ANNEX A - EXEMPTION FROM SUBPART 604 OF THE CANADIAN AVIATION REGULATIONS

Private Operator Passenger Transportation

Definition

1. In this Annex

,

 

‘certificate’ means a private operator certificate issued by the Canadian Business Aviation Association;
 

‘person’ means a pilot working for hire or reward for a private operator.

Part I – Operational Specifications

2. Navigation System Authorizations

A private operator and a pilot working for hire or reward for a private operator shall comply with the conditions stipulated in paragraph 22 of this Annex, when the private operator certificate contains operational specifications with respect to navigation system authorizations.

3. No Alternate Aerodrome - IFR Flight

For the purposes of Section 602.122 of the Canadian Aviation Regulations, a person may conduct an IFR flight where an alternate aerodrome has not been designated in the IFR flight plan or in the IFR flight itinerary, if the person

(a) is authorized to do so in a private operator certificate; and
 

(b) complies with the paragraph 33 of this Annex

4. Take-off Minima

For the purposes of Section 602.126 of the Canadian Aviation Regulations, a person may conduct a take-off in an aircraft in IMC where weather conditions are below the take-off minima specified in the instrument approach procedure, if the person

(a) is authorized to do so in a private operator certificate; and
 

(b) complies with the paragraph 44 of this Annex.

5. Instrument Approach Procedures

No person shall conduct a CAT II or CAT III instrument approach unless

(a) the private operator is authorized to do so in its private operator certificate; and
 

(b) the approach is conducted in accordance with the Transport Canada Manual of All Weather Operations (Categories II and III).

6. Training Program

The private operator shall establish and maintain a ground and flight training program that meets the applicable conditions of paragraph 66.

Part II – Conditions to the Operational Specifications

22. Navigation System Authorizations

(1)

 

Minimum Performance Capability for Long Range Area Navigation SystemTo meet the requirements of this standard, a long range area navigation system shall, as a minimum:

 

 

(a) have a standard deviation of lateral track deviations of less than 6.3 nautical miles;
 

(b) have a proportion of the total flight time spent by the aircraft 30 nautical miles or more from cleared track of less than 5.3 x 10^-4;
 

(c) have a proportion of the total flight time spent by aircraft at or between 50 and 70 nautical miles from the cleared track of less than 1.3 x 10^-4; and
 

(d) in paragraphs 22(2)(c) and (d) below, if a GPS receiver(s) provides the only means of long range navigation, then the requirements of FAA Document No. 8110.60, GPS as a Primary Means of Navigation in Oceanic/Remote Operations must be met.

(2)

Authorizations

 

(a) Required Navigation Performance Capability (RNPC) Airspace
 

The standard requirements for authorization to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, or to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria, are:
 

(i) aeroplanes equipped with at least two independent navigation systems, one of which being a long range area navigation system; and
 

(ii) flight crew training on operation of the long range area navigation system in accordance with training pursuant to the applicable conditions of paragraph 66 of this Annex.
 

(b) Canadian Minimum Navigation Performance Specification (CMNPS) and RNPC Airspace
 

The standard requirements for authorization to operate in Canadian Minimum Navigation Performance Specification (CMNPS) airspace, and to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, and to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria are:
 

(i) aeroplanes with navigation equipment as follows:
 

(A) for aeroplanes operating only in domestic airspace on high level airways equipment in accordance with paragraph 605.18(j) of the Canadian Aviation Regulations;
 

(B) for aeroplanes operating only in domestic airspace on company approved routes or direct routes that begin and end within reception range of ground based navaids, at least two independent navigation systems, one of which being a long range area navigation system;
 

(C) for aeroplanes operating in CMNPS airspace other than on high level airways, company approved routes and direct routings that begin and end within the reception range of ground based navaids, two independent long range navigation systems;
 

(ii) flight crew training on operation of the long range area navigation system(s) in accordance with training requirements set out in the applicable conditions of paragraph 66 of this Annex.
 

