note and 805.4 Note 2 – deleted to remove incorrect information; and
i. 805.4 Reference – reference to ATSAMM 302.2 added for completeness.
A. DISPLAY PRESENTATION
1. ATC MANOPS Definitions, 502.1 C., 502.1 C. Note 1, and 502.1 C. Note 2 are amended in
accordance with the ATS Operational Publication Change.
ATCD.
B. WAKE TURBULENCE MINIMUM
1. 381.2 is added to permit the use of a wake turbulence radar minimum in lieu of the 2 minute
wake turbulence minimum. The existing ATC MANOPS 382.5 is incorporated and 382.5 is
deleted.
ATCD.
A. 102.2; the word “asterisk” is replaced by “star”.
B. 307.2 A. Reference – is updated;
C. 352.6 A. Reference – is updated;
D. 352.6 A. 3. Reference – is updated; and
E. 352.7 A. Reference – is updated.

Remove Insert
1-3 to 1-4 1-3 to 1-4
1-25 to 1-26 1-25 to 1-26
1-31 to 1-34 1-31 to 1-34
1-51 to 1-52 1-51 to 1-52
3-3 to 3-4 3-3 to 3-4
3-11 to 3-14 3-11 to 3-14
142
3-19 to 3-20 3-19 to 3-20
3-51 to 3-54 3-51 to 3-54
3-61 to 3-64 3-61 to 3-64
3-71 to 3-74 3-71 to 3-74
4-13 to 4-14 4-13 to 4-14
4-81 to 4-82 4-81 to 4-82
4-95 to 4-102 4-95 to 4-102
5-5 to 5-6 5-5 to 5-6
5-13 to 5-14 5-13 to 5-14
5-61 to 5-64 5-61 to 5-64
6-9 to 6-10 6-9 to 6-10
6-25 to 6-28 6-25 to 6-28
7-7 to 7-8 7-7 to 7-8
8-7 to 8-8 8-7 to 8-8
9-13 to 9-14 9-13 to 9-14
Larry Boulet
Director
143
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT
EFFECTIVE DATE: April 15, 2004

SUBJECT: DISPLAY PRESENTATION
1. One of the actions resulting from a level three OSI dealing with “Radar Target Loss”, was to amend ATC MANOPS to provide
guidance and procedures on how a “Coast List” will be maintained.
A. Definitions – COAST LIST – is added;
B. 502.1 C. – is amended adding information about displaying a full format of the coast list;
C. 502.1 C. Note 1 – is added to clarify that a coast list “header” does not meet criteria described in 502.1 C.; and
D. 502.1 Note 2 – is added to remind controllers that coast lists should be kept manageable by deleting any superfluous
information.
3. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the July 8, 2004 edition of
ATC MANOPS.
4. Please insert this page between pages DEF-4 and DEF-5 and page 3 between pages 5-4 and 5-5 of ATC MANOPS.
144
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT

SUBJECT: WAKE TURBULENCE MINIMUM
1. For several years, we have permitted wake turbulence radar spacing in lieu of the wake turbulence time minimum for aircraft
departing from the threshold of the runway. Since the radar minima between the different aircraft groups provide the same
real spacing between the aircraft, as is guaranteed by the time standard, Transport Canada approved the practice many years
ago. As well, both the FAA and ICAO permit this application.
2. Last year, a study into wake turbulence revealed that about one-half of Canadian control towers are also substituting
ATC MANOPS 533.2 radar minima in lieu of the 3-minute time minimum for aircraft departing from runway intersections into
the wake of heavier aircraft. Furthermore, we are concerned that radar minima are being used in lieu of the 3-minute time
minimum for aircraft departing after a heavier aircraft has overflown the runway.
Although these two applications have been permitted in the past, we are revoking their use immediately. In future, controllers
shall provide 3-minute spacing, as is required in ATC MANOPS 382.2 A. and 382.4 and CARs.
3. Our study on intersection departures showed that in most cases, ATC MANOPS 533.2 radar minimum does not afford the same
spacing as the time standard when the aircraft takes-off from an intersection. In some cases, less than 2 minutes spacing can
exist between aircraft using a radar minimum from the intersection.
4. This decision is also based on other factors:
A. The likelihood of encountering vortices increases exponentially the closer the departure is to the take-off point of the
preceding aircraft. Furthermore, an intersection take-off can occur in all-weather conditions or at night when it is difficult
or impossible for a pilot to determine the take-off point of the preceding aircraft.
B. An aircraft is cleared for take-off without having requested a wake turbulence waiver and may not be aware that the 3-
minute standard is not being applied. Moreover, when a radar minimum is used in lieu of a time standard, there is no
requirement to provide a wake turbulence cautionary.
145
C. Transport Canada has informed us that they would not support the application of a radar minimum in lieu of the 3-minute
wake turbulence minimum for an intersection departure. Neither the FAA nor ICAO permit this application.
D. Expediting traffic behind a heavier category aircraft should not be a consideration in the application of wake turbulence
separation.
A. 381.2 – is added to permit the use of a wake-turbulence radar minimum in lieu of the 2-minute wake turbulence minimum.
The existing ATC MANOPS 382.5 is incorporated; and
B. 382.5 – is deleted.
6. This is a mandatory verbal briefing item for all concerned staff. This change will be reflected in the next revision of ATC
MANOPS.
146
ATCD: 2004-4
ATC Directive
1. MAJOR CHANGES:
A. SPECIAL USE AIRSPACE;
B. RESOLUTION ADVISORY REPORTING;
C. SUPERSONIC TRANSPORT;
D. WORDS AND PHRASES; AND
E. INITIAL IDENTIFICATION BY AN ATC UNIT.
A. TRANSPORT CANADA VIP CALL SIGNS; AND
B. NOTIFICATION TO THE PILOT.
1. Major changes:
A. SPECIAL USE AIRSPACE
1. The following amendment incorporates the actions described in the memorandum on Special
Use Airspace dated Nov. 27, 2002.
2. The following procedures are implemented in response to a level 3 Operations Safety
Investigation titled “Incursions into Special Use Airspace”. This report attributed some of the
causes of airspace incursions to inappropriate handling of special use airspace information.
These causes were identified as latent unsafe conditions in the SUA Level 3 report.
3. The purpose of these procedures is to apply national standards for the processing of special
use airspace information so all appropriate sectors are notified of all special use airspace
activation/deactivation on a timely basis. Air traffic controllers must be aware of the new
definitions and abbreviations which are being added to ATC MANOPS.
a. Definitions – SPECIAL USE AIRSPACE – is added; and
b. Abbreviations – SUA – is added.
147
B. RESOLUTION ADVISORY REPORTING
1. This direction replaces the memo dated July 15th, 2003, issued by the Director, ATS
Standards, Procedures and Operations on the subject of resolution advisory reporting.
Instances of an aircraft deviating from its clearance as a result of an ACAS/TCAS resolution
advisory or GPWS/TAWS warning, are to continue to be reported through the Aviation
Occurrence Reporting System, but the Resolution Advisory Reporting Form has been
discontinued.
2. ATCI 2002-1 is deleted as it is out-of-date.
a. Definitions – TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM – is amended
to match the FAA definition (no commercial development of TCAS-III exists);
b. Subsection 127 – is renamed ACAS/TCAS and GPWS/TAWS;
c. 127.1 – is edited for correctness since GPWS/TAWS provides warnings, not resolution
advisories;
d. 127.2 – is edited for correctness and an example of pilot phraseology is added;
e. 127.3 and 127.4 – are edited for correctness;
f. 127.4 Example – is corrected to match ICAO standard phraseology published in A.I.P.
Canada (no standard phraseology exists for a manoeuvre in response to a GPWS/TAWS
warning); and
g. 127.5 – is deleted as use of the Resolution Advisory Reporting Form has been
discontinued.
C. SUPERSONIC TRANSPORT
1. The Concorde has retired from service and, since it has no planned successor, existing
information and procedures about SST are unnecessary.
2. ATSI 2000-3 – Supersonic Transport Operations in Canadian Domestic Airspace is deleted.
a. Abbreviations – SST – is deleted; and
b. Section 770 – Supersonic Transport Procedures is deleted and Section 780 (old) is
renumbered 770.
D. WORDS AND PHRASES
1. Use of a standard published phraseology assures reliable communication between parties
involved in the provision and use of air traffic services. This has been the subject of previous
bulletins, i.e., ATSI 2001-6, A Reminder-NAV CANADA Focus on Safety in ATS; ATSI-9602,
Foreign Air Carrier-Operations; and Squawk 7700, No. 8802, Professional Communications.
a. Subsection 213 – is amended to closely match ICAO wording;
148
b. 303.1 Phraseology – is amended;
c. 304.3 Phraseology – is amended;
d. 404.1 C. Phraseology, 404.2 B. Phraseology and 404.2 B. 1. Phraseology – “CHECK” is
changed to “ROGER” and amended;
e. 404.2 B. 2. Phraseology – “BE ADVISED THAT” is deleted;
f. 413.1 Phraseology, 436.1 Phraseology and 546.3 B. Phraseology – “NOT POSSIBLE” is
changed to “UNABLE” in the English version only;
g. 415.2 A. Example – the word “RECLEARED” is added;
h. 431.1 Phraseology – is amended;
i. 437.1 Phraseology and 503.1 Phraseology – “VERIFY” is changed to “REPORT”;
j. 503.2 Phraseology – is amended; and
k. 546.3 B. Phraseology – is edited for correctness in the English version only.
E. INITIAL IDENTIFICATION BY AN ATC UNIT
1. The services provided by FSS and ATC to radar identified aircraft differ. FSS do not provide
a radar control service and continuous radar flight following is not guaranteed. ATC cannot
provide control services based on identification of an aircraft by FSS. ATC shall ensure
aircraft are identified in accordance with ATC MANOPS 511 prior to any ATC MANOPS
application.
a. 511.6 – is reworded to include only Air Traffic Control Units.
A. TRANSPORT CANADA VIP CALL SIGNS (JULY 15, 2004)
Change.
ATCD.
B. NOTIFICATION TO THE PILOT (JULY 29, 2004)
1. ATC MANOPS 314.1 D., 314.2 C. and 314.3 D. are amended in accordance with the ATS
Operational Publication Change.
ATCD.
A. Record of Amendment – a page is added;
B. Index – is updated;
C. 135.6 – the word “mercury” is changed to “digital”;
149
D. 165.5 A. – the words “and distance” are added;
E. 377.2 A. – the word “and” is changed to “or”;
F. 511.1 E. and 612.1 A. – the quotation marks are deleted;
G. 532.6 – the numbering of the Reference, Diagram and Note are updated in the English version
only;
H. 602.1 C. Note – “20” is changed to “5”; and
I. 721.1 Reference – NADS Operators Guide is deleted to eliminate confusion with the newer users
manual.
Remove Insert
ATC-V to ATC-VIII ATC-V to ATC-X
1-1 to 1-2 1-1 to 1-2
1-17 to 1-20 1-17 to 1-20
1-23 to 1-24 1-23 to 1-24
1-29 to 1-30 1-29 to 1-30
1-43 to 1-44 1-43 to 1-44
2-9 to 2-16 2-9 to 2-16
3-9 to 3-10 3-9 to 3-10
3-13 to 3-16 3-13 to 3-16
3-67 to 3-68 3-67 to 3-68
4-5 to 4-6 4-5 to 4-6
4-9 to 4-12 4-9 to 4-12
4-19 to 4-20 4-19 to 4-20
4-27 to 4-28 4-27 to 4-28
5-5 to 5-6 5-5 to 5-6
5-11 to 5-12 5-11 to 5-12
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5-23 to 5-24 5-23 to 5-24
5-33 to 5-34 5-33 to 5-34
6-3 to 6-6 6-3 to 6-6
7-1 to 7-2 7-1 to 7-2
7-9 to 7-10 7-9 to 7-10
7-35 to 7-38 7-35 to 7-36
10-19 to 10-20 10-19 to 10-20
Larry Boulet
Director
151
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT

