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Canadian Aviation Regulations (CARs)
and
Commercial Air Service Standards (CASS)
Part VII - Subpart 4
Guidance Material
Preamble
The Guidance Material provided in this publication is Transport Canada policy. It is for use by
Transport Canada - Civil Aviation and the aeronautical industry. The Guidance Material is part
of an evolving process in Canadian Aviation Regulations and will be developed on an ongoing
basis.
Being explanatory by nature, guidance material is provided for any regulation or standard when:
1. the subject area is complex and needs a detailed explanation so that there is a
consistent understanding by all constituents;
2. the words used could have multiple meanings or could be interpreted differently when
used in a different context; or
3. questions have arisen regarding the interpretation or intent of the regulations or
standards.
Canadian Aviation Regulation Numbering System
The Canadian Aviation Regulations provides an integrated numbering system. The following is a
brief explanation of this numbering system.
Using section number 704.15 as example, we will describe the meaning of each digit:
7 The first digit identifies to which Part of the Canadian Aviation Regulations this
section refers. The example is showing that regulation 704.15 will be found in Part VII
(Commercial Air Services).
0 The second digit refers to the applicable publication and may vary as follow:
704.15 is the regulation imposing the requirements for an Operational Control System
and it is found in the Canadian Aviation Regulations;
724.15 is the corresponding section of the Commercial Air Service Standards where the
various options for Operational Control System are described.
744.15 is the corresponding section of the guidance material where the various aspects of
the Operational control system, such as approval procedures, inspection, etc. are found.
4 The third digit identifies the subpart of the Canadian Aviation Regulations to which this
section refers. The example shows that regulation 704.15 will be found in subpart 4 of
Part VII (Commuter Operations).
.15 The two or three digits right of the dot are a unique number attributed to each individual
section. Number ".15", when used in 704/724/744 deals with Operational Control System
throughout all publications.
Guidance Material Numbering System
Guidance material may provide explanations on either publication, the Canadian Aviation
Regulations (CARs - 704 numbers) or the Commercial Air Service Standards (CASS - 724
numbers).
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For ease of reference, guidance material is numbered as follows:
- numbers preceded by the letter "R" provide explanation to a section of the CARs (e.g.
R744.15 provides explanation on CAR 704.15);
- numbers preceded by the letter "S" provide explanation to the appropriate section of the
CASS (e.g. S744.15 provides explanation on CASS 724.15); and
- numbers preceded by both letters, "R" and "S", provide explanation to both, CARs and
CASS (e.g. RS744.15 provides explanation on both CAR 704.15 and CASS 724.15).
Alternate Methods of Complying with the Regulation
Where an air operator proposes a different means of conforming with a regulation or standard it
will be assessed for acceptability against the following criteria:
1. Does it provide an equivalent level of safety?
2. Is it less or more restrictive than the "normal" means of compliance?
2. 3. Does it address the same intent and issues as the "normal" means of compliance? Formatted: Bullets and Numbering
6. 4. Does it utilise the most advanced or proven information available?
The above list may not be appropriate in some circumstances and additional criteria will be
considered as necessary.
For questions, proposals or comments concerning this publication, please contact the following:
Commercial & Business Aviation
Operational Standards
Phone: (613) 990-1065
Facsimile: (613) 954-1602
Address: Transport Canada Building
Place de Ville
Tower 'C' (AARXB)
330 Sparks Street
Ottawa, Ontario
K1A 0N8
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R744.01 Commuter Operations - Aeroplanes
The passenger limits intended for Commuter Operation are:
(a) The total number of persons other than pilots occupying pilot seats cannot
exceed 19.
(b) All turbojets certified to carry 19 passengers or less with a Maximum
Certificated Zero Fuel Weight of 50,000 pounds or less operate under
these rules. Turbojet operation is not permitted under Air Taxi.
(c) Aircraft such as the DHC-6 Twin Otter weigh less than 19,000 pounds and
were certified to carry more than 19 passengers, but are not configured for
20 or more seats in Canadian commercial service. Provided the air
operator configures the aircraft to respect (a) above, their operation may be
considered under Commuter rules. (The 19,000 pound limit comes from
the certification basis for FAR 23 Commuter aircraft)
(d) There may be circumstances where the air operator may want to restrict
the number of passenger seats to nine or fewer. This would reduce
performance criteria under some circumstances. The air operator
certificate would have to be changed to reflect the configuration of these
aircraft.
R744.01 Commuter Operations - Helicopters
The passenger limits intended for Commuter Operations - Helicopter are:
(a) All twin-engined helicopters with more than 9 passenger seats excluding
pilot seats.
(b) Helicopters having more than 19 passenger seats excluding pilot seats,
regardless of weight.
All single engine helicopters are to be operated under Air Taxi, regardless of the
number of passenger seats.
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There may be circumstances where the air operator may want to restrict the
number of passenger seats to nine or fewer. In this case, an Air Taxi air operator
certificate would be necessary.
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RS 744.07 Application for an Air Operator Certificate (AOC)
All air operators are required demonstrate to Transport Canada that they are
adequately equipped for the proposed operation and that they have the ability to
operate safely, properly and in accordance with prescribed standards and
procedures.
An applicant for an Air Operator Certificate (AOC) should request from Transport
Canada the documents "Canadian Commercial Air Services Certification
Requirements" and "Starting a Commercial Air Service". These documents
provide advice on what matters should be considered when planning a proposed
air service and they set out the basic requirements of Transport Canada. These
documents may be requested from the appropriate Regional Director, Air Carrier.
The certification process is initiated by completing and submitting a Statement of
Intent form ( #25-0380) to Transport Canada. Certification involves a
comprehensive Transport Canada program of inspection which can take
approximately 60 days from the time of making formal application. A formal
application is considered to have been made when all documentation is complete,
accurate and has been submitted to Transport Canada.
Applicants for an AOC must also apply for a licence from the National
Transportation Agency (NTA).
Amendments to the AOC shall be applied for through the Regional Director, Air
Carrier. Information on the various required forms is contained in the Air Carrier
Certification Manual (TP4711). This is an internal manual that is referred to by air
carrier inspectors, however, it is available if requested.
R744.07(2)(b)(i) Qualifications and Responsibilities of the Operations Manager
An air operator must designate a person and position whose responsibilities and
functional duties encompass those that are set out in Standard 724.07. The air
operator may use a different title for this position, however it shall be identified
for Transport Canada purposes as an Operations Manager. An organization may
have one individual filling the roles of Operations Manager and Chief Pilot as
long as the required duties and responsibilities for both positions are assumed by
the designated individual.
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A sample of some of the questions asked of a potential Operations Manager or
Chief Pilot may be found in Appendix A to this document.