(c) North Atlantic Minimum Navigation Performance Specification (NAT MNPS), CMNPS and RNPC Airspace
 

The standard requirements for authorization to operate in North Atlantic Minimum Navigation Performance Specification (NAT MNPS) airspace, CMNPS airspace, to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, and to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria are:
 

(i) subject to clauses (A) and (B) aeroplanes shall be equipped with at least two independent long range area navigation systems.
 

(A) aeroplanes equipped with at least two independent navigation systems, one of which being a long range area navigation system, may be approved for NAT MNPS operations restricted to routes approved for aeroplanes with one long range RNAV system; and
 

(B) aeroplanes equipped with at least two independent navigation systems based on short range ground transmitters may be approved for NAT MNPS operations restricted to routes approved for aircraft with no long range RNAV capability; and
 

(ii) flight crew training on operation of long range area navigation systems in accordance with training requirements set out in the applicable conditions of paragraph 66 of this Annex.
 

(d) Reduced Vertical Separation Minima (RVSM) in NAT MNPS, CMNPS and RNPC Airspace
 

The standard requirement for authorization to operate in NAT MNPS Reduced Vertical Separation Minima (RVSM) airspace, CMNPS airspace, to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, and to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria is as follows:
 

(i) that the private operator shall comply with and the aircraft shall be certified in accordance with the Minimum Aircraft System Performance Specifications (MASPS) and other requirements of ICAO NAT DOC 002 and ICAO/FAA Document 91-RVSM.
 

(ii) flight crew training in equipment monitoring requirements and flight procedures must be in accordance with the applicable conditions of paragraph 66 of this Annex.

NOTE:

For this authorization, the authority for NAT MNPS operation is not dependent on RVSM capability. If the aircraft is not certified for RVSM or is being operated in accordance with an MEL for an unserviceable equipment item required for RVSM, the aircraft may still be operated in the NAT MNPSA at a flight level that does not require that capability.

 

(e) Pacific RNP-10 Airspace
 

The requirements for authorization to operate in Pacific RNP-10 airspace are as follows:
 

(i) aircraft be equipped with at least two independent long range navigation systems capable of meeting a position accuracy of/or better than ± 10 Nm for 95% of the flight time in RNP-10 airspace;
 

(ii) a RNP-10 Time Limit must be established for aircraft equipped with only INS or INU, to meet the Pacific RNP-10 accuracy requirements;
 

(iii) the aircraft shall meet the technical navigation element requirements of FAA Order 8400.12A, Required Navigation Performance 10 (RNP-10) Operational Approval;
 

(iv) flight crew training on operation of the long range area navigation system(s) in accordance with training requirements set out in paragraph 66 of this Annex; and
 

(v) flight crew training on operations in Pacific RNP-10 airspace in accordance with training requirements set out in the applicable conditions of paragraph 66 of this Annex.

(3)

Instrument Approaches - Global Positioning System (GPS)

 

(a) The standard requirements for authorization to fly instrument approach procedures using only GPS navigation information are:
 

(i) an operational evaluation in accordance with the applicable conditions of paragraph 22(3)(b) of this Annex has been completed by the Minister on each aircraft type/GPS/FMS model installation for which approach authorization is sought;
 

(ii) an air operator has an approved flight crew training and qualifications program for use of the GPS/FMS system that meets the applicable conditions of paragraph 66 of this Annex; and
 

(iii) standard operating procedures have been amended to reflect GPS approach operations and approved by the Minister (where required).
 

(b) The following items will be assessed in the operational evaluation prior to the approval of the operator's GPS approach standard operating procedures (where applicable) and training program. Identical installations of the same model of GPS in the same type of aircraft with the same operator do not need separate evaluations.
 

(i) Database
 

The geographical coverage area for the database shall be compatible with the type of operations conducted by the company. The air operator shall have procedures in place to ensure that the database will be updated in accordance with the appropriate data revision cycle. This shall include a contract with a database supplier and the inclusion, in the appropriate company manuals, of the person responsible for installing the updates in the aircraft. The company shall have a procedure in place for pilots to report database errors and for information on database errors to be passed on to other company pilots, the avionics manufacturer and the Minister.
 