SUBJECT: TRANSPORT CANADA VIP CALL SIGNS
1. Transport Canada has introduced new VIP call signs for those times when their aircraft are carrying either the Prime Minister
of Canada or Her Excellency the Governor General of Canada.
2. These call signs are TRANSPORT 01 and TRANSPORT 02 for the Prime Minister and Governor General respectively.
3. These flights will be entitled to the VIP flight priorities currently identified in our operational manuals.
A. 132.3 and associated notes – are amended to identify these aircraft identifications.
5. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.
152
Doc. Ref.: AVNE 5400-102-8
Larry Boulet
Direct Line: (613) 563-5657
URGENT

SUBJECT: NOTIFICATION TO THE PILOT
1. Consultations with Transport Canada enforcement officials and NAV CANADA Legal have determined that there is no
regulated requirement to inform the pilot when an Aviation Occurrence report is being filed, as per ATC MANOPS 314 and
1041. This new information, coupled with comments from operational units and certain airlines confirming the difficulties with
this practice, has prompted Head Office to rescind the existing direction.
A. 314.1 D., 314.2 C. and 314.3 D. – are amended;
B. 1041.2 N. Reference – is added in the English version only to align with the French; and
C. 1041.3 – is deleted.
3. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of ATC MANOPS.
4. Please insert page 1 through 3 between pages 3-14 and 3-15 and page 4 between page 10-20 and 10-21 of ATC MANOPS.
153
ATCD: 2005-1
ATC Directive
1. MAJOR CHANGES:
A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM);
B. RADAR POSITION SYMBOL;
C. ALTITUDE READOUTS;
D. ELT FOLLOW-UP, BAILOUT SIGNALS;
E. CROSSING AN ACTIVE RUNWAY; AND
F. WRONG WAY ALTITUDE.
2. MINOR CHANGE:
A. LONGITUDINAL SEPARATION;
1. Major changes:
A. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
1. NAV CANADA is implementing Reduced Vertical Separation Minimum (RVSM) at 09:01 UTC
January 20, 2005 between FL290 and FL410 inclusive, in Southern Domestic Airspace
(SDRVSM). Concurrently, all Canadian Domestic Airspace will be designated as RVSM
Airspace. RVSM airspace is exclusionary, and aircraft and operators that have not received
RVSM approval from their responsible State of authority, with limited exceptions, will not be
permitted to operate in RVSM airspace;
2. The application of RVSM by NAV CANADA controllers was first introduced in the North
Atlantic Region (NAT), as well as portions of the Montreal, Moncton and Gander FIRs/CTAs
adjacent to NAT airspace in March, 1997. RVSM procedures were incorporated into ATC
MANOPS Part 7 – Special Procedures. In February of 2000, the use of RVSM was expanded
over the Pacific (PAC) Region and the Vancouver FIR/CTA. In April of 2002, the use of
RVSM was expanded to Northern Canadian Domestic Airspace (NDA), and in October 2002,
the remainder of the Moncton FIR/CTA. The airspace in the NAT/PAC Regions and NDA
between FL290 and FL410 inclusive is RVSM exclusionary, where as the remaining
154
Canadian Domestic Airspace where RVSM was applied, prior to 09:01 UTC January 20,
2005, was RVSM Transition Airspace;
3. The SDRVSM implementation will be concurrent with RVSM implementations in the United
States and Mexico;
4. To reflect the change in the application of RVSM, from a Special procedure used in
designated areas to common operating procedure throughout Domestic airspace, the
direction and information previously contained in Section 760, has been incorporated into the
appropriate sections of MANOPS. Additional direction and information has been added,
where required; and

a. Definitions – REDUCED VERTICAL SEPARATION MINIMUM – is changed;
b. Definitions – NON-RVSM AIRCRAFT and RVSM AIRCRAFT – are added;
c. Section 760, Reduced Vertical Separation Minimum (RVSM) Control Procedures – is
renumbered 408;
d. 408.1 (old 761.1) – is amended to reflect the elimination of RVSM Transition Airspace;
e. 408.1 Note – is added to explain where dimensions of RVSM airspace are found;
f. 408.2 (old 761.2) – is amended to reflect new definitions;
g. 408.2 Note (old 761.2 Note) – is amended;
h. 408.3 Note 1 (old 761.3 Note) – is amended to include the National Operations Centre
(NOC) as the point of contact for obtaining approval for Non-RVSM aircraft for flights
planned into more than one FIR, or a transborder flight. The lead time has been reduced
from a minimum of 4 and a maximum of 12 hours in advance to not less than 2 hours in
advance of the intended departure time;
i. 408.3 Note 2 – is added to recognize the unique requirements of medevac flights for prior
approval and coordination;
j. 408.3 Reference (old 761.3 Reference) – is amended;
k. 408.3 B. and 408.3 F. (old 761.3 B. and 761.3 F.) – are amended to reflect the definition
of Non-RVSM aircraft;
l. 408.3 G. and 408.3 G. Note (old 761.3 G. and 761.3 G. Note) – are amended to include
monitoring/certification or developmental flights;
m. 408.4 (old 763.3) – is amended to include formation flights;
n. 408.5, 408.5 A., 408.5 B. and 408.5 C. (old 764.1, 764.1 A., 764.1 B. and 764.1 C.) – are
amended to add direction in the event an RVSM aircraft loses RVSM certification while
operating in RVSM airspace;
o. 408.5 Note 1 – is added to explain that at the time of an in flight equipment failure,
separation may not exist, and it is understood that the traffic situation may not permit the
controller to immediately establish separation;
155
p. 408.5 Note 2 – is added to explain that the controller is to acknowledge notification of an
RVSM aircraft operating with a single primary altimeter and continue to treat the aircraft
as an RVSM aircraft;
q. 408.5 Reference – is added;
r. 408.5 F. – is added to reflect reporting requirement;
s. 408.6 (old 761.4) – is amended;
t. 408.6 Note 1 – is added to explain that Non-RVSM aircraft climbing/descending through
RVSM airspace must be capable of climb/descent at the normal rate for the aircraft, and
not need to level off at an intermediate altitude in RVSM airspace for operational
considerations;
u. 408.6 Note 2 – is added to permit controllers to level off Non-RVSM aircraft in RVSM
airspace for traffic management, and to remind controllers that the vertical separation of
the Non-RVSM aircraft from all other aircraft is 2,000 feet;
v. 408.6 Reference – is added;
w. 408.7 (old 763.4) – is amended to reflect definitions of RVSM aircraft;
x. 408.8 (old 764.2) – is amended to include mountain wave activity and its applicability to
RVSM non-radar airspace;
y. 408.8 C. Note – is amended to reflect that RVSM may temporarily be suspended by the
Shift Manager or delegate;
z. 408.9 – is added to address aircraft reports of greater than moderate turbulence and/or
mountain wave activity in RVSM radar airspace;
aa. 408.9 Reference – is added;
ab. 432.2 A. Reference – is updated;
ac. 437.3 – is amended to reflect that “Report Reaching” phraseology for climb and descent
clearances is only required in RVSM non-radar airspace;
ad. 437.3 Phraseology and 437.3 Reference – are added;
ae. 472.2 – is amended to reflect the vertical delimitation of RVSM airspace (FL290 – FL410,
inclusive);
af. 472.2 B. Note – is deleted;
ag. 492.9 – is added to state the requirement for coordination between vertically adjacent
sectors where there is a vertical sector split in RVSM airspace, and a Non-RVSM aircraft
is operating less than 2,000 ft from the vertical sector boundary;
ah. 504.1 C. – is added to display 2000 plus 200 feet if the vertical sector boundary is within
RVSM airspace;
ai. 504.1 C. Note – is added to indicate that although the first usable altitude in a vertically
adjoining sector in RVSM airspace may be 1000 feet from the vertical sector limit, it is
necessary to view 2,000 feet plus 200 feet to account for Non-RVSM aircraft operating in
proximity to the vertical sector boundary;
156
aj. 512.3 B. – is amended to include an aircraft’s RVSM status if a Non-RVSM aircraft is
operating in RVSM airspace when effecting a hand-off;
ak. 512.3 B. Phraseology – is added;
al. 512.7 B. 1. e. – is added to include an aircraft’s RVSM status if a Non-RVSM aircraft is
operating in RVSM airspace in conjunction with omitting verbal hand-offs between IFR
units;
am.512.7 B. 1. e. Phraseology – is added;
an. 513.9 – is added to give direction to controllers to acknowledge receipt of information
regarding an aircraft’s RVSM status;
ao. 514.3 C. – is added to include an aircraft’s RVSM status if it is a Non-RVSM aircraft
operating in RVSM airspace; and
ap. 514.3 C. Phraseology – is added for completeness.
B. RADAR POSITION SYMBOL
1. The term "present position symbol" (PPS) is replaced by "radar position symbol" (RPS) to
clearly distinguish radar derived position information from flight plan derived position
information (for example, NADS), or ADS derived position information and to standardise
terminology with ICAO; and