R744.07(2)(b)(ii) Qualifications and Responsibilities of the Chief Pilot
An air operator must designate a person and position whose responsibilities and
functional duties encompass those that are set out in Standard 724.07. The air
operator may use a different title for this position, however it shall be identified
for Transport Canada purposes as a Chief Pilot. An organization may have more
than one Chief Pilot if desired, as long as required duties and responsibilities are
assumed by each designated individual. If more than one Chief Pilot is identified,
there must be a clear delineation of responsibility( i.e. individual Chief Pilots may
be responsible for specific geographic regions, aircraft type etc).
A sample of some of the questions asked of a potential Operations Manager or
Chief Pilot may be found in Appendix A to this document.
S744.07(2)(a),(2)(b) Absence from Duty, Operations Manager, Chief Pilot,
There must be some mechanism to allow delegation of authority for the position
when the Operations Manager or Chief Pilot is unable to exercise their authority
for either the short or long term. The individual assuming the duty must be
competent and capable of carrying out the responsibilities assigned to the position.
The intent is to ensure that a capable person is in charge at any time that flight
operations are being conducted. The Operations Manager or Chief Pilot need not
be physically present at the company but must be able to fully exercise their
authority as required.
When the Operations Manager or Chief Pilot are unable to exercise their full
authority over flight operations, another individual qualified in accordance with
the standards must be available to do so on their behalf.
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R744.07 Recovery of Costs for Providing Regulatory Services
Outside Canada
General
This section provides direction to air operators, Transport Canada managers and
inspectors for recovering the costs of performing evaluations and inspections
outside Canada.
Procedure
Each air operator requiring a regulatory approval will be required to sign an
agreement with the Crown, accepting liability for:
(a) air and ground transportation;
(b) accommodation;
(c) meals and incidental expenses; and
(d) overtime worked on weekends and statutory holidays except when the
overtime requirement is beyond the control of the air operator.
Overtime costs incurred during weekdays and under exceptional circumstances
(e.g., work scheduled during normal working days, but for reasons beyond the
control of the air operator, was not completed on schedule) will be covered by
Transport Canada.
Travel and accommodation costs shall be in accordance with Treasury Board
Travel Directives. In instances where the air operator provides these directly, it is
imperative that managers ensure that they are not in excess of the Travel
Directives.
It is essential that there is no real or perceived conflict of interest. TC
Responsibility Centre Managers are authorized to sign the Agreement for
Provision of Regulatory Services outside Canada for the Minister of Transport.
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The administrative procedures have been distributed by the Director, Program
Planning and Resource Management (AARA) to respective regional
administration officers. They include an Aviation Regulation Confirmation of
Inspection Request. This form will be completed by the Responsibility Centre
Manager, or others whom they may authorize, and forwarded to the air operator as
soon as practicable after a request for a regulatory evaluation or inspection outside
Canada is received. This form, once completed, becomes a work order and
constitutes the controlling document for subsequent billing.
The air operator should not be billed for costs in excess of the estimated costs
unless agreement to amend the estimate has been reached.
RDACs should develop agreements with air operators who require out-of-country
services as soon as practicable.
Types of Evaluation and Inspection
There are several types of evaluation and inspection that may be conducted
outside Canada as a prerequisite for an air operator requiring a regulatory
approval. Those involving ACIs Include:
(a) evaluation of simulators and training facilities and courses conducted
abroad, as a basis for licensing and certification approvals;
(b) air crew flight tests, as a basis for issuing or maintaining licences, e.g.,
pilot proficiency checks and instrument flight tests, or for exercising
delegated authority, e.g., CCPs;
(c) in-flight inspections of on-board navigation systems required for approval
of new routes; and
(d) audits, when required.
Domestic Cost Recovery
Regions may occasionally receive requests to provide regulatory services beyond
normal working hours or outside of published operational plans. If the cost of
providing such services exceeds budgeted resources, RDACs may negotiate the
recovery of travel costs and overtime with the air operator.
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R744.08(g)(vi) Navigation System Authorization
Transport Canada approval for long range navigation systems which are not
dependent on VOR or NDB information (INS, GPS, IRS/FMS, LORAN,
OMEGA etc) will be accomplished by means of an Operations Specification.
The air operator must apply for an Operations Specification detailing equipment
to be used, pilot training, operating conditions and any other information
considered pertinent to the accuracy and safety of the operation. Unless otherwise
specified, the Operations Specification will not permit the use of non-ground
based navigation aids within the terminal area.
R744.12 Operations Personnel
All operations personnel shall be trained and competent in their duties.
"Operations personnel" is defined as those personnel whose duties and
responsibilities involve maintenance, loading, unloading, dispatching, servicing,
weight and balance, passenger escort, flight crew, cabin crew, schedulers, deicing
crews, ramp people and anyone whose position involves them with the aircraft
operation.
R744.13 Operational Information
Dissemination of information may be done in any way that allows crews to
receive it in a timely manner. If it is necessary to the safe conduct of the flight it
must be received prior to flight time. The dissemination method is at the
discretion of the operator, but must be outlined in the operations manual.
Acknowledgement of this information can be accomplished in writing, verbally to
a responsible company person who records the acknowledgement or through other
approved procedures outlined in the operations manual. This could mean a pilot
signature on an operational flight plan if SOPs require the pilot to check certain
sources of information prior to flight.
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R744.14(2) Scheduled Air Service Requirements
Transport Canada must assess an aerodrome as safe for the aircraft type that is
being operated under an Operations Specification before its use in scheduled
service.
For the purposes of this section a military aerodrome is considered to be a
certified airport.
A scheduled service will be permitted to operate into an aerodrome provided:
(a) navigation aids, approach aids, runway length, runway surface, facilities,
and obstacle clearance criteria permit safe operation of the aircraft type
under consideration. This will be determined by Transport Canada
Regulatory and Air Navigation Services Inspectors;
(b) an obstacle clearance assessment ensures compliance with 704.44 through
704.51 (performance requirements); and
(c) the aerodrome has been approved for scheduled service. This approval
will be in the form of an Operations Specification.
RS744.15 Type C Flight Following
The Standard for a Type C Operational Control System calls for an individual to
be "on duty" and able to provide, among other things, uninterpreted meterological
information to the pilot-in-command.
Certain operations such as charters involving multiple stops over several days
necessitate some flexibility in the interpretation of "on duty". For example, where
a flight is operating self-dispatch, the flight follower need not be physically
present on company premises to be considered "on duty". Depending on the
company make-up, flight following may be provided for a self-dispatch operation
in a number of ways, for example:
(a) Contracted to a third party (e.g. ARINC) with company contacts in the
event of an emergency;
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(b) Reduced or remote Flight Following using company personnel, such as
permitting a Flight Follower to note flight details only, referring the crew
to Flight Service Stations for weather and NOTAM information.
