Advisory Circular (AC) No. 700-070

Subject: Aircraft Tracking and Location of Aircraft in Distress

Issuing Office:Civil Aviation, Standards
Document No.:AC 700-070
File Classification No.:Z 5000-34
Issue No.:01
RDIMS No.:21493053-V6
Effective Date:2026-09-22

Table of contents

1.0 Introduction

  1. (1) This Advisory Circular (AC) is provided for information and guidance purposes. It describes an example of an acceptable means, but not the only means, of demonstrating compliance with regulations and standards. This AC on its own does not change, create, amend or permit deviations from regulatory requirements, nor does it establish minimum standards.

1.1 Purpose

  1. (1) The purpose of this AC is to provide practical guidance on implementing aircraft tracking requirements introduced in Interim Order No. 3 (2026) Respecting Certain ICAO Requirements (Aircraft Tracking and Location of Aircraft in Distress).
  2. (2) This document draws upon and is consistent with the guidance material contained in the International Civil Aviation Organization (ICAO) Doc 10165 – Manual on Global Aeronautical Distress and Safety System, and is intended to support operators in developing the policies, processes, and procedures necessary for effective implementation.

1.2 Applicability

  1. (1) This document applies to commercial air operators conducting international operations pursuant to Subpart 703 or 704, and all operations pursuant to Subpart 705 of the Canadian Aviation Regulations (CARs).
  2. (2) This document is applicable to all Transport Canada Civil Aviation (TCCA) personnel.

1.3 Description of changes

  1. (1) Not applicable.

2.0 References and requirements

2.1 Reference documents

  1. (1) It is intended that the following reference materials be used in conjunction with this document:
    1. (a) Aeronautics Act (R.S.C., 1985, c. A-2)
    2. (b) Interim Order No. 3 (2026) Respecting Certain ICAO Requirements (Aircraft Tracking and Location of Aircraft in Distress)
    3. (c) International Civil Aviation Organization (ICAO) Doc 10165 – Manual on Global Aeronautical Distress and Safety System
    4. (d) ICAO Annex 6 – Operation of Aircraft, Part I
    5. (e) ICAO Annex 11 – Air Traffic Services
    6. (f) ICAO Annex 12 – Search and Rescue
    7. (g) ICAO Annex 19 – Safety Management
    8. (h) TP 4711 – Air Operator Certification Manual

2.2 Cancelled documents

  1. (1) As of the effective date of this document, the following document is cancelled:
    1. (a) Civil Aviation Safety Alert (CASA) 2018-09, Issue 01, 2018-11-01 — The Global Aeronautical Distress and Safety System (GADSS) and Aircraft Tracking.
  2. (2) By default, it is understood that the publication of a new issue of a document automatically renders any earlier issues of the same document null and void.