a. Definitions – RADAR POSITION SYMBOL – is added;
b. Definitions – TARGET/PPS and TARGET/PPS RESOLUTION – are amended to delete
PPS;
c. Abbreviations – PPS is replaced by RPS;
d. 393.2 – "PPS" is changed to "radar targets";
e. 393.2 B., 502.2, 511.1 E., 511.1 F., 511.1 F. Note, 511.1 G., 511.1 G. Note, 511.1 H.,
511.4 Note, 511.7, 512.4, 512.6 A. 1, 512.6 B., 513.1 A., 513.4 A., 513.4 B., 513.5 A.,
521.3, 531.1, 531.3 B. Note, 532.1 Note 2, 532.1 A. 2. a., 532.1 D. 1. Note, 532.1 E. 4.,
532.3 B., 532.8 and 571.1 B. 3. – are amended to replace "PPS" with "RPS";
f. 532.1 A. 2. a. Note – is deleted as redundant; and
g. 532.9 – the words "airspace" and "PPS" are replaced with "area" and "RPS".
C. ALTITUDE READOUTS
1. An Urgent ATS Operational Publication Change published on March 7, 2002, and
subsequently incorporated into ATC MANOPS, noted a flaw in processing of Mode C altitude
information which could result in an incorrect altitude readout display for an aircraft. To
mitigate the risk, interim procedures were added to ATC MANOPS 503.11 until the radar data
processing system (RDPS) was fixed. Since then, the RDPS has been fixed and all IFR units
have implemented it, meaning the interim procedures may be safely deleted from ATC
MANOPS; and
157
a. 503.11 – is amended to match current RDPS behaviour.
D. ELT FOLLOW-UP, BAILOUT SIGNALS
1. Currently, there is no requirement in ATC MANOPS for controllers to coordinate with other
ATS units when attempting to locate the source of an Emergency Locator Transmitter (ELT)
signal. Enlisting the aid of other agencies in the area enables more aircraft to be reached and
enhances the possibility of earlier identification of the source of the ELT;
2. ATC MANOPS is modified to require controllers to coordinate with nearby ATS units before
notifying the Rescue Coordination Centre (RCC) through the ACC;
3. The Department of National Defence (DND) has provided information on automatic pilot
ejection (bailout) signals and has requested NAV CANADA to notify the appropriate RCC if a
bailout signal is detected;
4. Modern military aircraft bailout signals are transmitted on UHF Guard (243.0 mHz). A bailout
signal differs from an ELT signal and has a distinct repeating "ping" which descends in tone.
Military aircraft squawk 7700 and emit a bailout signal after the aircrew has ejected;
5. Direction and amplifying information is provided to controllers in 625.3; and
a. 625 – is changed to "ELT and Automatic Pilot Ejection (Bailout) Signals";
b. 625.1 A. – is added;
c. 625.1 A. (old) – is renumbered 625.1 C.; and
d. 625.3 – is added.
E. CROSSING AN ACTIVE RUNWAY