(ii) Unit Installation and Operation
 

The handling and procedures associated with the GPS avionics shall be such that all operations required for GPS approach can be accomplished without an adverse impact on normal crew duties and responsibilities. GPS related tasks shall not consume the attention of the pilot not flying (PNF) during critical phases of flight (i.e. between the time the aircraft turns inbound on the final approach course and the time the aircraft is established in the climb configuration on a missed approach).
 

(iii) Control Display Unit (CDU) and Course Deviation Indicator (CDI) / Distance Display
 

If the GPS/FMS control unit is not adequately accessible from each pilot position, or if GPS course deviation and distance displays are not within the primary field of view at both pilot stations, air operators shall designate in the standard operating procedures the position that the pilot flying (PF) and pilot not flying (PNF) are required to occupy during GPS approach for that type of installation. Aircraft types that are certified for operation by two crew members shall have GPS course deviation and distance displays at each pilot station. An Operation Specification authorizing GPS approaches shall not be issued unless the PNF has a means acceptable, in the Minister's opinion, of monitoring the PF during an approach.
 

(iv) Distance Display on the HSI
 

Installations where GPS guidance information (course tracking, To/From and NAV flags) are switched onto the HSI for display, but the DME distance information is not switched out (i.e. DME distance rather than GPS distance is displayed continuously on the HSI even when GPS source is selected to HSI), shall require air operators, in their standard operating procedures for GPS approach to deselect other NAV/DME sources to eliminate distance displays in the pilot's primary field of vision not related to the approach procedure being flown.
 

(v) Annunciation
 

Responses to system annunciation (including Receiver Autonomous Integrity Monitoring (RAIM) warnings), the means of selecting GPS track information to the CDI/HSI and the means of coupling GPS steering information to the aircraft automatic flight control system shall be compatible with the safe operation of the aircraft type/category. Standard operating procedures shall specify the procedure whereby the control unit is programmed, approach waypoints are verified against an independent source, approach mode is armed, and cockpit NAV source and AFC guidance source switches are selected and verified. Any switch selection or programming errors that the Minister believes are likely to occur and that could lead to a serious incident shall, if possible, be identified and addressed in training and in the standard operating procedures. Otherwise, the installation shall not be approved for approach use.
 

(vi) Airborne Evaluation
 

The Minister shall observe the pre-flight and in-flight operation of the unit on at least one GPS approach and missed approach. If the PF is allowed to occupy either seat during GPS approaches, then one approach from each pilot position shall be demonstrated. An airborne evaluation in an aircraft must take place under VFR. Emphasis will be on crew co-ordination, pilot workload (PF and PNF), and switch selections.

33. No Alternate Aerodrome IFR

The standards for a private operator to qualify to conduct a flight under IFR without naming an alternate aerodrome on the flight plan are:

Areas of Operations

(a) take-off aerodromes shall be situated within the North American continent, Bermuda or the Caribbean islands.
 

(b) destination aerodromes shall be situated within Canada, the continental United States of America (USA) or Puerto Rico.

Weather Requirements

(c)
 

(i) destination in Canada - from two (2) hours before until two (2) hours after estimated time or arrival (ETA), at the aerodrome of intended landing, there shall be, in respect to that aerodrome:
 

(A) no risk of fog or other restriction to visibility, including precipitation, forecast or reported, below 3 miles;
 

(B) no risk of thunderstorms isolated or otherwise forecast or reported;
 

(C) a forecast ceiling of at least 1,000 feet above FAF altitude and a visibility of at least 3 miles or a ceiling of at least 1,500 feet above the MDA and a visibility of at least 6 miles; and
 

(D) no risk of freezing rain, freezing drizzle, or sleet forecast or reported;
 

(ii) destination in Continetal USA or Puerto Rico - from one (1) hour before until one (1) hour after ETA, at the aerodrome of intended landing, there shall be, in respect to that aerodrome:
 

(A) no risk of fog or other restriction to visibility, including precipitation, forecast or reported, below 3 miles;
 

(B) no risk of thunderstorms isolated or otherwise forecast or reported;
 

(C) a forecast ceiling of at least 1,000 feet above FAF altitude and a visibility of at least 3 miles or a ceiling of at least 1,500 feet above the MDA and a visibility of at least 6 miles; and
 

(D) no risk of freezing rain, freezing drizzle, or sleet forecast or reported;
 

(d) flight crews shall regularly monitor destination and suitable alternative destination weather during flight.