2.3 Definitions and abbreviations

  1. (1) The following definitions are used in this document:
    1. (a) 4D/15 service: An air traffic services (ATS) unit receives four-dimensional position information at 15-minute or shorter intervals from suitably equipped aircraft.
    2. (b) 4D/15 tracking: The operator obtains four-dimensional (latitude, longitude, altitude, time) aircraft position information at 15-minute or shorter intervals.
    3. (c) Abnormal flight behaviour: In the context of an aircraft tracking system, occurrences, defined by the air operator, with the potential to develop into a condition of distress.
    4. (d) Aircraft tracking: A process, established by the air operator, that maintains and updates, at standardized intervals, a record of the four-dimensional (4D) position information of its aeroplanes throughout its area of operations.
    5. (e) Automated Aircraft Tracking: A process, established by the air operator, that maintains and updates, at standardized intervals, a record of the automatically reported four-dimensional (4D) position information of its aeroplanes.
    6. (f) Autonomous Distress Tracking (ADT): An aeroplane function, that is capable of autonomously activating upon detection of a distress condition or that can be manually activated by the flight crew, that transmits position information at frequent intervals and which will, in the event of aircraft electrical loss, continue to transmit the position information for at least the expected duration of the entire flight.
    7. (g) Distress condition: A state in which an aircraft is experiencing events that, if left uncorrected, can result in an accident. Distress conditions include, but are not limited to, unusual attitudes, unusual speed conditions, collision with terrain, total loss of thrust/propulsion on all engines, and ground proximity warnings.
    8. (h) Flight operations officer / flight dispatcher (FOO): A person designated by the operator to engage in the control and supervision of flight operations, who supports, briefs, and/or assists the pilot-in-command in the safe conduct of the flight.
    9. (i) Oceanic area: Airspace which overlies waters outside the territory of a State.
    10. (j) Operational control: The exercise of authority over the initiation, continuation, diversion, or termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight.
    11. (k) Position information: Information from which the position of an aircraft can be determined that is time-stamped and that may include vertical position, if available.
    12. (l) Post-Flight Localization and Recovery: A set of capabilities and procedures intended to facilitate the timely location of an aeroplane following an accident and the recovery of occupants and critical flight data to support search and rescue and accident investigation activities.
    13. (m) Underwater Locating Device (ULD): A device that emits a signal detectable underwater to facilitate the location of an airframe or a flight data recorder in the event of an accident involving water submersion.
  2. (2) The following abbreviations are used in this document:
    1. (a) AC — Advisory Circular
    2. (b) ACARS — Aircraft Communications Addressing and Reporting System
    3. (c) ADS-B — Automatic Dependent Surveillance – Broadcast
    4. (d) ADS-C — Automatic Dependent Surveillance – Contract
    5. (e) ADT — Autonomous Distress Tracking
    6. (f) ANSP — Air Navigation Service Provider
    7. (g) ATC — Air Traffic Control
    8. (h) ATS — Air Traffic Services
    9. (i) ATSU — Air Traffic Services Unit
    10. (j) CARs — Canadian Aviation Regulations
    11. (k) CASS — Commercial Air Service Standards
    12. (l) COM — Company Operations Manual
    13. (m) ELT — Emergency Locator Transmitter
    14. (n) ELT(DT) – Emergency Locator Transmitter – Distress Tracking
    15. (o) FIR — Flight Information Region
    16. (p) FOO — Flight Operations Officer / Flight Dispatcher
    17. (q) GADSS — Global Aeronautical Distress and Safety System
    18. (r) ICAO — International Civil Aviation Organization
    19. (s) MCTOW — Maximum Certificated Take-off Weight
    20. (t) RCC — Rescue Coordination Centre
    21. (u) SAR — Search and Rescue
    22. (v) SATCOM — Satellite Communications
    23. (w) SMS — Safety Management System
    24. (x) SOP — Standard Operating Procedures
    25. (y) TCCA — Transport Canada Civil Aviation
    26. (z) ULD — Underwater Locating Device

3.0 Background

  1. (1) The disappearance of Malaysia Airlines flight MH370 in March 2014 revealed critical gaps in the global aviation community's ability to locate and track aircraft, especially over remote oceanic and polar regions. In response, ICAO convened a special multidisciplinary meeting on global flight tracking (MMGFT) in May 2014, which established the conceptual framework for the Global Aeronautical Distress and Safety System (GADSS).
  2. (2) GADSS establishes a framework intended to improve aircraft tracking, distress identification, and post-accident localization and comprises the following four main elements:
    1. (a) Normal Aircraft Tracking (N-AT) – routine operator tracking of aircraft throughout flight operations;
    2. (b) Automated Aircraft Tracking (AT) – automated 15-minute position reporting during operations where ATS position information is unavailable or provided at intervals greater than 15 minutes;
    3. (c) Autonomous Distress Tracking (ADT) – automatic transmission of aircraft position information at least once every minute when the aircraft is in distress; and
    4. (d) Post-Flight Localization and Recovery (PFLR) – measures intended to support rapid localization and recovery following an accident.
  3. (3) Canada has aligned its regulatory framework with the GADSS objectives through Interim Order No. 3 (2026). This interim order establishes requirements for N-AT and AT. Future rulemaking might also address ADT requirements for certain aircraft.

4.0 Aircraft tracking and location of aircraft in distress

4.1 Normal Aircraft Tracking (N-AT)

  1. (1) Interim Order No. 3 requires operators conducting international operations under Subparts 703 and 704, and all operations under Subpart 705, to establish and maintain an aircraft tracking capability that ensures tracking of aircraft throughout the operator’s area of operations.
  2. (2) The objective of N-AT is to ensure that the operator maintains operational awareness of the aircraft position throughout all phases of flight and is capable of initiating timely escalation procedures when abnormal flight behaviour is identified.
  3. (3) Operators may implement aircraft tracking capabilities using one or more technologies, including:
    1. (a) voice reports at required intervals;
    2. (b) ADS-B;
    3. (c) ADS-C;
    4. (d) ACARS;
    5. (e) company flight following systems; or
    6. (f) contracted third-party aircraft tracking services.
  4. (4) The selected solution should be appropriate to the operator’s route structure, operational environment, communications capability, and operational control system.
  5. (5) Aircraft tracking procedures are required by Interim Order No. 3 to be documented within the Company Operations Manual (COM) and must identify:
    1. (a) personnel responsibilities;
    2. (b) tracking intervals;
    3. (c) escalation procedures;
    4. (d) communication procedures;
    5. (e) abnormal flight behaviour criteria; and
    6. (f) coordination procedures with ATS units and SAR authorities.
  6. (6) Operators should ensure that flight operations personnel and flight dispatch personnel are trained in the monitoring and escalation procedures associated with aircraft tracking.