1. The practice of crossing an active runway after a landing clearance is issued was addressed
at the Air Traffic Services Advisory Group (ATAG) in September 2002 and again as a result
of two Operational Safety Investigations where the practice was identified and considered to
be contrary to ATC MANOPS;
2. There is no specific MANOPS direction for approving or denying runway crossings after a
landing clearance is issued but rather, emphasis is placed on ensuring the runway is free of
obstacles before the landing aircraft crosses the threshold. Given the operational importance
of the runway threshold as a cut-off point, controllers are relying on MANOPS 101.4 and
361.7 to safely move airport ground traffic across active runways;
3. A Hazard Identification and Risk Analysis (HIRA) was conducted on how to respond to a
request to cross a runway after a landing clearance is issued. As a result of this analysis,
direction is added in ATC MANOPS that will provide controllers with necessary guidance; and
4. Changes to ATC MANOPS are:
a. 308.2 – a reference to ASDE is added;
b. 344.4 – a new 344.4 is added;
158
c. 344.4 to 344.12 – are renumbered accordingly; and
d. 354.8 – is modified.
F. WRONG WAY ALTITUDE
1. The SDRVSM Safety Plan contains a deficiency which relates to the interface of Oceanic and
Domestic airspace. The RVSM Table of Cruising levels and the Flight Level Allocation
Scheme employed in the NAT do not match. In addition, traffic in the PAC routinely operate
at cruising levels contrary to the RVSM Table of Cruising levels. ATC MANOPS is amended
to facilitate an orderly flight level transition to/from oceanic airspace;
a. 432.1 C. is added to provide authority for air traffic controllers to approve a WWA for
aircraft that are transitioning to/from oceanic airspace and a provison that the transition
must take place within 200 nautical miles of the boundary of oceanic airspace is included.
2. Minor change:
A. LONGITUDINAL SEPARATION
1. To better define and illustrate the principle of time-based longitudinal separation, the existing
MANOPS 474.2 – text and illustration are replaced;
2. The new MANOPS 474.2 Note explains the application and the revised Diagram illustrates
the application when the aircraft are same speed and when the succeeding aircraft is faster;
and
a. 474.1 – Existing text edited for clarity;
b. 474.2 – Existing text replaced;
c. 474.2 Note – New note is added to explain the application; and
d. 474.2 Diagram – Existing diagram is replaced.
A. Definitions – DAYLIGHT, EVENING CIVIL TWILIGHT and MORNING CIVIL TWILIGHT are
added for completeness;
B. Definitions – NIGHT – is amended;
C. 102.5 – amended to delete mention of regions;
D. 103.1 Note – amended to replace Director, Air Traffic Services with Director, ATS Standards,
Procedures and Operations;
E. 112.1 Note – amended to replace Regional Office with Unit Managers;
F. 124.2 – edited to delete "Regional administrative office";
G. 303.1 Phraseology – amended to replace "TAXI TO POSITION (runway)" with "TAXI TO
POSITION RUNWAY (number)";
159
H. 353.4 B. – amended to replace "Regional Manager, Safety and Service Design" with "unit
manager" for correctness;
I. 353.7 – amended to delete "under the authority of the Regional Manager, Safety and Service
Design" as unnecessary;
J. 377.2 – amended to correspond with the TP 312 definition;
K. 413.1 B. Note – amended to replace "The Director Air Traffic Services determines a requirement"
with " a requirement has been determined" for correctness and simplicity;
L. 532.1 C. – amended to replace "Regional Director, NAV CANADA" with "Director, ATS
Standards, Procedures and Operations";
M. 551.4 – amended to replace "Regional Director, NAV CANADA" with "Director, ATS Standards,
Procedures and Operations";
N. 634.1 – edited to delete B&C as unnecessary as well as add requirement to contact Shift
Manager. Applicable references renumbered;
O. 912.15 B. Note 1 – amended to delete the word "landing"; and
P. 1003.4 and 1003.5 – old 1003.4 and 1003.5 merged into new 1003.4 for correctness.
Remove Insert
ATC-VII to ATC-VIII ATC-VII to ATC-VIII
1-5 to 1-8 1-5 to 1-8
1-15 to 1-16 1-15 to 1-16
3-9 to 3-12 3-9 to 3-12
3-37 to 3-42 3-37 to 3-42
3-57 to 3-60 3-57 to 3-60
3-67 to 3-68 3-67 to 3-68
3-79 to 3-80 3-79 to 3-80
4-1 to 4-102 4-1 to 4-104
5-5 to 5-26 5-5 to 5-26
5-37 to 5-38 5-37 to 5-38
5-57 to 5-58 5-57 to 5-58
160
6-13 to 6-16 6-13 to 6-16
7-1 to 7-2 7-1 to 7-2
7-31 to 7-36 7-31 to 7-32
9-31 to 9-32 9-31 to 9-32
10-3 to 10-4 10-3 to 10-4
Larry Boulet
Director
161
ATCD: 2005-2
ATC Directive
1. MAJOR CHANGE:
A. TCU.
2. MINOR CHANGE:
A. RCAP.
1. Major change:
A. TCU
1. With the relocation of the Ottawa TCU to the Montreal ACC, it is necessary to amend ATC
MANOPS to remove some of the inappropriate references to Terminal Control Units.
a. Definitions – AIR TRAFFIC CONTROL UNIT – is changed by deleting part B. dealing with
the TCU and renumbering the following sub-paragraphs accordingly;
b. Definitions – AIR TRAFFIC SERVICES – is changed by deleting the reference to a TCU
in part A. 2.;
c. Definitions – TERMINAL CONTROL SERVICE – is changed by deleting the reference to
a TCU, and renumbering the following sub-paragraphs accordingly;
d. Abbreviations – TCU – is deleted;
e. 134.5 B. Note – is changed by deleting the reference to collocated TCUs;
f. 806.2 F. and 831.2 Note 2 – is changed by removing the reference to a TCU;
g. 1023.3 A. and 1023.4 A. – are deleted to remove the reference to a TCU; and
h. 1023.3 B. 1. and 1023.3 B. 2. – are renumbered and modified.
2. Minor change:
A. RCAP
1. With the introduction of restricted instrument approaches and the RCAP publication, a
change was required to ATC MANOPS to be more inclusive.
162
a. Abbreviations – RCAP – is added; and
b. 465.1 – the words “or RCAP” are added.
A. Definitions – AIR TRAFFIC, AIRFILE, AREA NAVIGATION, BACKTRACK, CEILING,
DISTANCE MEASURING EQUIPMENT, DOWNWIND LEG and EMERGENCY
COORDINATOR CENTER – are updated for consistency with the Glossary for Pilots and Air
Traffic Services Personnel;
B. Definitions – COMPANY ROUTE – is deleted, as it is no longer published for IFR flights in
controlled airspace;
C. Definitions – CONTROLLER JURISDICTION SYMBOL (CJS) – is amended for correctness;
CAATS CJS could be three characters instead of one or two;
D. Defintion of DISCRETE EMERGENCY FREQUENCY, abbreviation of AFF, 315.3 Note, 361.3,
363.1 Note, 621.1 A. 2., 622.2, 653.1 A., 653.1 D. Note, 661.1 Note 1 and 661.1 Note 2 – “AFF”
is changed to “ARFF” to remain consistent with the CARs;
E. Abbreviations – NAR, OAC and PED – are deleted;
F. 113.7 – is deleted, this is direction to managers, not controllers; and managers will provide relief
according to existing ATSAMM 203.5;
G. 113.8 – is deleted; this is direction to managers, not controllers; and managers will provide a
description of duties for each operating position according to existing ATSAMM 203.6;
H. 113.9 – is moved to new ATSAMM 203.7;
I. 132.1 A. 2. – the word “apperas” is changed to “appears” in the English version only;
J. 212.5 Example – the word “feet” is added in the English version only;
K. 244.1 – is amended to add “shift manager”;
L. 244.1 Reference – is added;
M. 244.2 – is deleted; this is direction to managers, not controllers, and managers will forward
CIRVIS reports according to new ATSAMM 203.5;
N. 308.2 Reference – is updated in the English version only;
O. 335.1 E. – is amended to replace "Regional Director" with "Director, ATS Standards and
Procedures";
P. 363.4 Phraseology – is amended to replace “CHANGE” with “CONTACT” for correctness;
Q. 363.5 – is amended to permit the release of IFR aircraft from tower frequency without assigning
another frequency provided an assigned SID contains communication transfer instructions;
R. 363.5 Phraseology – is renumbered 363.5 A. Phraseology;
S. 408.6 – is amended;
163
T. 408.6 Note 2 – is deleted to move direction from the note into the appropriate paragraph;
U. 422.2 Phraseology – is amended to include North American Route designator;
V. 422.3 C. 1. – the word “clearance” is changed to “flight plan”;
W. 422.6 – is deleted as direction about company routes is no longer relevant; remaining direction
about approach procedures is moved to subsection 465 and 422.7 to 422.10 are renumbered
422.6 to 422.9;
X. 465.2 – is added to include existing direction about restricted instrument procedures and 465.2
to 465.9 are renumbered 465.3 to 465.10;
Y. 532.1 Note 2 – is amended to delete mention of the Position Entry Device (PED); there are no
longer any PED sysmbols in use on any NAV CANADA situations display, including NARDS and
all variations of the SiT;
Z. 652.1 – is amended to add direction to inform the ACC Shift Manager when it is known that an
aircraft bomb threat or hijacking exists;
AA.652.1 Reference – is added for completeness;
AB.652.2 and 652.3 – are deleted; the direction is for managers, not controllers; direction is
combined and added to ATSAMM 231.4 (new); and
AC.Section 730 – is deleted.
Remove Insert
1-9 to 1-10 1-9 to 1-10
1-23 to 1-24 1-23 to 1-24
1-27 to 1-28 1-27 to 1-28
2-7 to 2-8 2-7 to 2-8
2-23 to 2-24 2-23 to 2-24
3-11 to 3-12 3-11 to 3-12
3-15 to 3-16 3-15 to 3-16
3-27 to 3-28 3-27 to 3-28
3-61 to 3-64 3-61 to 3-64
4-9 to 4-10 4-9 to 4-10
164
4-15 to 4-18 4-15 to 4-18
4-43 to 4-46 4-43 to 4-46
5-19 to 5-20 5-19 to 5-20
6-9 to 6-10 6-9 to 6-10
6-23 to 6-28 6-23 to 6-28
7-1 to 7-2 7-1 to 7-2
7-11 to 7-32 7-11 to 7-32
8-7 to 8-8 8-7 to 8-8
8-17 to 8-18 8-17 to 8-18
10-13 to 10-14 10-13 to 10-14
Larry Boulet
Director
165
ATCD: 2005-3
ATC Directive
1. NO MAJOR SUBJECT IN THIS DIRECTIVE.
1. This directive contains no major subject requiring changes to ATC MANOPS.