When operating with reduced Flight Following, the Flight Follower
remains the first point of contact for the crew passing information to the
company. Under these conditions it is imperative that the Follower be
reachable with a single step. Pagers or voice mail would not be
acceptable under these conditions for two reasons:
(i) In event of an emergency there may be no way for the Flight
Follower to re-establish contact with the crew or initial caller; and
(ii) Pagers and voice mail do not provide positive confirmation that the
message has been passed.
R744.16 Flight Authorization
Flights will only depart after proper authorization is obtained in accordance with
the procedures laid out in the Operations Manual.
In the case of cargo air operators, and generally at locations where a lack of
communications facilities prevents co-authority dispatch, authorization may come
from the Operations Manager, Chief Pilot or the pilot-in-command, where
stipulated in the Operations Manual. Typical pilot-in-command designation
criteria which might be approved in the Operations Manual are as follows:
(a) the Operations Manager has delegated authorization authority to the pilot
in command in writing, including the conditions and limits of the
authority;
(b) all aspects of the flight are conducted in accordance with the air operator's
AOC and;
(c) the Operations Manager, Chief Pilot or his delegate are unavailable to
authorize the flight
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R744.17(2) Operational Flight Plan - Location
The pertinent details of each flight must always in the possession of, and available
to, a responsible, ground-based authority.
A copy of the operational flight plan remains with a responsible ground-based
authority. An electronic or hard copy may be left at a departure station or stored
in a central location. This copy needs to be immediately available for reference
should it be required by anyone involved in flight watch, operational control or
accident alarm procedures in connection with the flight.
R744.17(3) Retention of Operational Flight Plans
Transport Canada requires adequate information to be able to recreate the
operation flight data for the purpose of audit, inspection, investigation and flight
safety.
The air operator is required to retain copies of the flight plans and the actual flight
results. The period of retention will be designated in the Operations Manual.
The details of the actual flight should include:
(a) the route flown;
(b) fuel on board, for departure, landing; and
(c) times - out, off, on, and termination.
This data may be stored electronically if the following criteria are met:
(a) the air operator shows that they have a system for safe storage of electronic
data;
(b) a hard copy is retained for documents that require verification unless the
air operator has a system of electronic document verification;
(c) the air operator has a documented plan detailing procedures for the
recovery of all stored data; and
(d) stored data can be presented to Transport Canada in an acceptable hard
copy format within 72 hours of a request.
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S744.17(17) Helicopters Flight Planning - Persons on Board
S744.17(30) Aeroplanes
The pilot in command and flight dispatcher, a responsible person at the departure
station or other responsible ground based party have in their possession a record
of the number of persons on board the aircraft, and that it be readily available for
transmission to an appropriate agency in the event of an accident, incident or as
otherwise required.
The pilot in command should be aware of the number of crew members on board
and their respective positions. The flight crew must possess actual load data prior
to departure, a part of which is the actual number of persons on board. Where the
"persons on board" count does not include crew members then flight dispatch or
other responsible ground based authority must be aware of the number of crew (as
well as passengers) on board.
R744.19(1),(2) Checklists
The checklists referred to in the regulation can include placarded or memory items
and use any method which complies with the approved aircraft flight manual or
operations manual.
R744.20 Flight Planning - Fuel Contingencies
Among contingencies, air operators of a pressurized aeroplane must consider a
loss of pressurization at any point along the route. The aeroplane must be able to
reach the origin, destination, or an enroute alternate after the completion of an
emergency descent to 13,000 feet, cruise at 13,000 feet for 30 minutes and at
10,000 feet thereafter.
If the single engine service ceiling is less than either 13,000 or 10,000 feet then it
becomes the altitude for diversion fuel planning. Upon completion of the low-
altitude cruise, the aeroplane must have fuel sufficient to complete an approach
and missed approach plus holding reserve.
In the event that an operator wishes to use a higher altitude for diversion and can
demonstrate that aeroplane performance and passenger safety considerations can
be met, the air operator may be granted an exemption permitting the use of a
higher altitude for diversion.
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RS744.26(1) Take-Off Minima - Weather below Landing Limits- Aeroplanes
By specifying a take off alternate an aeroplane can depart when the weather
conditions are above take off minima but below landing minima for the runway in
use. Depending on the number of passengers being carried the air operator has
two options:
(a) when carrying 9 or fewer passengers (infants are not counted) then the
take off alternate must be within 60 minutes or 120 minutes (depending on
the number of engines) at normal cruising speed.
(b) when carrying 10 or more passengers (infants are not counted) then the
take off alternate must be within 60 minutes or 120 minutes (depending on
the number of engines) at one engine inoperative cruise speed.
RS744.26 Take off Minima - Weather below Landing Limits - Helicopters
By specifying a take off alternate, a helicopter can depart when the weather
conditions are above takeoff minima but below landing minima for the runway in
use.
A takeoff alternate which is within 60 minutes flying time at normal cruise must
be specified in the IFR flight plan.
RS744.26(2)(a) Take-Off - Weather Below Published Take-Off Minima
Aeroplanes With Certified Engine-Out Performance
Certified engine out take off data is where the manufacturer has gone through the
process of having a regulatory body (TCA, FAA, JAA etc) certify as correct the
information that they have produced for engine out performance. This ensures
that the loss of one engine the aeroplane will be able to meet specific climb
criteria. It is up to the air operator to ensure that the aeroplane will meet the
unique climb criteria for the particular runway in use or aerodrome.
An air operator may be able to achieve the same results by having the
manufacturer provide their performance data to TCA. This data must be actual
data and not extrapolated. Should this data meet the requirements then the air
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operator could achieve the same operational limits as those aircraft with certified
performance data.
Further information concerning performance requirements may be found in
TP12772 - Aeroplane Performance.
RS744.26(2)(b) Take-Off - Weather Below Published Take-Off Minima
Aeroplanes Without Certified Engine-Out Performance
Aeroplanes that are not certified for continued takeoff and climb in the event of an
engine failure present unique problems when operating in reduced visibilities. In
the event of an engine failure up to, and sometimes beyond lift-off, these aircraft
are generally unable to successfully recover from a power loss in any manner
other than landing immediately straight ahead. While this carries a good deal of
risk at the best of times, when visibilities drop as low as 1200 RVR a re-land
following an engine failure will nearly guarantee aircraft damage.
In many cases a manufacturer will provide "unapproved" or advisory data that
describes engine-out takeoff performance. In these cases, it is often possible to
find a combination of aircraft weight and ambient conditions that permit a
sustained climb after takeoff with an engine out. This information is not subject
to the same factors as approved data, but may be used to permit these aircraft to
operate in reduced visibilities. The performance requirements are set out in the
Standard.