Aerodrome of Intended Landing Requirements

(e) the aerodrome of intended landing shall be:
 

(i) equipped with at least two (2) separate runways each of which shall be operational and suitable for a safe landing for the aeroplane type, taking into consideration the approved operational limitations; and

NOTE:

The reciprocal of one runway is not acceptable as the second runway.

 

(ii) equipped with emergency or standby electrical power supply in support of the main electrical power supply used to operate all equipment and facilities that are essential to the safe landing of the aeroplane, whether such landing be by day or by night;

Fuel Requirements

(f) the minimum fuel required for a no alternate IFR flight plan shall consist of:
 

(i) fuel required to meet the requirements of Section 602.88, and
 

(ii) for international flights or flight in Canadian northern domestic airspace, addition fuel equal to 5% of the total fuel required; and
 

(g) pilots shall be thoroughly familiar with all suitable diversionary airports which are available in respect of any flight operated on a "no alternate IFR" basis.

44. Take-off Minima

(1) Weather Below Landing Limits

The standard for take-off in IMC when weather conditions are above take-off, but below minima for the runway in use as specified in the Canada Air Pilot or an equivalent foreign publication is:

(a) an alternate aerodrome is specified in the IFR flight plan and that aerodrome is located:
 

(i) in the case of a twin-engined aeroplane within the distance that can be flown in 60 minutes at the normal cruising speed; or
 

(ii) in the case of an aeroplane with three or more engines, within the distance that can be flown in 120 minutes at the normal cruising speed; and

(2) Weather Below Published Take-off Minima

If authorized to do so in a private operator certificate, the standard for take-off in IMC when weather conditions are below take-off and landing minima for the runway in use as specified in the Canada Air Pilot or an equivalent foreign publication is:

(a) Take-off Minima Reported Visibility RVR 1,200 feet or 1/4 SM Visibility
 

(i) a take-off alternate selected in accordance with paragraph 44(1)(a);
 

(ii) for each airport at which the authority is to be exercised the private operator and the pilot-in-command shall determine the significant obstructions which exist in the take-off path and determine by the use of the approved aeroplane performance charts that the aeroplane will safely clear obstructions on the take-off path and maintain at least the minimum enroute altitude to the take-off alternate, with the critical engine inoperative;
 

(iii) the Operations Manual shall contain detailed guidance on how to determine departure one engine inoperative climb gradient and obstacle clearance;
 

(iv) the runway is equipped as detailed in the Transport Canada manual of Aerodrome Standards and Recommended Practices (TP-312) with serviceable and functioning high intensity runway lights or runway centre line lights or runway centerline markings that are plainly visible to the pilot throughout the take-off run;
 

(v) the pilot-in-command is satisfied that the required RVR 1,200 feet or 1/4 SM visibility exists for the runway to be used before commencing take-off;
 

(vi) the pilot-in-command and second-in-command attitude indicators on the aeroplane shall incorporate pitch attitude index lines in appropriate increments above and below reference line to at least 15⁰, and provide a ready depiction of total aeroplane attitude. The approved Failure Warning Systems which will immediately detect essential instrument and equipment failures or malfunctions shall be operative. For the purpose of reduced visibility take-offs, essential instruments are defined as attitude indicators, directional gyros and HSI's; and
 

(vii) the chief pilot has certified in the training and qualification records that the pilot-in-command, and if authorized by the operator for take-off at lower than normal limits, the second-in-command, is competent to conduct an RVR 1,200 feet take-off or 1/4 SM.
 