A. Foreword – the Director’s title is amended;
B. Abbreviations – TSR – is changed for correctness;
C. 103.1 Note and 532.1 C. – “ATS Standards, Procedures and Operations” is changed to “ATS
Standards and Procedures”;
D. 115.1 Note – is edited to eliminate redundancy in the English version only;
E. 118.4 Note 1 – the words “and RVSM Transition airspace” are deleted;
F. 137.1 – is edited to eliminate redundancy in the English version only;
G. 363.5 A. – is amended for clarity;
H. 422.3 C. 1. – “flight plan” is changed to “clearance” as the term “clearance” was deleted in error
in the last amendment. In a non-radar environment, the clearance issued to the aircraft must
specify the route to the first compulsory reporting point, if the expression “via flight planned route”
is to be used;
I. 503.6 – is amended to replace “sector or unit” with “controller” for consistency and add “and the
controller relieving you” to the direction;
J. 503.7 – is amended to delete condition D.;
K. 551.4 – “According to the Director, ATS Standards, Procedures and Operations” is changed to
“Where approved by the Director, ATS Standards and Procedures” in the English version only;
L. 903.2 C.– is amended to match the capabilities of various automated systems, including CAATS,
more than one letter from the equipment list can be entered following the aircraft type designator
on their flight progress strip; additional letters can still be found in box 16. 903.2 C. Note 1 is
modified and renumbered 903.2 C. Note and 903.2 C. Note 2 is deleted; and
M. 921.2 – landing area other than a published runway – the word “landing” is deleted.
166
Remove Insert
1-5 to 1-6 1-5 to 1-6
1-11 to 1-14 1-11 to 1-14
1-31 to 1-32 1-31 to 1-32
3-63 to 3-64 3-63 to 3-64
4-15 to 4-16 4-15 to 4-16
5-5 to 5-8 5-5 to 5-8
5-21 to 5-22 5-21 to 5-22
5-37 to 5-38 5-37 to 5-38
9-7 to 9-8 9-7 to 9-8
9-35 to 9-36 9-35 to 9-36
Larry Boulet
Director
167
ATCD: 2005-4
ATC Directive
1. MAJOR CHANGE:
A. POSITION RESPONSIBILITY.
1. Major change:
A. POSITION RESPONSIBILITY
1. The latest software version of Voice Switch (VSCS/NVCS) included the new Relief Brief
function. This function permits the easy recording of position responsibility transfer between
a relieving controller or flight service specialist and the controller or flight service specialist
being relieved.
2. The following changes to ATC MANOPS require the mandatory use of the transfer of position
checklist in all units and the electronic recording of such transfer briefings where equipment
permits.
a. 113.3 A. – is modified to require the use of the position transfer list;
b. 113.3 A. Reference – is added;
c. 113.3 B. – is added; new requirement regarding the recording of position responsibility
transfer; and
d. 113.3 C., 113.3 C. Note and 113.3 D. – are renumbered.
A. Definitions – TARGET/RESOLUTION – “/” is deleted in the English version only; correct spelling
is “TARGET RESOLUTION”;
B. Abbreviations (DSE), 393.2 F., Table of Contents - Part 6 and 680 – “DSE” is deleted as this
RAMP-era equipment is obsolete, and has been replaced by SiT-family displays in the area
control centres, or NARDS in the airport control towers;
C. 126.1 B. and 126.2 F. – are edited to delete version of the manuals; users must use the most
current version;
D. 216.5 C. 1. Note – is edited to delete technology-specific equipment names; all automated
systems will limit the aircraft identification field to 7 characters since that is the ICAO standard;
168
E. 532.1 A. 1. Note – is deleted to eliminate confusion between maximum ranges found on various
traffic situation displays; check the current users manual for the equipment in use to verify the
maximum range available;
F. 532.1 C. 3. Reference – is updated in the English version only;
G. 545.2 Phraseology – a period is added after “LEFT/RIGHT” in the English version only;
H. 562.2 B. – is edited to replace “primary” with “preferred” for correctness and to eliminate
confusion since terminal survaillance radar consists of co-located primary and secondary
surveillance radar; the issue here is that the TSR is the preferred source for RDPS, not the
supplementary source; and
I. 562.2 B. 1. Note – is edited to delete technology-specific equipment names; RAMP is the name
of a project, not the name of the equipment; and the “Technical Duty Manager” is deleted for
correctness.
Remove Insert
1-9 to 1-10 1-9 to 1-10
1-17 to 1-18 1-17 to 1-18
2-13 to 2-14 2-13 to 2-14
3-79 to 3-80 3-79 to 3-80
5-19 to 5-22 5-19 to 5-22
5-33 to 5-34 5-33 to 5-34
5-47 to 5-48 5-47 to 5-48
6-1 to 6-2 6-1 to 6-2
6-33 to 6-34 6-33 to 6-34
Larry Boulet
Director
169
ATCD: 2006-1
ATC Directive
1. NO MAJOR CHANGE IN THIS DIRECTIVE.
2. MINOR CHANGES:
A. INTERRUPTIBLE POWER SUPPLY; AND
B. WILDLIFE REPORTS.
1. No major change.
2. Minor changes:
A. INTERRUPTIBLE POWER SUPPLY
1. The term "interruptible power supply" and the abbreviation "IPS" are not found anywhere in
ATC MANOPS, they are not standard terms, and they are not a condition of any procedure,
so they are deleted.
a. Definitions – INTERRUPTIBLE POWER SUPPLY – is deleted; and
b. Abbreviations – IPS – is deleted.
B. WILDLIFE REPORTS
1. ICAO documentation states that birds and wildlife may constitute an obstruction with regard
to runway operations. Therefore, ATC MANOPS is amended to expand the meaning of
obstruction to include animals and birds on or near the manoeuvring area.
a. 322.1 D. – is amended; and
b. 322.1 D. Note – is added.
A. Abbreviations – A.I.P. – is deleted;
B. Abbreviations – TC AIM – is added;
C. Index – the terms “FMS” and “FMS arrival” are deleted;
170
D. Index – “RDPS/DSE failure” is changed to “RDPS failure” in the English version only;
E. 113.1 A. 1. Note 2 – is added to clarify that managers may make operational suggestions without
assuming control of the operating position;
F. 117.1, 126.1, 127.1, 133.4 C., 134.4, 135.4, 162.1 E., 182.3, 301.3 B., 302.5, 323.1, 336.9,
336.12, 342.3, 344.4 A., 345.1, 351.7, 352.6 D., 354.12, 384.1, 391.7, 408.3, 408.5, 408.6,
408.9, 424.3, 424.4, 426.1, 431.1 C. Note, 431.3, 432.2 B., 433.1, 436.1 A., 437.1, 437.2, 437.3,
441.1 B., 444.2 A., 461.5, 465.4, 465.9, 465.10, 466.2, 473.1, 481.1 Note 2, 485.2, 486.1 D. 1.,
505.1, 523.1, 541.1, 541.3, 561.3, 566.1 C. 2., 569.1, 611.1, 625.1 C., 642.1, 741.1, 741.2 C.,
747.1, 815.1 E., 903.2 C. and 903.4 B. – the reference to “A.I.P. Canada” is changed to “TC AIM”;
G. 126.1 A. – is updated;
H. 231.2 – “OSS” is changed to “ATOS”;
I. 432.5 A. 1. Note – is amended by removing the reference to “TALEX”, as it is not an appropriate
example;
J. 432.5 B. Note – is amended by removing the reference to “TALEX”, as it is not an appropriate
example, and the reference to paragraph 432.7 is removed to ensure that the phraseology
“Wrong Way” is not used in communications with aircraft;
K. 532.2 – is changed to replace “TCU” with “terminal control” to match previous ATCD 2005-2
which deleted mention of terminal control unit;
L. 541.2 and 541.2 A. Note – are amended by removing the reference to NSiT and GSiT as vectors
are not permissible using these displays.
M. 554.1 B. – is amended;
N. Page 8-3 through 8-6 – are reprinted for editorial reasons;
O. 823.1 Reference – is updated in the English version only;
P. Appendix 1 – “aeronautical information publication (A.I.P.)” is deleted and “Transport Canada
Aeronautical Information Manual (TC AIM)” is added.
Remove Insert
ATC-VII to ATC-X ATC-VII to ATC-X
IND-7 à IND-8 IND-7 à IND-8
1-9 to 1-10 1-9 to 1-10
1-13 to 1-14 1-13 to 1-14
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1-17 to 1-18 1-17 to 1-18
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2-19 to 2-20 2-19 to 2-20
3-3 to 3-4 3-3 to 3-4
3-21 to 3-22 3-21 to 3-22
3-31 to 3-32 3-31 to 3-32
3-35 to 3-40 3-35 to 3-40
3-43 to 3-44 3-43 to 3-44
3-51 to 3-52 3-51 to 3-52
3-59 to 3-60 3-59 to 3-60
3-75 to 3-78 3-75 to 3-78
4-7 to 4-10 4-7 to 4-10
4-17 to 4-26 4-17 to 4-26
4-29 to 4-30 4-29 to 4-30
4-33 to 4-36 4-33 to 4-36
4-41 to 4-42 4-41 to 4-42
4-45 to 4-48 4-45 to 4-48
4-53 to 4-54 4-53 to 4-54
4-87 to 4-90 4-87 to 4-90
4-93 to 4-94 4-93 to 4-94
5-9 to 5-10 5-9 to 5-10
5-17 to 5-18 5-17 to 5-18
5-21 to 5-22 5-21 to 5-22
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5-47 to 5-48 5-47 to 5-48
5-51 to 5-54 5-51 to 5-54
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6-19 to 6-20 6-19 to 6-20
7-15 to 7-16 7-15 to 7-16
7-27 to 7-28 7-27 to 7-28
8-3 to 8-6 8-3 to 8-6
8-11 to 8-14 8-11 to 8-14
9-7 to 9-8 9-7 to 9-8
R.R. Speiran
Manager
173
ATCD: 2006-2
ATC Directive
1. NO MAJOR CHANGE IN THIS DIRECTIVE.
2. MINOR CHANGES:
A. NAT READBACKS;
B. FRENCH USE OF WRONG WAY (NON APPROPRIÉ); AND
C. RADAR.
1. No major change.
2. Minor changes:
A. NAT READBACKS
1. This directive replaces our memo dated September 8th, 2005, issued by the Director, ATS
Standards and Procedures on the subject of readbacks of North Atlantic (NAT) oceanic
clearances.
a. 133.6 Note – is amended to explain that controllers are required as a result of local
operating instructions and Agreements to read back verbatim all NAT clearances and
instructions received verbally from a foreign controller, and request readbacks of same;
and
b. 491.1 Note 2 – is amended to explain that the requirement to obtain a readback (and give
a readback) of flight data may apply when exchanging data with communications
agencies or foreign controllers.
B. FRENCH USE OF WRONG WAY (NON APPROPRIÉ)
1. Existing direction in ATC MANOPS 432.7 prohibits the use of the term "Wrong Way" in
English radio communications with aircraft. There is no French operational equivalent for this
term, and the most grammatically correct expression is not permitted. Since the use of the
French term "approprié" is permitted in the French version of ATC MANOPS, Head Office has
found no logical reason for the exclusion of "non-approprié" in the French version of 432.7.
174
2. The French version of ATC MANOPS 432.7 is changed to prohibit the use of the English term
"Wrong Way" in communications with aircraft thereby remaining consistent with the English
version.
a. 432.7 – is modified to prohibit the use of the term "Wrong Way" in communications with
aircraft in the French version only.
C. RADAR
1. Recently, we discovered that, in some cases, if a transponder equipped aircraft for which a
primary return was available loses its transponder, RDPS will only retain a previously
correlated flight plan if the Mode C indicated altitude is more than a unit-adapted value; this
is different than what is described currently in ATC MANOPS.
a. 531.3 B. Note – is amended to delete incorrect automated system behaviour description
and to replace non-standard equipment terms with plain language ICAO-compliant
equivalent terminology.
A. Foreword – is updated;
B. Definitions – APPROACH AREA – is amended;
C. Abbreviations – ATOS – is added;
D. Abbreviations (NOPAR), 921.1 and Appendix 1 – “do not pass to air defence radar” is changed
to “do not pass to aerospace defence radar”;
E. 103.1 Note, 335.1 E., 532.1 C. and 551.4 – “Director” is changed to “Manager”;
F. 322.1 D. Note – is amended to remove “wildlife and birds” as this has caused confusion;
G. 322.1 F. Note – is added to include mention of “wildlife and birds”; and
H. 805.5 – “Manager, Airspace and Procedures” is changed to “Manager, ATS Standards and
Procedures.