The combination of relatively low aircraft performance and reduced visibility
leads to an increased probability of a rejected take-off (RTO) at or near lift-off
speed in poor conditions. It is a common fact that high-speed RTO's rank near the
top in the list of accident causes. In order to ensure an adequate level of safety in
this environment specific training in high-speed RTO's is essential. Clearly,
conducting this training in an actual aeroplane would create the very accident
scenario itself. The only suitable training platform , then is a simulator. For this
reason, simulator training is a requirement for 1200 RVR operations using
aeroplanes without certified engine-out takeoff and climb performance.
Further information concerning performance requirements may be found in
TP12772 - Aeroplane Performance.
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R744.32 Automatic Weight and Balance Control
Weight and balance can be manually or automatically derived. In either case it
will meet the standard 724.32.
The implementation of a new automatic weight and balance program should be
carried out over a period of at least 6 weeks in a representative operation. The
new and previous methods of weight and balance control should be run in parallel
operation until the air operator is confident that the new system provides a level of
safety that meets or exceeds that of the old system.
R744.32 Weight and Balance Control Program Aeroplane
Implementation of Weight and Balance System
1. General
Weight and balance can be manually or automatically derived. In either case it shall meet section
724.32 of the standard.
(a) the weight and balance system shall be specified in the COM in accordance with subsection
704.32(3) of the Canadian Aviation Regulations (CARs). It may be published under separate
cover, in which case it must be referred to and be considered as part of the COM.
(b) training is to be in accordance with subsection 724.32(9) of the Commercial Air Service
Standards (CASS).
(c) when an air operator elects to implement an automatic weight and balance system, it should
be carried out over a period as stated in the COM in a representative part of the operation. The
previous method of weight and balance should be run as a shadow operation until the air operator
is satisfied that the new system is safe and meets section 704.32 of the CARs.
2. Definitions
"air operator standard weight" means approved standard weights determined by the air operator
through an approved survey and statistical computation in accordance with this guidance. They
are applicable only to that air operator and may be used in lieu of published standard weights in
circumstances consistent with those under which the survey was conducted;
"basic empty weight" (see definition in section 101.01 of the CARs);
"operational empty weight" (see definition in subsection 724.32(2) of the CASS);
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"published standard weight" means the weights published by Transport Canada as the weight of
passengers, including carry-on baggage, for use by air operators in weight and balance
calculations, without the actual weighing.
3. Duties and Responsibilities
(a) the air operator is responsible for the weight and balance system;
(b) a management plan will identify the following:
(i) the flight operations management position having overall responsibility for the system;
(ii) each subordinate position with associated duties and responsibilities;
(iii) the chain of command;
(iv) the management position(s) responsible for ensuring that:
(A) all necessary elements of the system have been developed, properly
integrated, and co-ordinated;
(B) all personnel who have duties, responsibilities, and functions to perform
receive adequate training;
(C) sufficient competent personnel and adequate facilities and equipment to effect
the system are available at each airport of planned operations; and
(D) adequate management supervision of the system is maintained.
(c) responsibility during operations:
(i) the air operator shall establish a chain of responsibility for the loading and
establishment of the weight and balance of the aeroplane for every flight;
(ii) individuals, being either air operator personnel or other personnel authorized by the
air operator to act on his behalf, must be accountable and identifiable, whether by
signature or computer input identification, for load data or services provided in
accordance with their duties and responsibilities as detailed in system.
4. Operational Requirements
The weight and balance system shall identify the following:
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(a) how, before each flight, the air operator will establish the accuracy of items listed in
subsections 724.32(1) to (7) of the CASS;
(b) preparation and disposition of all required documentation, whether completed by the air
operator or other qualified personnel authorized by the air operator to act on his behalf;
(c) the procedure to establish the maximum allowable weight for the flight which must not
exceed the maximum allowable take-off weight specified in the Aircraft Flight Manual;
(d) Storage of weight and balance documentation (same procedure as operational flight plan in
704.18 of the CARs):
(i) Transport Canada shall be able to recreate the weight and balance data for the purpose
of audit, inspection, investigation and flight safety;
(ii) the air operator is required to retain a copy of the weight and balance;
(iii) period of retention of weight and balance:
(A) an air operator shall retain a copy of the weight and balance forms, including
amendments to the forms, for a period of not less than six months. The period of
retention of weight and balance will be designated in the COM;
(iv) electronic storage of operational flight plan must meet the following criteria:
(A) the operator must show that he has a system for safe storage of electronic
data;
(B) a hard copy must be retained for documents that require verification by
signature, except where the operator has an approved system of electronic
signature verification and document authenticity;
(C) the operator shall have a documented plan detailing procedures for the
recovery of all stored data. The company plan shall provide a list of the stored
information pertinent to a flight and examples of the form and content of the data
that can be recovered; and
(D) retrieval of stored data must be presented in a format that is acceptable to
Transport Canada, within 48 hours from the time of a request;
(e) computerized systems:
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(i) where load data are generated by a computerized weight and balance system, the
operator must verify the integrity of the output data by a check to be performed at
intervals not exceeding 6 months; and
(ii) there must be a means in place to identify the person inputting the data for the
preparation of every load manifest and the identity must be retained as in 4(d)(iv)(B)
above.
(f) on-board weight and balance systems - an air operator must obtain approval to use an on-
board weight and balance computer system as a primary source for dispatch;
5. Passenger and Baggage Weights
(a) a procedure specifying when to select actual or standards weights must be included in the
COM. The methods used to compute the weight of passengers, carry-on baggage and checked
baggage are as follows:
(i) actual weight of each person and the actual weight of baggage;
(ii) standard weights:
(A) published standard weight; or
(B) air operator standard weights;
(b) actual weights:
In determining the actual weight by weighing, an air operator must ensure that all passenger's
personal belongings and carry-on baggage are included. Infants shall be weighed together with
the accompanying adult. Such weighing must be conducted at a location immediately prior to
boarding;
(c) standard weights:
(i) weight of passengers as per published standard weights or air operator standard
weights include carry-on baggage weight for each passenger carried, and the weight of
any infant below 2 years of age carried by an adult occupying one passenger seat. Infants
occupying separate passenger seats must be considered as children for the purpose of this
paragraph;
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(ii) on any flight identified as carrying a significant number of passengers whose weights,
including carry-on baggage, are expected to exceed the standard passenger weight, the air
operator must determine the actual weight of such passengers by weighing or by adding
an adequate weight increment;
d) checked baggage:
Use actual weight of baggage.
PUBLISHED STANDARD WEIGHTS
(Note: These average weights are derived from a Statistics Canada Survey, Canadian Community
Health Survey Cycle 2.1, 2003)
Summer Winter
200 lbs or 90.7 kg MALES 12yrs up 206 lbs or 93.4 kg
165 lbs or 74.8 kg FEMALES 12 yrs up 171 lbs or 77.5 kg
75 lbs or 34 kg Children 2-11yrs 75 lbs or 34kg
30 lbs or 13.6 kg *Infants 0 – to less than 30 lbs or 13.6 kg
2yrs
* Add where infants exceed 10% of Adults
Note 1: On any flight identified as carrying a number of passengers whose weights, including
carry-on baggage, will exceed the company approved standard weights, or the average weights,
the actual weight of such passengers are to be used
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Note 2: Where no carry-on baggage is permitted or involved, the average weights for males and
females may be reduced by 13 lbs or 5.9 kg.