(b) Take-off Minima - Reported Visibility RVR 600 feet
 

(i) a take-off alternate selected in accordance with paragraph 44(1)(a);
 

(ii) for each airport at which the authority is to be exercised the private operator and the pilot-in-command shall determine the significant obstructions which exist in the take-off path and determine by the use of the approved aeroplane performance charts that the aeroplane will safely clear obstructions on the take-off path and maintain at least the minimum enroute altitude to the take-off alternate, with the critical engine inoperative;
 

(iii) the Operations Manual shall contain detailed guidance on how to determine departure one engine inoperative climb gradient and obstacle clearance;
 

(iv) the runway has the following equipment in accordance with the Transport Canada manual of Aerodrome Standards and Recommended Practices (TP-312):
 

(A) serviceable and functioning high intensity runway lights, runway centre line lights and centre line markings that are plainly visible to the pilot throughout the take-off run;
 

(B) at least two transmissometers, one situated at the approach end and one at the mid-point of the runway, each reading not less than RVR 600 feet; and
 

(C) if three transmissometers are available and the mid-point transmissometer is unserviceable, take-off is authorized provided the transmissometers at the approach end and the departure end of the runway, each is reading not less than RVR 600 feet;
 

(v) the pilot-in-command is satisfied that the required RVR 600 feet visibility exists for the runway to be used before commencing take-off;
 

(vi) the pilot-in-command and second-in-command attitude indicators (artificial horizons) on the aeroplane shall incorporate pitch attitude index lines in appropriate increments above and below the zero pitch reference line to at least 15^o, and provide a ready depiction of total aeroplane attitude. The approved Failure Warning Systems which will immediately detect essential instrument and equipment failure or malfunctions shall be operative. For the purpose of reduced visibility take-offs, essential instruments are defined as attitude indicators, directional gyros and HSI's;
 

(vii) the pilot-in-command, and the second-in-command if authorized by the private operators for lower than normal take-off limits, shall be checked within the preceding 66 months in an approved simulator by a person authorized by the Minister and shall be certified as competent to use these minima in the training and qualification records; and
 

(viii) the chief pilot shall certify in the training and qualification records, that the pilot-in-command (and the second-in-command, if so authorized by the private operator) has conducted 600 RVR training in an approved simulator within the preceding 12 months and is competent to conduct a 600 RVR take-off.

66. Training

(1) North Atlantic Minimum Navigation Performance Specifications (NAT MNPS)

To qualify for this authorization, each flight crew member shall have completed the appropriate training

Training shall be given in the following areas as applicable:

(a) normal operating procedures, including navigation system pre-flight data entry and periodic cross-checking of system position display against aeroplane position;
 

(b) method of monitoring and cross-checking the system that is coupled to the auto-pilot;
 

(c) action in the event of discrepancy between systems, method of determining which is the most accurate or reliable system;
 

(d) NAT MNPS contingency procedures;
 

(e) action in the event of single or multiple systems failure;
 

(f) procedure for manual updating of systems;
 

(g) airborne emergency procedures, including re-alignment (if applicable);
 

(h) procedure for regaining track after deliberate or accidental deviation from cleared track; and
 

(i) area navigation systems (RNAV) training in accordance with training requirements set out in paragraph 44(1)(a).

(2)

Category II Operations

 

The standards for the conduct of Category II operations are contained in the Transport Canada Manual of All Weather Operations (Category II) (TP 1490).

(3)

Lower than Standard Take-off Weather Minima (RVR 1200 feet 1/4 SM and RVR 600 feet) for Pilots

 

(a) Ground Training
 

(i) take-off alternate requirements;
 

(ii) pilot-in-command minimum experience;
 

(iii) pilot-in-command responsibility for visibility and obstacle clearance requirements; and
 

(iv) minimum aeroplane and runway equipment requirements;
 

(b) Flight Simulator Training (RVR 600 feet only)
 

(i) one completed take-off at RVR 600 feet;
 

(ii) one rejected take-off at RVR 600 feet that will include an engine failure;

The above training is required for the pilot-in-command only, except, if the operator authorizes in the operations manual, the second-in-command to conduct take-offs in lower than standard weather minima, the second-in-command shall undergo the same training as the pilot-in-command.