Remove Insert
1-5 to 1-6 1-5 to 1-6
1-25 to 1-26 1-25 to 1-26
175
3-21 to 3-22 3-21 to 3-22
3-27 to 3-28 3-27 to 3-28
4-97 to 4-98 4-97 to 4-98
5-19 to 5-22 5-19 to 5-22
5-37 to 5-38 5-37 to 5-38
8-7 to 8-8 8-7 to 8-8
9-33 to 9-34 9-33 to 9-34
R.R. Speiran
Manager
176
1
ATCD: 2006-3
ATC Directive
1. MAJOR CHANGES:
A. REMOVAL OF PRIOR COORDINATION REQUIREMENT FOR EXEMPT NON-
RVSM AIRCRAFT;
B. AD HOC DATA ASSISTANCE;
C. HIJACK SIGNAL RESPONSES; AND
D. FUEL DUMPING.
2. MINOR CHANGES:
A. DANGEROUS GOODS; AND
B. PHRASEOLOGY.
A. WRONG WAY ALTITUDES – TEST FLIGHTS; AND
B. CHANGE IN DESIGNATION OF GPS APPROACHES.
1. Major changes:
A. REMOVAL OF PRIOR COORDINATION REQUIREMENT FOR EXEMPT NON-RVSM AIRCRAFT
1. NAV CANADA implemented reduced vertical separation minimum between flight levels 290 and
410 inclusive in Canadian Southern Domestic Airspace on January 20, 2005. Since then, with
few exceptions (state aircraft, for example) non-RVSM aircraft were not permitted to operate
within RVSM airspace. Aircraft that did qualify for an exemption were required to get prior
approval from ATC unit management 2 hours in advance of their proposed departure time.
2. A review of feedback from operational units and consultations with customers determined that
this requirement for prior approval for qualified non-RVSM aircraft to operate in RVSM airspace
could be safely eliminated. To mitigate any increased risk, controllers must now inform the
receiving controller of the RVSM status of a non-RVSM aircraft operating in RVSM airspace
when passing an estimate.
2
3. Canadian pilots will file “STS/NONRVSM” (or another remark such as “STS/STATE”) to indicate
reason for special handling by ATS. When filed, and equipment permitting, these remarks will be
indicated on the flight progress strip. If a controller is unsure about an aircraft’s RVSM status,
check the equipment suffix and ask the pilot to verify.

a. Definitions – STATE AIRCRAFT – is deleted;
b. 118.5 Phraseology – is added for verifying RVSM approval status of an aircraft;
c. 408.1 – is amended to include direction prohibiting application of RVSM to non-RVSM
aircraft;
d. 408.1 Phraseology – is added for denying clearance into RVSM airspace;
e. 408.1 Note 2 – is added explaining that aircraft in formation are non-RVSM aircraft;
f. 408.2 – is added to provide RVSM aircraft priority over non-RVSM aircraft in RVSM airspace;
g. 408.2 (old) and 408.3 – are combined for simplicity;
h. 408.2 Note (old) – is deleted as 408.5 (old) provides sufficient direction;
i. 408.3 Note 1 and 408.3 Note 2 – are deleted;
j. 408.3 Reference – is amended to delete reference to ATSAMM subsection 325;
k. 408.3 A. Note – is amended to describe state aircraft;
l. 408.3 A. Reference – is deleted as unnecessary;
m. 408.3 E. Note and 408.3 F. Note – are edited to correct terms and reduce excess words; non-
RVSM aircraft are not approved for operation in RVSM airspace, but may receive
authorization from the controller to operate there;
n. 408.3 G. Note – the word “thirty” is changed to “30”;
o. 408.4 — is deleted and subsequent paragraphs are renumbered;
p. 408.4 (old 408.5) — is edited for clarity; controllers may permit an aircraft which has reported
an equipment malfunction to remain in RVSM airspace, traffic permitting, but must either
apply 2,000 ft vertical separation or another form of separation, or they must clear it out of
RVSM airspace and apply appropriate separation;
q. 408.4 D. Phraseology — is added for passing supplementary information when coordinating;
r. 408.6 (old 408.7) – the word “limit(s)” is changed to “limit” in the English version only;
s. 408.7 and 408.8 (old 408.8 and 408.9) — are edited to standardize terms;
t. 408.8 C. Phraseology — is added for confirming an aircraft is able to resume RVSM
operation;
u. 408.9 and 408.9 Phraseology — are added to direct controllers to identify non-RVSM aircraft
in RVSM airspace with adjacent sectors/units when coordinating;
3
v. 437.2 A. Note — is amended to explain that pilots are not required to report reaching or
leaving an assigned altitude unless instructed to do so;
w. 492.3 F. Reference — is added; and
x. 903.2 C. 1. — is amended; “W” indicates RVSM certified and approved.
B. AD HOC DATA ASSISTANCE