4.2 Automated Tracking (AT)

  1. (1) Interim Order No. 3 establishes automated tracking requirements for aeroplanes operated under Subpart 705:
    1. (a) having an MCTOW greater than 45,500 kg (100,310 pounds); and
    2. (b) configured with 20 or more passenger seats, excluding pilot seats.
  2. (2) Automated Tracking (AT) does not apply to operations under Subparts 703 or 704.
  3. (3) For applicable operations, the operator must ensure that aircraft position information is obtained through automated position reporting at intervals not exceeding 15 minutes during portions of flight where position information is provided to the applicable ATS unit at intervals greater than 15 minutes.
  4. (4) This requirement applies primarily to remote, oceanic, and polar operations where ATS surveillance coverage may be limited and where ADS-C is not used to provide position reports to the applicable ATS unit.
  5. (5) Operators should ensure that automated tracking systems:
    1. (a) function without reliance on any actions by the flight crew to provide position reports;
    2. (b) reliably provide four-dimensional (4D) position information;
    3. (c) are continuously monitored by operational control personnel; and
    4. (d) incorporate contingency procedures for equipment failures or service interruptions.
  6. (6) Operators should distinguish between ATS surveillance capability and operator tracking responsibility.

  7. (7) The existence of ATS surveillance services does not remove the operator’s responsibility to establish and maintain an aircraft tracking capability.

    Note: The area where ATS surveillance services are provided is normally depicted in ENR 1.6 of a State’s Aeronautical Information Publication (AIP).

  8. (8) Operators may use ATS-derived information as one element of their tracking capability where operationally appropriate and coordinated within their operational control system.

4.3 Autonomous Distress Tracking (ADT)

  1. (1) Although Interim Order No. 3 does not establish requirements for autonomous distress tracking equipment, the following guidance is provided to those operators with ADT-equipped aircraft.
  2. (2) ADT equipment is intended to autonomously transmit aircraft position information so that aircraft position can be determined at intervals of at least once per minute when the aircraft is in distress.
  3. (3) ADT systems should:
    1. (a) operate independently of normal aircraft electrical power;
    2. (b) activate automatically following the detection of distress conditions;
    3. (c) permit manual activation when required; and
    4. (d) support timely notification of ATS and SAR authorities.
  4. (4) If an ELT(DT) is used to meet ADT requirements, it is important to note that it does not replace the requirements of section 605.38 of the CARs regarding emergency locator transmitters (ELTs).
  5. (5) For those operators with ADT-equipped aircraft, it is recommended that procedures be developed describing:
    1. (a) monitoring of distress alerts;
    2. (b) coordination with ATS units and RCCs;
    3. (c) responsibilities of operational control personnel;
    4. (d) response procedures following activation; and
    5. (e) post-event data retention and retrieval procedures.

4.4 Post-Flight Localization and Recovery (PFLR)

  1. (1) Although Interim Order No. 3 does not establish requirements for PFLR and underwater locating devices (ULD), the following guidance is provided to operators with ULD-equipped aircraft.
  2. (2) For the purposes of operational implementation, an aircraft equipped with ADT equipment may be considered to meet the intent of the post-flight localization and recovery objectives.
  3. (3) Operators are recommended to ensure that operational personnel understand the relationship between ADT capability and PFLR objectives when developing operational procedures and equipment configurations.

5.0 Risk assessment process

  1. (1) Interim Order No. 3 requires operators to establish procedures to identify, assess, and mitigate any operational or technical limitations that may affect compliance with aircraft tracking intervals.
  2. (2) Operators should incorporate aircraft tracking risk assessments into their operational control system and SMS processes (as applicable).
  3. (3) Risk assessments should be conducted whenever the operator determines, prior to dispatch, that the required tracking interval may not be achieved.
  4. (4) Risk assessments should consider:
    1. (a) aircraft equipment failures;
    2. (b) outages of ground infrastructure or satellite services;
    3. (c) operations involving short-duration gaps in tracking coverage;
    4. (d) temporary airspace restrictions;
    5. (e) operations in technologically challenging environments such as polar regions; and
    6. (f) any other scenario where technical or operational limitations affect tracking capability.
  5. (5) Mitigation measures may include:
    1. (a) alternative communications procedures;
    2. (b) revised routing;
    3. (c) operational restrictions;
    4. (d) increased flight following;
    5. (e) alternate tracking methods; or
    6. (f) dispatch deferral or cancellation.
  6. (6) Operators should establish clear operational acceptance criteria identifying when dispatch may proceed and when operational limitations are unacceptable.