(4)

Instrument Approaches - Global Positioning System (GPS)

 

 

 

(i) Pilots shall complete flight training in the use of GPS for approach and other associated duties for each crew position they are authorised to occupy. Flight training may be completed in an aircraft, or in a level A or higher simulator that is equipped with the same model of GPS receiver (or a model determined by the Minister to be sufficiently similar) that is installed in company aircraft.
 

(ii) Flight training shall be conducted by a designated training pilot who has completed the approved company ground training program approved by the Minister, and demonstrated proficiency in the use of the model of GPS (or a model determined by the Minister to be sufficiently similar) or to an approved check pilot.
 

(a) General Training
 

(i) To qualify for approval to conduct GPS approaches in IFR, an air operator shall have a flight crew training program approved by the Minister. Flight crew shall have completed the appropriate training prior to conducting GPS approaches.
 

(ii) Where pilots are required to use more than one type of GPS for approach, an air operator shall ensure the training program addresses the differences between the units, unless the units have been determined by the Minister to be sufficiently similar.
 

(iii) An air operator shall ensure the ground training includes "hands on" training using a desk top simulator, a computer based simulation of the unit to be used, a static in-aircraft unit, or other ground training devices acceptable to the Minister.
 

(b) Ground Training - Non-integrated Receivers (Panel Mount GPS Receivers)
 

An air operator shall ensure that the training program candidates are trained to proficiency in each of the elements associated with the following areas:
 

(i) Knowledge with respect to the following:
 

(A) the GPS system, including:
 

(I) GPS system components and aircraft equipment;
 

(II) the composition of satellite constellation;
 

(III) the minimum number of satellites required for 2-D and 3-D navigation;
 

(IV) the basic concept of satellite ranging;
 

(V) factors affecting the accuracy of GPS signals; and
 

(VI) the World Geodetic Survey 1984 (WGS 84) datum and the effect of using any other datum;
 

(B) human factors applicable to the use of GPS and how errors may be reduced or eliminated;
 

(C) company standard operating procedures for the use of GPS; and
 

(D) procedures for reporting GPS problems and database errors.
 

(ii) Ability to perform the following operational tasks:
 

(A) select appropriate operational modes;
 

(B) recall categories of information contained in the database;
 

(C) predict RAIM availability;
 

(D) enter and verify user defined waypoints;
 

(E) recall and verify database waypoints;
 

(F) interpret typical GPS navigational displays including latitude/longitude, distance and bearing to waypoint, course deviation indication (CDI), desired track (DTK), track made good (TMG), actual track (TK), cross track error and any other information appropriate for the equipment used;
 

(G) intercept and maintain GPS defined tracks;
 

(H) determine navigation information appropriate for the conduct of the flight including ground speed (GS), estimated time of arrival (ETA) for next waypoint and destination;
 

(I) indications of waypoint passage;
 

(J) use of 'direct to' function;
 

(K) link en-route portion of GPS flight plan to approach;
 

(L) conduct SIDs, STARs, terminal area procedures and holds;
 

(M) retrieve, verify and conduct GPS stand alone approaches; and
 

(N) conduct GPS missed approaches.
 

(iii) Ability to conduct the following operational and serviceability checks:
 

(A) database currency and area of operation;
 

(B) receiver serviceability;
 

(C) RAIM status;
 

(D) CDI sensitivity;
 

(E) position indication; and
 

(F) number of satellites acquired and, if available, satellite position information.
 

(iv) Ability to recognise and take appropriate action for all GPS warning and messages including, where applicable:
 

(A) "loss of RAIM";
 

(B) "2D navigation";
 

(C) "In Dead Reckoning Mode";
 

(D) "data base out of date";
 

(E) "GPS fail";
 

(F) "barometric input fail";
 

(G) "power/battery low or fail";
 

(H) "parallel offset on"; and
 

(I) "satellite fail".
 