6. Establishment of Air Operator Standard Weights (Survey)
(a) general:
(i) air operators have the option to submit air operator standard passenger weights for
approval and subsequently be authorized to use standard weights different from the
published standard weights. The air operator standard weights must be derived via an
approved weighing survey and the statistical analysis method detailed in this guidance.
After verification and approval by the Minister, the revised standard weights, applicable
only to that air operator, may be used in circumstances consistent with those under which
the survey was conducted. Where air operator standard weights exceed those published by
the Minister, then such higher values must be used;
(ii) air operator standard weights must be reviewed at intervals not exceeding five years;
and
(b) detailed weight survey plan:
(i) the air operator should submit a detailed weight survey plan prior to conducting a
weight survey; and
(ii) the survey must be fully representative of the operation, i.e. the network or route, time
of year, in/outbound, etc., for which the standard weights are intended to be used. The
detailed plan must be specific in terms of weighing locations, dates, flight numbers and
number of passengers/bags to be weighed in the survey. The actual survey must then be
conducted in accordance with the plan and any deviations explained and the potential
impact of the deviations on the survey results addressed.
(c) passenger weight survey:
(i) weight sampling method:
(A) the average weight of passengers and their carry-on baggage must be
determined by random sample weighing; and
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(B) the selection of random samples must, by nature and extent, be representative
of the passenger volume, considering the type of operation, the frequency of
flights on the routes, in/outbound flights, applicable season and seat capacity of
the aeroplane.
(ii) sample size - the survey plan must cover the weighing of at least the greatest of:
(A) a number of passengers calculated from a sample survey of two weeks, using
normal statistical procedures and based on a relative confidence range (accuracy)
of 1% for all adult and 2% for separate male and female average weights (see
paragraph 6(c)(iii)(E) below); or
(B) a total number of 50 x (the passenger seating capacity of an aeroplane
representative for the operation).
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(iii) collecting data for passenger weights:
(A) adults and children - adults are defined as persons 12 years of age and above.
They are further classified as male or female. No differentiation according to sex
shall be made for children who are defined as persons from two years of age up to
and including 11 years of age. Passenger weights include the weight of their
belongings which are carried onto the aeroplane;
(B) infants are defined as persons less than two years of age. When taking random
samples of passenger’s weights, infants shall be weighed together with the
accompanying adult;
(C) weighing location:
(I) the location for the weighing of passengers shall be selected as close as
possible to the aeroplane, at a point where a change in the passenger
weight by disposing of or by acquiring more personal belongings is
unlikely to occur before the passengers board the aeroplane;
(D) weighing scales:
(I) the scales to be used for passenger weighing shall have a capacity of at
least 150 kilograms or 300 pounds;
(II) the weight shall be displayed at minimum intervals of 500 grams or 1.0
pound; and
(III) the scales must be accurate to within 0.5%, or 200 grams or 0.5
pounds, whichever is the greater;
(E) recording of data:
Formatted: Bullets and Numbering
(I) for each flight the weight of the passengers, the corresponding
passenger category (i.e. male/female/children), the date and the
flight number must be recorded.
7. Training Program
Training on the weight and balance control system must be provided in accordance with
subsection 724.32(9) of the CASS and be part of the air operator training program.
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RS744.32(3) Weight and Balance Document Retention
Transport Canada will be able to recreate the operational flight data for the
purpose of audit, inspection, investigation and flight safety.
The air operator is required to retain copies of the weight and balance
documentation if not incorporated in the operational flight plan. The period of
retention will be designated in the Operations Manual but shall be for a period at
least equal to the retention time for the operational flight plan.
This data may be stored electronically if the following criteria are met:
a) the air operator must show that they have a system for safe storage of
electronic data;
b) a hard copy must be retained for documents that require verification
unless the air operator has s system of electronic verification and
document verification;
c) the air operator should have a documented plan detailing procedures for
the recovery of all stored data; and
d) stored date must be presented to Transport Canada in an acceptable hard
copy format within 72 hours from the time of a request.
R744.33(e) Visual and Aural Control of Passengers
Passengers can be controlled in a number of ways without direct intervention on
the part of the flight crew. This can be accomplished by:
a) briefing the passengers before hand and monitoring their progress;
b) placing a competent individual in charge of the passengers and then
through visual or aural means direct their progress; or
c) any other procedure that the air operator wants to utilize so long as it is
documented in the company operations manual.
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S744.33(2)(a) Fuelling With Passengers On Board
Two way communication shall be maintained between the ground crew
supervising refuelling and the qualified personnel on board the aircraft.
In this context qualified personnel on board means pilots, flight attendants or any
other personnel who have received training. Communication may be maintained
in any way that allows the fuelling personnel and the qualified person on board the
aircraft to communicate with each other at any time during the fuelling process.
This could also be through an intermediary such as a maintenance person assigned
to operate fuelling controls.
Communications methods will vary dependent upon aircraft type. This can entail
direct verbal communications, hand signals or any other means that meets the with
the requirement.
S744.33(2)(d)(xi) Photography When Fuelling is Taking Place
Open flash photography shall not be used in close proximity when refuelling is
taking place.
All operations personnel must be aware of the potential danger of sparks when
refuelling is taking place. Where a person wishes to use photographic equipment
that poses no danger of a spark the air operator may choose to authorize its use.
S744.44(1)(a) Operations To or From Unprepared Surfaces- Aeroplanes
A pilot shall be familiar with operations involving take-offs and landings from
unprepared surfaces.
Training and line indoctrination experience on unprepared surfaces is required
when planning operations on to any surface not specifically addressed in the
aircraft AFM.
This training and experience may be acquired while operating as second in
command on the same aircraft type. Any pilot with operating experience on
unprepared surfaces at the time the CARS are promulgated, will be considered as
having received the required training.
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R744.47(1) Visual departures - Aeroplanes
It is not always possible to accurately determine an obstacle's height and bearing
on departure. Visual obstacle separation may be used, but there are several
considerations:
a) All relevant parts of the obstacle must be clearly discernable. At night,
obstacles and any relevant supporting structures (guywires, etc) must be
sufficiently lit.
b) Visual contact with the obstacle must be established and maintained
continuously from the start of the takeoff roll until it is no longer a factor;
c) The pilot must be able to maintain visual contact with the obstacle at the deck
angle anticipated during an all-engines climb;
d) The crew must be able to maintain visual contact at anticipated bank angles
during departure (This permits assessment of the effectiveness of the turn with
respect to the obstacle and winds); and
e) Where a group of obstacles exist, visual turns to avoid one obstacle may not
lead toward another (any turn must be away from all obstacles).