6.0 Retention requirements

6.1 Retention of risk assessment data

  1. (1) Operators should retain documentation supporting aircraft tracking risk assessments which are developed whenever required aircraft tracking intervals are not feasible.
  2. (2) Documentation should include:
    1. (a) identified hazards and limitations;
    2. (b) operational exposure;
    3. (c) mitigation measures applied;
    4. (d) operational decisions made; and
    5. (e) personnel responsible for the assessment.

6.2 Retention of aircraft tracking data

  1. (1) Interim Order No. 3 requires operators to establish procedures for the retention of aircraft tracking data.
  2. (2) Tracking data retention procedures should support:
    1. (a) SAR operations;
    2. (b) accident investigation activities;
    3. (c) reconstruction of aircraft flight paths; and
    4. (d) identification of the aircraft’s last known position.
  3. (3) Operators should ensure that retained tracking data:
    1. (a) is retrievable within a reasonable period of time;
    2. (b) includes time-stamped position information;
    3. (c) is protected from unauthorized alteration; and
    4. (d) is retained for a period established within the approved procedure.
  4. (4) Where third-party tracking providers are utilized, operators remain responsible for ensuring continued access to tracking data and compliance with approved retention procedures.

7.0 Company operations manual and training

  1. (1) Interim Order No. 3 requires aircraft tracking procedures to be documented within the COM.
  2. (2) Operators should ensure the COM clearly identifies:
    1. (a) tracking system functionality;
    2. (b) tracking intervals;
    3. (c) operational control responsibilities;
    4. (d) distress alert procedures;
    5. (e) escalation and notification procedures;
    6. (f) contingency procedures; and
    7. (g) data retention procedures.
  3. (3) Training programs established under Interim Order No. 3 should ensure personnel are competent in the following areas, as applicable to their function:
    1. (a) Flight crew must be competent in:
      1. (i) in-flight procedures for aircraft tracking and monitoring of tracking system status;
      2. (ii) recognition of abnormal flight behaviour and associated ADT activation (if applicable), whether automatic or manual;
      3. (iii) actions required following ADT activation, including communication with ATS; and
      4. (iv) distress tracking system operation, including any crew-initiated override or reset procedures.
    2. (b) Flight dispatchers / operations control personnel must be competent in:
      1. (i) normal aircraft tracking procedures, including monitoring of 4D position data throughout the flight;
      2. (ii) use and interpretation of automated tracking systems and associated alerting functions;
      3. (iii) identification of abnormal flight behaviour or loss of position reporting, and escalation procedures; and
      4. (iv) operator-level coordination with ATS and search and rescue (SAR) authorities in the event of a distress or uncertainty phase.
    3. (c) Personnel responsible for coordination with ATS and SAR authorities (e.g., operations control centre staff) must be competent in:
      1. (i) notification and reporting procedures upon activation of ADT or loss of aircraft tracking;
      2. (ii) interfaces with Rescue Coordination Centres (RCC) and use of repositories of location of aircraft in distress; and
      3. (iii) operational response procedures for suspected or confirmed distress events.
  4. (4) Operators should periodically review training programs and operational procedures to ensure continued effectiveness and alignment with technological developments and operational risks.

8.0 Verification of compliance

  1. (1) Operators are expected to amend their COM to address Aircraft Tracking and Location of Aircraft in Distress requirements introduced by Interim Order No. 3 by October 9, 2026.
  2. (2) The new requirements should be reflected in the COM section which addresses “flight watch, flight following, and communication” procedures.
  3. (3) TC inspectors are expected to verify compliance with Interim Order No. 3 with the use of the applicable COM Conformance Report.

9.0 Summary

  1. (1) Interim Order No. 3 establishes requirements intended to improve aircraft tracking for Canadian commercial air operators.
  2. (2) Operators are expected to implement aircraft tracking systems and operational procedures appropriate to the nature and complexity of their operations and to ensure that operational control personnel are adequately trained in their use.
  3. (3) Effective implementation of N-AT and AT capabilities will enhance operational awareness and support timely ATS and SAR response during abnormal and distress situations.

10.0 Information management

  1. (1) Not applicable.

11.0 Document history

  1. (1) Not applicable.

12.0 Contact us

For more information, please contact:

TCCA – Commercial Flight Standards – AARTF
E-mail: AARTFInfo-InfoAARTF@tc.gc.ca

We invite suggestions for amendments to this document. Submit your comments to:

Standards Branch Documentation Services
E-mail: AARTDocServices-ServicesdocAART@tc.gc.ca

Original signed by

Stacey Mason for
Jamie-Lee MacDermid
Executive Director, Standards Branch
Transport Canada 
Civil Aviation

AC 700-070 - Aircraft Tracking and Location of Aircraft in Distress 
(PDF, 327 KB)

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