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30 Cards in this Set
- Front
- Back
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Aerodrome Operating Restrictions-Visibility Sites with an active ATC tower. For arrivals and departures. |
1. Runway Visual Range (RVR) for the runway intended for use. 2. Ground Visibility (Metar) 3. Pilot Visibility |
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Aerodrome Operating Restrictions-Visibility Sites with out an active ATC tower. For arrivals. |
1. Runway Visual Range (RVR) for the runway intended for use. 2. Ground Visibility (Metar) 3. Pilot Visibility |
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Aerodrome Operating Restrictions-Visibility Sites with out an active ATC tower. For departures. |
The aerodrome operating visibility is the lowest of the following visibilities. -Ground Visibility -Any reported RVR. -Pilot Visibility. Please note: Tower vis does not take pres over ground vis; however when ground vis is not reported, tower visibility replaces ground visibility and needs to be considered in the determination of the aerodrome operating visibility. |
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Where the Aerodrome operating visibility is less than the minimum visibility published in the CFS taxi operations are deemed to be occurring below the published aerodrome operating visibility. Except When: 1 |
-Visibility deteriorates below the published aerodrome operating visibility after the aircraft has commences taxi for departure (including de-icing stop). |
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Where the Aerodrome operating visibility is less than the minimum visibility published in the CFS taxi operations are deemed to be occurring below the published aerodrome operating visibility. Except When: 2 |
- Visibility deteriorates below the published aerodrome operating visibility after the aircraft has landed and is taxing to the destination on the aerodrome. |
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Where the Aerodrome operating visibility is less than the minimum visibility published in the CFS taxi operations are deemed to be occurring below the published aerodrome operating visibility. Except When: 3 |
The aircraft is taxiing on the maneuvering area as authorized by ATC in accordance with the aerodromes published operational procedures. |
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Where the Aerodrome operating visibility is less than the minimum visibility published in the CFS taxi operations are deemed to be occurring below the published aerodrome operating visibility. Except When: 4 |
The aircraft is taxing for departure at a site without an active ATC tower, in accordance with the aerodromes operational procedures published to cars 602.96(3)d. |
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Where the Aerodrome operating visibility is less than the minimum visibility published in the CFS taxi operations are deemed to be occurring below the published aerodrome operating visibility. Except When: 5 |
The aircraft is taxiing on the maneuvering area for the purposes other than take-off or landing as authorized by the Aerodrome Operator in accordance with the aerodromes RVOP / LVOP. |
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Low and Reduced Visibility Procedures: When do Low Visibility Procedures in Effect "LVOP": |
Low Visibility 1200 down to and including RVR 600. Arrivals and Departures below RVR 600 are not authorized. |
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Low and Reduced Visibility Procedures: When do Reduced Visibility Procedures in Effect "RVOP": |
Reduced Visibility 2600 down to and including RVR 1200. |
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Equipment and Services for LVOP and RVOP |
ASDE: airport surface detection equipment. In the event ASDE fails ATC may restrict low vis ops. Follow me Truck. |
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Take-off Minima / depature Procedures. IFR take-Offs. Take-off visibility in precedence. |
1. The reported RVR of the runway to be used ( unless the RVR is fluctuating above and below the minimum or less than the minimum because of a localised phenomena. 2. the reported ground visibility of the aerodrome ( if the RVR is unavailable, fluctuating above and below the minimum or less than the minimun becasue of a localized phenomena. A local phenomenon is deemed to be occurring if the RVR is less than the reported ground visibility. 3. When neither A or B above is available, the visibility for the runway of departure as observed by the pilot-in-command. |
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Departure procedures meet obstacle clearance requirements and are based on the premise that on departure an aircraft will: |
-Cross at least 35 feet over the departure end of the runway. - Climb runway heading to 400 ft AAE before turning: and - Maintain 200ft / nm climb to the minimum altitude for en-route operations. |
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Take off minimum are shown as either: |
1/2- IFR departures from the specified runway will be assured of obstacle clearance in any direction if the aircraft complies with the 35/400/200. * asterisk: refers to the pilot to the applicable minimum takeoff visibility ( 1/2 SPEC VIS) and corresponding procedures which, if followed, will ensure obstacle clearance. |
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Spec VIS (SM) |
SPEC VIS (SM): A: 1 B: 1.5 C: 2 D: 2 |
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Not Assessed- |