R744.47(2)(a)(v) Crosswind components- Aeroplanes
While specific factors are applied to headwind and tailwind components, there is
no relief in this wording from consideration of crosswind. These rules are
consistent with the F.A.A. requirements, which also currently require
consideration of crosswind [Reference FAR 121.189 (e)]. The F.A.A. has
acknowledged that application of the "still-air" 600 foot wide corridor in
crosswind conditions is a common misapplication of their rules, one they hope to
address in part with an Advisory Circular now in draft form.
Under CAR 704 criteria , the operator of an aircraft with a 120 knot groundspeed
and expecting a 15 knot crosswind on a straight-out departure would remain
within an obstacle clearance area identical to existing ICAO requirements for the
first two nautical miles after takeoff, and more conservative than ICAO after that.
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For aircraft operating with low groundspeeds or in high crosswinds, a fully wind-
corrected track analysis may be very difficult to produce, and may impose an
unacceptable weight penalty. In such cases the air operator may utilize an engine
out departure routing to overcome the obstacle limit. This analysis can be based
on IFR or VFR criteria, but must consider all of the effects of wind on the
departure path.
Wind effect in turns can produce paradoxical results. A crosswind that moves the
departure track away from a straight ahead obstacle may bring a previously
unconsidered obstacle into play. For turns greater than 90 degrees from runway
heading, winds that favour the runway in use may result in a significant
degradation of climb gradient in the turn and subsequent climb, resulting in
inadequate obstacle clearance following the turn.
The ICAO "area analysis" obstacle clearance criteria is acceptable as an
alternative means of compliance with Part 705.47(2)(a)(v). When using the ICAO
method, air operators are reminded that headwind and tailwind components must
still be considered for their effect on climb gradient.
Further information concerning performance requirements may be found in
TP12772 - Aeroplane Performance.
R744.47(3) Turns Exceeding 15 Degrees of Bank or 15 degrees of Heading Change -
Aeroplanes
Most aircraft performance charts are valid up to 15 degrees of bank, provided that
bank is not sustained for more than 15 degrees of heading change. Once outside
either parameter, climb performance may degrade significantly, and the selected
engine-out climb speed may no longer provide adequate margin above stall. Air
operators considering turning departures must account for reduced climb gradient
and stall margin, and adjust speed, obstacle clearance heights and turn radii as
appropriate. Operators that wish to use more than 15 degrees of bank to meet
departure obstacle clearance requirements must have approved performance charts
in the AFM showing the effect of the selected bank angle on OEI climb
performance or, alternatively, have paid for a commercially prepared runway
analysis.
Further information concerning performance requirements may be found in
TP12772 - Aeroplane Performance.
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R744.49 Dispatch Limitations - Landing at Destination - Aeroplanes
An aircraft shall not be dispatched nor shall it depart for a destination airport
unless the required landing distances are available at destination or the alternate.
Once airborne, if a runway closure or other unforeseen circumstances reduce the
runway length available, the flight may be continued to planned destination
provided that the performance calculations show that a safe landing can be
accomplished within 100% of the landing distance available.
Where an aircraft malfunction in flight increases the landing distance required,
the flight may be continued to planned destination provided that the performance
calculations for the malfunction show that a safe landing can be accomplished
within 100% of the landing distance available.
There is some relief to landing distance factors. A destination that normally
satisfies all dispatch factors may still be used on days when ambient conditions
preclude compliance, provided the air operator files an alternate that fully meets
all dispatch limitations. Clearly, this relief is not compatible with No Alternate
IFR. For these purposes an ISA day and 5 knots of headwind may be considered
"Normal". An air operator may other conditions as "normal" when authorized by
their respective Region.
Further information concerning performance requirements may be found in
TP12772 - Aeroplane Performance.
R744.50 Dispatch Limitations - Wet Runway - Turbojet Powered Aeroplanes
A runway is deemed to be wet when there is sufficient moisture on it's surface to
cause it to be reflective. In this case, additional landing distances required for
dispatch must be available. Most AFMs do not contain wet runway landing
distances. Should an air operator wish relief from the 115% requirement, wet
runway landing distances must be demonstrated to Transport Canada in
accordance with an approved test program.
Further information concerning performance requirements may be found in
TP12772 - Aeroplane Performance.
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R744.68 First Aid Oxygen
The requirement that sufficient oxygen be available for the duration of the flight
above a cabin altitude of 8000 feet does not necessarily mean that it is required for
the duration of the originally planned flight. If the flight is to be diverted, first aid
oxygen need only be boarded to cover the duration of flight to the diversion
airport. If diversion, or even continuance of the flight to planned destination, can
be accomplished at a cabin altitude of less than 8000 feet then first aid oxygen
need not be carried. If first aid oxygen carriage is to be predicated on flight
continuance at a cabin altitude of less than 8000 feet or to a diversionary airport,
standard operating procedures following a rapid depressurization should be
detailed in the Operations manual.
R744.108 Flight Crew Member Qualifications
When the air operator is using an aircraft for non revenue flying then the
commercial standard requirements are not necessary. A pilot that has passed the
PPC, but may not have completed line indoctrination could be used to position
the aircraft but could not fly the same aircraft with passengers on board.
S724.108 Pilot Proficiency Check - Simulated Engine Failure - Aeroplane
Schedule II (2)(c)(iv)
Simulated engine failures in the aircraft will take place at sufficient altitude and
speed so as not to jeopardize the safety of the flight.
Safe altitude and speed will vary with the type of aircraft involved and should be
detailed for Transport Canada approval. Generally speaking, simulated engine
failures on takeoff should not take place with the gear down or below a minimum
of 200 AGL and V2 plus 10 knots. Certain aircraft types will require greater
altitudes and speeds for this exercise. Minimum altitudes and speeds should be
included in the Operations Manual or Aircraft Flight Manual.
S724.108 Pilot Proficiency Check - Simulated Engine Failure - Helicopter
Schedule 2(b) vi
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At some point during the test, from a safe altitude and within the safe flight
envelope for the type and configuration, a simulated engine failure will be
initiated. The exercise may be terminated in a power recovery or an overshoot
depending on the circumstances but it must be managed to ensure safety.
The simulated engine failure is conducted to determine that the pilot is proficient
in one engine inoperative (OEI) procedures, can select the most practical
procedures considering weight/altitude/temperature and carry out an OEI
approach and landing. The simulated failure must not be conducted below Vtoss
unless a predetermined suitable landing area is available.