(c) Ground Training - Integrated Receivers (Flight Management Systems)
 

An air operator shall ensure that training program candidates are trained to proficiency in each of the elements associated with the following areas:
 

(i) Knowledge with the respect to following:
 

(A) the GPS system and theory of operation, including:
 

(I) GPS system components and aircraft equipment;
 

(II) the composition of satellite constellation;
 

(III) the minimum number of satellites required for 2-D and 3-D navigation;
 

(IV) the basic concept of satellite ranging;
 

(V) factors affecting the accuracy of GPS signals;
 

(VI) the WGS84 datum and the effect of using any other datum;
 

(B) human factors applicable to the use of GPS and how errors may be reduced or eliminated (ie. maintaining situational awareness); and
 

(ii) Ability to perform the following operational tasks:
 

(A) predict RAIM availability;
 

(B) link enroute portion of GPS flight plan to approach;
 

(C) conduct GPS stand alone approaches; and
 

(D) conduct GPS missed approaches.
 

(iii) Ability to conduct the following operational and serviceability checks:
 

(A) RAIM status;
 

(B) CDI sensitivity;
 

(C) number of satellites acquired and, if available, satellite position information;
 

(iv) Ability to recognise and take appropriate action for all GPS warning and messages including, where applicable:
 

(A) "loss of RAIM";
 

(B) "2D navigation";
 

(C) "GPS fail";
 

(D) "barometric input fail"; and
 

(E) "satellite fail".
 

(d) Flight Training
 

(e) Pacific RNP-10 Training
 

For flight crew to qualify for operations in Pacific RNP-10 airspace, a private operator’s initial and recurrent training program shall ensure that candidates are proficient in each of the elements associated with the following areas:
 

i) flight planning considerations for RNP-10 airspace;
 

ii) navigation performance requirements for RNP-10 airspace;
 

iii) enroute procedures for RNP-10 airspace; and
 

iv) contingency procedures for RNP-10 airspace.
 

(f) Reduced Vertical Separation Minima (RVSM) Training
 

For flight crew to qualify for operations in RVSM airspace, a private operator’s initial and recurrent training program shall ensure that candidates are proficient in each of the elements associated with the following areas:
 

(i) Floor, ceiling and horizontal boundaries of the RVSM airspace to be operated in;
 

(ii) Policy on exclusion of aircraft not RVSM approved;
 

(iii) Pilot procedures:
 

(A) pre-flight and in-flight altimeter checks;
 

(B) use of the automatic altitude control system;
 

(C) Minimum Equipment List (MEL) for RVSM operations;
 

(D) special procedures for in-flight contingencies;
 

(E) updated weather deviation procedures;
 

(F) track offset procedures for wake turbulence and nuisance aircraft systems alerts; and
 

(G) pilot level-off call.
 

(iv) Procedures for flight of non-RVSM compliant aircraft for maintenance, humanitarian and delivery flights; and
 

(v) Use of ACAS/TCAS.
 

(g) Area Navigation Systems (RNAV)
 

General Training
 

(i) To qualify for use of RNAV systems on IFR operations, an air operator shall have an approved initial and recurrent flight crew training program for use of the system. Flight crew shall have completed the appropriate training and have completed an in-flight check or an equivalent check in an approved synthetic training device. This qualification check shall be conducted by an approved check pilot.
 

(ii) Training shall be in the following areas:
 

(A) pre-flight;
 

(B) normal operation of the system;
 

(C) procedures for manually updating system;
 

(D) methods of monitoring and cross checking system;
 

(E) operation in area of compass unreliability;
 

(F) malfunction procedures;
 

(G) terminal procedures;
 

(H) waypoint symbology, plotting procedures, record keeping duties/practices;
 

(I) time keeping procedures; and
 

(J) post flight.

 

Date de modification :

2004-11-1