IFR departures have not been assessed for obstacles. Pilots-in-command are responsible for determining minimum climb gradients and / or routing for obstacle and terrain avoidance during an IMC departure from that particular runway. In no case shall Visibility be less than 1/2 sm. |
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Climb Gradient |
Climb Gradient: Climb groundspeed / 60 / rate of climb. |
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What is an Approach Ban |
Pilots are prohibited from completing a non-precision approach, an APV or a CAT 1 precision approach past the FAFinbound, or where there is no FAF, the point where the final approach course is intercepted, if the visibility report is below the value corresponding to the CAP advisory visibility for the approach conducted. |
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Approach Ban: The following exceptions to the above prohibitions apply to all aircraft. |
- When the Visibility report is below the required value and the aircraft has passed the FAF inbound or: - The pilot-in-command has informed the appropriate ATC unit that the aircraft is on a training flight and that the pic intends to imitate a missed approach procedure at or above the DA(H) or the minimum descent altitude, as appropriate. - The RVR is varying between distances less than or greater than the minimum RVR: - the ground visibility is varying between distances less than or greater than the minimum visibility. -A localized meteorological phenomenon is affecting the ground visibility to the extent that the visibility on the approach to the runway of the intended approach and along that the runway, as observed by the pilot in flight and reported immediately to ATS, if available, is equal to or greater than the visibility specified in the CAP for instrument approach procedure conducted. - the approach is conducted in accordance with an Ops Spec issued in accordance with the sub-parts 703 , 704 , 705 of the CARS. No pilot shall commence an approach to an airport with LVOP in effect. |
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Approach Bans North of 60 degrees |
Ground visibility will only impose approach abns south of 60 degrees. However if the airport up north has an RVR an approach ban can still be applied. |
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Use of straight in minima. |
Is predicted on the pilot having wind direction and speed and runway conditions to conduct a safe landing. Runway conditions, including temporary obstructions such as vesicles, may be determined by the pilot by. - contacting the Uni com at the destination. - a pre-flight telephone call to the destination to arrange the making the necessary information available when required to land. - an aerial visual inspection - Notam issued by the airport operator - any other means available to the pilot, such as message relay from the preceding aircraft at the destination. |
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Alternate Aerodrome Weather Minima Requirements. Pilots may take credit for a GNSS approach at an alternate provided that: |
-No credit can be taken for LPV minima
-You can use LNAV / VNAV alternate minimums provided that your aircraft is certified for barometric LNAV / VNAV. - Taking into account for predicted Sat outages, The pilot in command verifies that VNAV approach level RAIM or WASS integrity is expected to be available at the proposed ETA for any aerodrome where a GNSS approach is planned.. -For GPS C129 / C129a Avionics flights must periodically during flight and at least once before the mid-point of the flight to the destination, the PIC verifies that the approach level raim is expected to be available at the planned destination and / or alternate ETA -Where a GNSS approach is planned at the destination and alternate the aerodromes are to be separated by a minimum of 100nm. |
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Alternate weather minima requirements. Two or more precision approaches. Each providing strait in minima and are separate suitable runways. |
400-1 or 200 1/2 above the lowest usable HAT and visibility, whichever is greater. |
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Alternate weather minima requirements. One precision approach. |
600-2 or 300-1 above the lowest usable HAT and visibility, whichever is greater. |
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Alternate weather minima requirements. Non- precision approach. |
800-2 or 300-1 above the lowest usable HAT / HAA, whichever is greater. |
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No Ifr Approach Available |
Forecast weather must be no lower than 500 feet above the minimum IFR altitude that will permit a VFR approach and Landing. |
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Standard Alternate Minima. |
600-2 800-2 |
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Those requirement are based on the aerodrome have a TAF. If the Aerodrome is using an Aerodrome Advisory forecast it may qualify for an alternate if: |
Provided that no forecast weather is no lower than 500ft above the lowest usable HAT / HAA and visibility is no lower than 3 SM. |
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Aerodromes served with a GFA |
No cloud lower than 1000ft above the lowest usable HAT / HAA and the visibility is not less than 3 SM. No cumulonimbus. |
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Aerodrome forcasts (TAF) that contain the terms BECMG, TEMPO or PROB maybe used providing that. |
BECMG, Where conditions are forecast to improve you must use the end of the time. BECMG, Where conditions are forecast to deteriate use the start. TEMPO. Shall not be below the published alternate minima requirements. PROB. Shall not be below the appropriate landing minima for that aerodrome. |