S744.108 Groupings for PPC Purposes - Aeroplanes
Schedule III
Where aeroplanes exhibit common cockpit and flight characteristics TC develops
a grouping for PPC purposes. Should an air operator have another grouping
requirement, this approval may be possible by demonstrating to TC the common
flight and cockpit characteristics of the particular aeroplanes.
R744.109 Flight Dispatcher Qualifications
Qualified company flight dispatchers shall possess a flight dispatcher's certificate.
The certificate, granted by an authorized person who is an employee of the air
operator, signifies successful completion of the Transport Canada approved flight
dispatcher course. The air operator shall advise the minister of the names of
people in the air operator's employ who have been granted certificates. Similarly,
the operator shall advise the minister of dispatchers who no longer hold a valid
certificate. This would be due to loss of competency or ceasing employment with
the air operator.
R744.110 Check Authority
All PPCs will be conducted by a TCA inspector or a designated company check
pilot, which is a delegated authority.
Other checks may be done by a TCA inspector or done by an individual assigned
by the air operator.
R744.111(3) Validity Period
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Extensions of up to 60 days to the normal expiry date may be granted under the
following circumstances:
(a) illness, accident, injury or medical requirements preclude completion of
checking/training within the appropriate time;
(b) simulator or training aid breakdown;
(c) simulator unavailability for reasons beyond the air operator's control;
(d) pilot inability to attend scheduled session due to airplane mechanical,
weather related difficulties, flight cancellation;
(e) family emergency;
(f) any other item which, in the opinion of the issuing authority, merits an
extension and will not compromise safety; or
(g) The elapsed time from the date of the last completed check does not
exceed 15 months.
Normally, the validity period will be extended by 30 days and a further 30 day
extension will be granted (subject to number 7 above) if required. If it is known at
the outset that the issue requiring an extension will not be resolved within 30
days, the validity shall be extended for 60 days or compliance with number 7
above, whichever is shorter.
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R744.115 Training Program - Minimum Training Matrices - Aeroplanes
Flight training time in this matrix is expected to be “air time”.
It is expected that pilots will receive some PNF time in the simulator in addition
to the PF times given in the chart.
The terms “LVL A”, “LVL B” and “LVL C” refer to the approved training
program, not to the certification level of the simulator used.
Minimum Initial Training - Aeroplanes
Ground Training Flight Training Simulator and Aircraft
(PF - Pilot Flying) Aircraft
Only
Basic Pressurized Turbine Lvl A1 LVL B LVL C Aircraft
Single-Engine 5.5 .5 .5 3.0
S-E (Turbine) IFR/Cargo 16.0 3.0
S-E (Turbine) IFR/PAX 16.0 6.0 2.0
Multi-Engine 6* or Less 7.5 4.0 4.0 3.0
Multi-Engine 7 to 9 12.0 4.0 4.0 7.5 7.5 10.0 1.5 4.0
Multi -Engine 10 to 19 16.0 4.0 4.0 8.0 8.0 10.0 2.0 5.0
Multi-engine Piston 20+ 18.0 2.0 6.0
Multi-Engine Turbine 20+ 45.0 10.0 10.0 12.0 2.0 8.0
Citation 500 Series 35.0 10.0 10.0 12.0 2.0 8.0
Turbo-Jet 40.0 12.0 12.0 14.0 2.0 8.0
Turbo-Jet Adv Technology 40+ 16.0 N/A
* Denotes the number of passenger seats for which the aircraft was certificated.
1 Training on Aircraft required
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Minimum Recurrent Training - Aeroplanes (Annual)
Ground Training Flight Training Simulator and Aircraft
(PF - Pilot Flying) Aircraft
Only
Basic Pressurized Turbine LVL A1 LVL B LVL C Aircraft
Single-Engine 2.5 .5 .5 1.0
S-E (Turbine) IFR/Cargo 7.5 1.0
S-E (Turbine) IFR/PAX 7.5 1.0
Multi-Engine 6* or Less 3.5 2.0 4.0 1.5
2
Multi-Engine 7 to 9 5.0 2.0 4.0 4.0 4.0 4.0 1.0 1.5
Multi -Engine 10 to 19 7.0 2.0 4.0 4.0 4.0 4.0 1.02 2.0
Multi-engine Piston 20+ 7.5 3.0
Multi-Engine Turbine 20+ 20.0 4.0 4.0 4.0 1.02 3.0
Citation 500 Series ** 12.0 4.0 4.0 4.0 1.01 3.0
1
Turbo-Jet 15+ 4.0 4.0 4.0 1.0 3.0
Turbo-Jet Adv Technology 15+ 4.0 N/A
* Denotes the number of passenger seats for which the aircraft was certificated.
2
An Operations Specification may be issue to give relief from the requirement to conduct training on the aircraft
when a visual simulator is used for Recurrent Training.
R744.115(2)(a)(v)(D) Contamination Training
All personnel involved in flight operations need to be competent to recognize,
report and deal with surface contamination as appropriate to their position.
A training program, approved by Transport Canada, shall be successfully
completed by personnel involved in flight operations. Flight operations personnel
are comprised of pilots, cabin attendants, deicing personnel, maintenance
personnel ( involved with servicing flights on the ramp prior to departure) and
ramp personnel involved with loading, towing or pushing back flights prior to
departure. The training program should be appropriate to the position held by the
individual undergoing the training (i.e. training for flight crew would be different
from training for ramp personnel).
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R744.115(3)(c) Contamination Training - Safety Awareness Program
Anyone whose job may, at some time, put them in a position to observe possible
surface contamination shall be aware of its hazardous effects and how to report it.
This safety awareness program containing information regarding aircraft critical
surface contamination be established for personnel involved in flight operations
that are not included in (2(a)(v)(D).
A safety awareness program can consist of posters, articles, videos or any other
medium that is circulated to appropriate personnel. The program must identify the
hazards of contamination and to whom it should be reported. Recipients of the
program are flight dispatchers, passenger escorts, fuelling personnel, ramp
personnel not directly involved in aircraft servicing prior to departure and anyone
also who has, or may have, visual contact with an aircraft such that they would be
able to detect aircraft critical surface contamination.
S744.115(4)(b)(i) Qualifications and Responsibilities of a Training Pilot
The Chief Pilot should set out their minimum qualifications for a training pilot in
the Operations Manual. These qualifications can be more demanding but will not
be less than those indicated in the standard. Candidates for Chief Pilot in an
aeroplane operation will normally have 250 hours or more on type.
The Chief Pilot will internally produce a list of training pilots for line
indoctrination that meet this standard. All prospective training pilots must be
approved by the Chief Pilot prior to serving in the role. The POI may request that
the training pilot list be forwarded to TCA whenever there is a change.
Training pilots who do not have pilot in command status with the air operator
must be qualified to the standard of a pilot in command on that aircraft type before
conducting line indoctrination on captains or first officers.