1. A recent safety assessment determined that an otherwise qualified controller who had not yet
completely familiarized themselves with an operating position, or did not intend to accept
responsibility for an operating position, might still assist the responsible controller provided two
conditions were met. These two conditions were: the responsible controller must specify what
assistance is required; and the assisting controller must agree to provide only this assistance.
a. 112.2 – is amended to clarify the controller’s activities when assuming responsibility for an
operating position;
b. 113.1 A. 1. Note – is amended to explain that the assisting controller does not assume full
responsibility for the position; and
c. 113.7 – is added to permit controllers to provide assistance to a responsible controller without
assuming responsibility for the position themselves, under certain conditions.
C. HIJACK SIGNAL RESPONSES
1. A recent occurrence has prompted a review of hijack signals, and some of these have been
found to be non-standard. The phrase TRIP and the act of leaving flaps down after landing are
not known by international civil aviation, and the knowledge of domestic pilots is uncertain, so
the corresponding signal responses are deleted from ATC MANOPS. Pilots may continue to
indicate unlawful interference by squawking specific discrete codes, or plain language on air-
ground radiotelephony or non-routine communications (ACARS, SATCOM, or cell phone).
2. This change was communicated to pilots via an Aeronautical Information Circular (AIC) and to
industry groups and security agencies via a letter from Transport Canada. This change will result
in Canada being compliant with national, regional and international standards.
a. 651.1 Note 1 — is amended to delete item B.;
b. 651.1 Note 2 — is amended to delete mention of phrase TRIP and actions involving aircraft
flaps after landing in rows 3, 6 and 7 from the table; and the meaning of squawking 7700 is
amended to read “aircraft threatened by grave and imminent danger and requires immediate
assistance”;
c. 651.1 A. — is amended to delete item 2;
d. 651.1 A. Phraseology (old 651.1 A. 1. Phraseology) – the word “SQUAWKING” is changed
to “SQUAWK”;
4
e. 651.1 A. Note — is added to explain that if a pilot does not reply to a request, this is
confirmation that the use of Code 7500 is not an inadvertent false code selection;
f. 651.1 A. 2. Example — is deleted; and
g. 651.3 Note — is amended to change meaning of signal A. to “aircraft threatened by grave
and immediate danger and requires immediate assistance,” and delete signals B. and C.
D. FUEL DUMPING
1. A recent review has determined that Canadian fuel dump procedures are unnecessarily
restrictive towards traffic operating below the aircraft dumping fuel. Currently ATC MANOPS
does not permit controlled flights to operate below an aircraft dumping fuel. ICAO recommends
maintaining 3,000 feet vertical separation below. ATC MANOPS will require 6,000 feet vertical
separation below an aircraft dumping fuel for controlled flights, instead of prohibiting activity all
the way to the ground. This change will increase efficiency of operations, while maintaining
safety.
2. A longitudinal distance of 15 minutes is considered sufficiently safe for aircraft behind an aircraft
dumping fuel, but ATC MANOPS currently specifies 15 minutes from when the fuel dump starts,
which is equivalent to 45 minutes if the aircraft dumps fuel for 30 minutes. This direction is
changed to clarify the requirement for 15-minute longitudinal separation to be maintained behind
the aircraft dumping fuel.
3. Fuel dump broadcasts are only required for uncontrolled aircraft, but currently ATC MANOPS
requires that a broadcast be arranged in airspace where controlled traffic is being safely
separated from the aircraft dumping fuel. Our direction is being changed so broadcasts must be
arranged only in airspace where uncontrolled traffic may exist. This change will reduce controller
workload, while maintaining safety.
4. Fuel dump broadcasts are no longer required every 3 minutes; instead, controllers must arrange
for one to be issued prior to the start of the fuel dump, and another after the fuel dump has ended
notifying affected aircraft. During the fuel dump, controllers may use directed transmissions
instead of broadcast transmissions to inform affected aircraft.
5. Current direction permits broadcasts to be arranged only on ATC or air carrier frequencies, but
often aircraft that need these broadcasts are monitoring frequencies that a Flight Information
Centre or Flight Service Station are responsible for. ATC MANOPS is being changed to specify
that broadcasts must be arranged on all appropriate frequencies.
a. 701.5 – is amended to add condition “until 15 minutes after a fuel dump has ended” from
701.5 C. (old);
b. 701.5 Diagram – is renumbered 701.5 A. Diagram;
c. 701.5 A. – is amended to add “from the track of the aircraft dumping fuel” from 701.5 (old);
d. 701.5 B. – is added to include 15-minute longitudinal separation behind the aircraft dumping
fuel;
e. 701.5 B. Diagram and 701.5 C. Diagram – are added;
5
f. 701.5 C. (old 701.5 B.) – is amended; vertical separation amended from “the ground up to
and including 3,000 feet above the altitude of the aircraft dumping fuel,” to “6,000 feet below
and 3,000 feet above the altitude of the aircraft dumping fuel”;
g. 701.5 C. (old) – deleted;
h. 701.6 – is amended to arrange a warning to be broadcast of the fuel dump for uncontrolled
traffic only, as controlled traffic will be safely separated from the aircraft dumping fuel; and for
the warning to be broadcast on all appropriate frequencies;
i. 701.6 Phraseology – is amended; and
j. 701.6 A. and 701.6 B. – are deleted.
2. Minor changes:
A. DANGEROUS GOODS
1. The term “dangerous cargo” is replaced by “dangerous goods” to be consistent with the other
MANOPS, and relevant national (Transport Canada) and international (ICAO) standards.
a. Index – “dangerous cargo” is amended to “dangerous goods”;
b. Abbreviations – “dangerous cargo” is deleted as non-standard; “DG” becomes the coding for
“dangerous goods” when strip-marking;
c. 361.3 – is amended for clarity; “advise” is replaced by “inform” for correctness; and “DC” is
replaced by “dangerous goods” for correctness;
d. 361.3 Reference – is amended for correctness;
e. Subsection 702 – is amended to replace “dangerous cargo” with “dangerous goods” and “DC”
with “DG”;
f. 903.17 H. 3. – is amended to replace “dangerous cargo” with dangerous goods”;
g. 903.17 H. 3. Reference – is amended;
h. 912.14 D. Note – is amended to replace “dangerous cargo” with “dangerous goods” in the
English version only; and
i. Appendix 1 – “dangerous cargo” is amended to “dangerous goods” and the translation
amended.
B. PHRASEOLOGY
1. A problem was found with the current meaning of IMMEDIATELY in ATC MANOPS. Controllers
have been directed to use the word IMMEDIATELY only to indicate that expeditious compliance
is required, but the existing word EXPEDITE, indicating prompt action is needed, already exists
for that purpose. The word IMMEDIATELY actually has a more urgent meaning, indicating that
immediate action is required for safety reasons. To reduce the risk of misunderstanding among
controllers and pilots, the correct meaning is added to ATC MANOPS.
6
2. A recent review of phraseology direction has revealed that it is found in widely different parts of
ATC MANOPS, and a consolidation would make it easier for readers to find it. Therefore, existing
direction in subsection 103 is amended and moved to Part 2.
a. 103 PHRASEOLOGY – is deleted;
b. 103.2 – is renumbered 215.2; and subsequent paragraphs are renumbered;
c. 103.4 – is deleted as unnecessary; readers can consult the French MANOPS to determine
what phraseology is appropriate;
d. 201.10 (old 103.1 A.) – is added to direct controllers to use terminology from Appendix 1 if
translating from one language to another in communications between units;
e. paragraph 103.1 – is renumbered 211.4;
f. 211.4 (old 103.1 B.) – amended to delete mention of Appendix 1;
g. 211.4 Reference (old 103.1) – is amended to include the Glossary for Pilots and Air Traffic
Services Personnel; this document is helpful because it includes meanings of words and
phrases used by foreign pilots and agencies;
h. 211.5 (old 103.3) – is amended to match ICAO standard meaning and FS MANOPS; and
i. 215.2 Reference (old 103.2 Reference) – is amended.
A. WRONG WAY ALTITUDES – TEST FLIGHTS
1. ATC MANOPS 432.2 and 432.6 are amended in accordance with the ATS Operational
Publication change.
2. Remove the ATS Operational Publication change and retain it with the explanatory pages for this
ATCD.
B. CHANGE IN DESIGNATION OF GPS APPROACHES
1. ATC MANOPS 465.7 and 465.8 are amended in accordance with the ATS Operational
Publication change.
2. Remove the ATS Operational Publication change and retain it with the explanatory pages for this
ATCD.
A. Index – is updated;
B. 201.7 Reference – is updated;
C. 218.1 A. 1., 903.7 B. Note, 903.7 B. 1., 903.7 D. 1., 905.2 A. 1., 905.2 B. 1., 912.15 Note 2, 1002.5,
1002.6, 1021.3 D. 1., 1021.3 D. 2., 1021.3 D. 2. b., 1021.3 D. 2. c. and 1012.3 D. 2. d. – are
amended and “location identifier” is deleted from Appendix 1 to refer to location indicator rather than
location designator or location identifier;
7
D. 335.1 E., 335.2 D., 532.2 E., 551.4 and 751.3 – are amended to refer to Agreement or Arrangement
in accordance with ATSAMM Definitions and ATSAMM 102.3;
E. 408.1 Note and 532.2 E. – are amended; and
F. 512.6 A. Phraseology – the word “iden-tification” is changed to “identification” in the English version
only.
Remove Insert
1-1 to 1-2 1-1 to 1-2
1-5 to 1-10 1-5 to 1-10
1-13 to 1-14 1-13 to 1-14
2-3 to 2-4 2-3 to 2-4
2-7 to 2-24 2-7 to 2-26
3-27 to 3-28 3-27 to 3-28
3-61 to 3-62 3-61 to 3-62
4-7 to 4-10 4-7 to 4-10
4-23 to 4-26 4-23 to 4-26
4-29 to 4-30 4-29 to 4-30
4-45 to 4-46 4-45 to 4-46
4-97 to 4-98 4-97 to 4-98
5-13 to 5-14 5-13 to 5-14
5-21 to 5-22 5-21 to 5-22
5-37 to 5-38 5-37 to 5-38
6-23 to 6-24 6-23 to 6-24
7-1 to 7-6 7-1 to 7-6

8
7-31 to 7-32 7-31 to 7-32
9-7 to 9-10 9-7 to 9-10
9-17 to 9-18 9-17 to 9-18
9-23 to 9-24 9-23 to 9-24
9-31 to 9-32 9-31 to 9-32
10-3 to 10-4 10-3 to 10-4
10-7 to 10-8 10-7 to 10-8
R.R. Speiran
Manager
-1-
Doc. Ref.: AVNE 5400-102-8
R.R. Speiran
Manager, ATS Standards and Procedures
Direct Line: (613) 563-5659
URGENT
TO: GMIFRs, GMAOs plus all holders of ATC MANOPS
cc: Manager, Airport and Terminal Procedures

SUBJECT: WRONG WAY ALTITUDES – TEST FLIGHTS
1. Aircraft manufacturers and other customers have a requirement to test equipment prior to implementation. The
nature of the associated testing often dictates specific altitude requirements, some of which are inappropriate
to direction of flight and some of which involve block altitudes. These requirements are not specifically provided
for in ATC MANOPS. To provide controllers with the means to accommodate test flights, ATC MANOPS is
amended to allow assignment of an altitude inappropriate to the direction of flight or assignment of a block
altitude if an aircraft is engaged in a test flight.
A. 432.2 C. 2. Note — is deleted and its contents moved to the 432.6 Note. This unites all suggested wrong way
strip marking under one Note;
B. 432.2 C. 4. and 432.5 A. 3. — are amended to include a provision for aircraft conducting a test flight; and
C. 432.6 Note — is amended to include suggested strip marking for wrong way altitudes due to test flight.
3. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of
ATC MANOPS.
4. Please insert this page between pages 4-22 and 4-23 and page 3 between pages 4-24 and 4-25 of ATC MANOPS.
-2-
432.2
You may assign an altitude inappropriate to the
direction of flight if:
A. no alternate separation minima can be applied 432.2 A. Reference:
provided: (R) Reduced Vertical Separation Minimum (RVSM) Control
Procedures; 408.
1. the altitude has been approved by affected
sectors/units; and
2. the aircraft will be cleared to an
appropriate altitude as soon as possible;
B. an aircraft requests it because of icing, 432.2 B. Note:
turbulence, or fuel considerations provided: “Fuel considerations” means that an aircraft will make a
request only to avoid a fuel situation that might cause an
(N)(R)
otherwise unnecessary technical stop short of flight
planned destination.
432.2 B. Reference:
Airframe Icing; MET 2.4, TC AIM.
Turbulence Reporting Criteria Table; MET 3.7, TC AIM.
Altitudes and Direction of Flight; RAC 8.7.2, TC AIM.
1. the aircraft informs you of the time or 432.2 B. 1. Phraseology:
location at which it can be cleared to an AT WHAT TIME OR PLACE CAN YOU ACCEPT AN
ALTITUDE APPROPRIATE TO DIRECTION OF
appropriate altitude; and (P)(N)
FLIGHT?
432.2 B. 1. Note:
If the information provided is not precise, obtain sufficient
information to determine with which sectors/units
approval must be coordinated.
2. the altitude has been approved by affected
sectors/units; or
C. an aircraft is:
1. holding, arriving, or departing;
2. conducting a flight check of a NAVAID;
3. operating within an altitude reservation; or
* 4. engaged in an aerial survey, mapping flight 432.2 C. 4. Reference:
or test flight. (R) Cruising Altitudes and Cruising Flight Levels; 602.34,
CARs.
R.R. Speiran
Manager
-3-
This page forms part of the Urgent ATS Operational Publication Change dated May 18, 2006
located between pages 4-22 and 4-23
Insert this page between pages 4-24 and 4-25
432.5
You may approve a block altitude provided:
A. 1 the aircraft requests it as per 432.2 B.; or 432.5 A. 1. Note:
(N) The provisions in 432.2 B. are not required for approving
special military activity operating within block altitudes.
2. the aircraft making the request is an IFR
training flight, MEDEVAC flight or is
flight-checking NAVAID; or
* 3. the aircraft is an aerial survey, mapping
flight or test flight.
B. the procedures contained in paragraphs 432.3 432.5 B. Note:
and 432.6 through 432.8 are adhered to. (N) Except for sub-paragraph 432.6 B., paragraphs 432.3,
432.6 and 432.8 may be waived for the purpose of
approving an aerial survey or mapping flight or special
military activity.
432.6 * 432.6 Note:

If a cruising altitude inappropriate to the direction For strip marking purposes, the following abbreviations
of flight is assigned: (N) may be used:
A. For separation — “WW (altitude) SEP”.
B. At pilot's request due to:
1. icing — “WW (altitude) ICNG”;
2. turbulence — “WW (altitude) TURB”;
3. fuel considerations — “WW (altitude) FC”;
* 4. flight check of a NAVAID — “WW (altitude)
FLTCK”; and
* 5. test flight — “WW (altitude) FLTST”.
A. instruct aircraft to make position reports;
B. identify an altitude as “Wrong Way” when: (E) 432.6 B. Example:
ACA185, WRONG WAY, FLIGHT LEVEL 370.
1. passing and receiving a control estimate;
2. giving and receiving a radar hand-off; or 432.6 B. 2. Reference:
(R) Hand-off Transferring Controller; 512.
3. coordinating with an adjacent sector/unit;
and
C. post warning indicators by:
1. circling the altitude in red on the
appropriate flight progress strip; and
2. using the wrong-way altitude alerting 432.6 C. 2. Note:
function, if practicable. (N) Either manual or automated indication of wrong-way
altitude is acceptable.
-1-
Doc. Ref.: AVNE 5400-102-8
R.R. Speiran
Manager, ATS Standards and Procedures
Direct Line: (613) 563-5659
URGENT
EFFECTIVE DATE: June 1, 2006
TO: GMIFRs, GMAOs plus all holders of ATC MANOPS
cc: Manager, Airport and Terminal Procedures

Director, Operational Training
SUBJECT: CHANGE IN DESIGNATION OF GPS APPROACHES
1. As advised in ATSI: 2005-4, titled WAAS IMPLEMENTATION IN CANADA, all RNAV(GPS) approaches and
GPS overlay approaches are being renamed in the CAP to RNAV(GNSS) approaches and GNSS overlay
approaches. The following ATC MANOPS change is specific to instances where phraseology is provided. The
remaining changes will follow in a subsequent ATC Directive.
A. 465.7, 465.7 B., 465.7 B. Phraseology, 465.7 B. Note 2, 465.7 B. Example and 465.8 – “GPS” is changed to
“GNSS”.
3. This is a mandatory briefing item for all concerned staff. This change will be reflected in the next revision of
ATC MANOPS.
-2-
* 465.7
You may issue a clearance for a GNSS overlay
approach provided:
A. the pilot requests it; and
* B. the aircraft is GNSS equipped - suffix “G”. * 465.7 B. Phraseology:
(P)(N)(E) CLEARED TO THE (name) AIRPORT – GNSS OVERLAY
(runway) APPROACH.
465.7 B. Note 1:
The protected airspace for an overlay approach is
coincident with that of the underlying NAVAID approach.
* 465.7 B. Note 2:
Approval of the “GNSS Overlay Approach” is independent
of the serviceability of the underlying NAVAID.
* 465.7 B. Example:
CLEARED TO THE NORTH BAY AIRPORT GNSS
OVERLAY RWY 08 APPROACH.
* 465.8
You should request which GNSS overlay approach
the pilot is planning if more than one is published
for the approach runway.
R.R. Speiran
Manager

Air Traffic Control Manual of Operations

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Air Traffic Control Manual of Operations

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TABLE OF CONTENTS

PART 3 — AIRPORT AND VFR CONTROL

PART 4 — AREA AND TERMINAL CONTROL

PART 5 — RADAR PROCEDURES

PART 7 — SPECIAL PROCEDURES

PART 8 — ALTITUDE RESERVATIONS AND MILITARY DIRECTIVES

PART 9 — FLIGHT PROGRESS STRIP MARKING

PART 10 — FORMS AND REPORTS

APPENDIX 1 — AERONAUTICAL TERMINOLOGY

Suggestions for improvements or comments concerning apparent errors or omissions should be

APRIL 22, 1999

NUMBER DATE DATE ENTERED ENTERED BY

P-ATCD 1999-1 and Included in this electronic edition

ATCD 2005-3 2005-07-07 Included in this electronic edition

INTENTIONALLY LEFT BLANK

ABORT — To terminate a planned aircraft manoeuvre.

AIR TRAFFIC CONTROL OPERATIONS SUPPORT SPECIALIST — An employee assigned to

AIRBORNE COLLISION AVOIDANCE SYSTEM — An aircraft system, based on secondary

AIRCRAFT MOVEMENT — A takeoff, landing, or simulated approach by an aircraft.

AIRPORT — An aerodrome in respect of which an airport certificate is in force.

ALTITUDE RESERVATION — An airspace of defined dimensions within controlled airspace, reserved

ALTITUDE RESERVATION SPECIALIST — An employee in ARE or ARW assigned responsibility for

* APPROACH AREA — (see Final Approach).

APPROACH LIGHTS — Lights indicating a desired line of approach to a landing area.

AREA CONTROLLER — Duty controller assigned to a control position in an ACC.

AREA OF RESPONSIBILITY — A geographical area within which alerting service is provided by an

ARRIVAL CONTROLLER — Duty controller assigned to an arrival control position.

CAUTIONARY (WAKE TURBULENCE) — Information transmitted to an aircraft on one of the

CAVOK — An abbreviation indicating the simultaneous occurrence of the following meteorological

CEILING — The lesser of:

CLEARANCE LIMIT — The point to which an aircraft is granted an ATC clearance.

CLEARED FOR THE OPTION —

CONTROLLED AIRPORT — An airport at which an airport control service is provided.

CONTROLLED AIRSPACE — An airspace of defined dimensions within which ATC service is

CONTROLLER JURISDICTION SYMBOL (CJS) — Symbol that identifies a sector.

DEPARTURE CONTROLLER — Duty controller assigned to a departure control position.

EMERGENCY CO-ORDINATION CENTRE (ECC) — A facility established at selected airports to

FLIGHT INFORMATION REGION (FIR) — An airspace of defined dimensions, extending upwards

GO AROUND — An instruction to abandon an approach or landing.

GROUND VISIBILITY — The visibility at an airport, as reported by an observer accredited by the

INSTRUMENT APPROACH PROCEDURE — A series of predetermined manoeuvres for the orderly

INSTRUMENT METEOROLOGICAL CONDITIONS — Meteorological conditions less than the minima

INTERMEDIATE APPROACH SEGMENT — That segment of an instrument approach between the

INTERSECTION — As the circumstances require, this may be:

KNOWN AIRCRAFT — Aircraft of whose movements ATS has been informed.

LONGITUDINAL SEPARATION — Separation between aircraft at the same altitude, expressed in

NO TRANSGRESSION ZONE — A corridor of airspace of defined dimensions, located centrally

NON-RADAR SEPARATION MINIMA — The separation minima contained in Part 4.

NOTAM — A notice distributed by means of telecommunication containing information concerning the

PHOTO BLOCK — An area of Canadian Domestic Airspace, approximately 30 by 40 miles in lateral

POINT OF ACTIVATION — A position, expressed in either 4-letter, 4-digit geographical reference

PROCEDURE — A recommended or optional directive or a mode of operation.

RADIAL — A bearing from an OMNI facility, usually designated in degrees magnetic.

RULE — A mandatory directive or a condition relating to the application of a separation minimum.

SEPARATION — The spacing between aircraft, altitudes, or tracks.

SEPARATION MINIMUM — A statement of the least allowable amount of lateral, longitudinal, or

SIMULATED APPROACH — An instrument approach, conducted in VFR weather conditions by an

SPECIAL USE AIRSPACE — Includes airspace classified as:

STACK — Aircraft holding at a common fix with vertical separation.

STATION — One or more transmitters or receivers, or a combination of transmitters and receivers,

SURVEILLANCE APPROACH — An emergency radar approach intended to assist an aircraft in

TAXIWAY LIGHTS — Lights marking a taxiway.

TRANSPONDER — The SSR receiver-transmitter installed in an aircraft.

VERTICAL SEPARATION — The vertical spacing of aircraft.