S744.115(8) Synthetic Flight Training Device
Synthetic training devices should be used for training at every possible
opportunity. The term synthetic training device refers to full flight simulators and
flight training devices. Training and checking referred to in connection with
synthetic devices must be approved by Transport Canada. For an in depth
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description of the various classes of synthetic training devices, consult TP 9685
Aeroplane and Rotorcraft Simulator Manual.
Following are the characteristics of different levels of synthetic training devices:
Flight Training Device: this is a cockpit replica with operative switches, gauges,
dials etc and is mainly used for cockpit procedures training. It may have a motion
or visual system but unless approved gets no credit for the extra systems. The
devices are certified by Transport Canada and are assigned a level of from one to
seven, with one being the least sophisticated. A higher level of sophistication
permits the device to be used for more advanced training requirements.
Level A Full Flight Simulator(FFS): this synthetic training device has a motion
and visual system that permits completion of a visual training program and PPC.
When a Level A FFS is used for initial training there is also a requirement to
complete airborne training and an airborne PPC. Recurrent training (and PPCs)
may be conducted wholly in a level A FFS.
Level B: has a higher fidelity visual and motion system than that of Level A
devices. The system allows the device to accurately replicate aircraft handling
when within ground effect and permits accurate depth perception and visual cues
to assess sink rate. As a result it has "landing credits" attached to it (i.e. all
recurrent training and 90 day currency requirements may be completed in a Level
B FFS). A Level B FFS is compatible with Level A training programs.
S744.115(8) Synthetic Flight Training Device- Use of Foreign Flight Simulators
Canadian air operators may use a foreign simulator for the purpose of training,
licensing or checking flight crews, provided these simulators have TCA approval.
An FAA simulator approval up to Level A also has TCA approval.
Approval - An air operator seeking approval to use a foreign simulator for
training, checking or licensing flight crew members must apply, in writing, to the
appropriate TCA regional office requesting an evaluation of the foreign simulator.
This request shall contain the simulator's Approval Test Guide (ATG) and a
compliance statement certifying that:
a) the simulator meets the technical specifications for the level (A, B, C or D)
requested; and
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b) specific hardware and software configuration control procedures have been
established.
R744.115(22)(b) Ground Training - Non-Integrated Receivers (Panel Mount GPS
Receivers)
As GPS gains in popularity and more operators install TSO’d approach capable
equipment, GPS receivers should become as commonplace as VORs and ADF.
We should expect an increase in knowledge and pilot proficiency. Eventually, like
an ILS it will make little difference to the pilot who the equipment manufacturer
is. Until we reach this acceptance level, we will live with some restrictions. At
first we wanted people to be checked out for each type of GPS and for each
different aircraft installation. Now that we have observed several GPS/aircraft
type combinations, we feel we can relax some of the initial restrictions.
Experience has demonstrated that when someone completes training for and
qualifies on a particular model of GPS, he can be deemed competent on that GPS
regardless of the aircraft it is installed on.
Unless the GPSs are dissimilar types, there should only be a need for a company
differences training. Similarly, GPS certification should be deemed transportable
between companies provided the gaining company has an established GPS
training programme of its own.
S744.115(25) Survival Equipment Training
Even when they are found quickly, it has been demonstrated time and again that
simple actions taken by a downed crew can make the difference between survival
and death. The training program should at least address the following details:
a) basic steps following a crash, presented in a simple, easily remembered
format, ie first aid, fire, signals, shelter, food;
b) survival equipment inventory ( There have been cases where survivors
froze to death because they were not aware that a sleeping bag was on
board the aircraft!) ; and
c) instructions on the use of survival equipment. Many of the items in the
survival kit have more than one use and in some cases incorrect assembly
or improper use can damage the equipment.
R744.117(2) Retention of Records
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Air operators are required to retain the records required by 704.117(1)(c) and (d)
and any pilot proficiency check for a minimum of 3 years after the date of
completion.
These records are to be maintained for a full 3 year period after the individual
leaves the employ of the air operator.
R744.120 Company Operations Manual(COM) - Titles
The air operator may title this manual anyway that they see fit. If titled
differently then an instruction in the preface or introduction of the manual must
state that this manual is the COM.
If the contents of the COM are found in more than one manual then each of these
manuals must indicate the areas of the COM that they address and where the other
contents of the COM can be found.
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R744.121 Company Operations Manual - Structure
Transport Canada has made available Company Operations Manual Guides for
both VFR and IFR air operators. These guides are available in either paper or
electronic format. These guides will allow the air operator to build their own
COM without continually referring to the regulations. These guides may be
obtained from the Regional Director, Air Carrier.
RS744.121 Company Operations Manual
The company operations manual should accurately reflect on how operations are
performed within the company
As the approved document of a company's method of operation, then actual
practices should reflect what is written. When there is a requirement for
amending the operation it is imperative that approval and amendment occur
before the actual change of procedures. Where time is of the essence then this
process can be simplified - but all affected personnel must be aware of the
change, before change is implemented.
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Appendix A
Sample Questionnaire for Prospective Operations Managers/Chief Pilots
1) Which subpart(s) of the Canadian Aviation Regulations governs the commercial
operation of aircraft in your company?
2) Define "Operations Specification" and list several that are applicable to your company?
3) What radio navigation equipment is required to dispatch an aircraft for IFR flight?
4) Can GPS be used as a navigation aid for IFR operations? Explain.
5) Explain the type of Operational Control system used by your company. What are your
responsibilities under this system?
6) What is an operational flight plan and when must it be completed? How long must the
operational flight plan be retained by the company following completion of the flight?
7) Who is responsible for amending and controlling distribution of your Company
Operations Manual? Describe the amendment procedure.
8) How is the distribution of Company Operations Manuals controlled within your
company?
9) Is it necessary to carry the Company Operations Manual on board your aircraft? What
other documents are required on board?
10) When is high altitude training required for flight crew members?
11) Before a pilot is assigned to flying duty with your company, what initial training must be
completed?
12) If an aircraft becomes damaged in service, what steps must be take before the aircraft may
be flown again?
13) What document outlines your company's area of operation, types of commercial air
services, types of aircraft authorized, and bases.
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14) Where actual weights are not known, what standard weights would be used for the winter
period for males, females and children? Does this include carry-on baggage?
15) Explain the weight and balance system used by your company. When is a weight and
balance calculation required?
16) When are you required to carry emergency survival gear? Where can you find a list of
survival gear required for your aircraft? How often must the food contents of the survival
kit be inspected?
17) Where would you find the training requirements your flight crews need to maintain
currency?
18) Does your company have dangerous goods authority? If yes, what document gives you
this authority?
19) Explain the management structure and reporting relationships within your company.
20) Describe the company's procedure for disseminating operational information.
21) Where can you find the qualification requirements for chief pilots and operations
managers?
22) What annual training is required to keep your pilots current?
23) Who are the personnel that should be issued a copy of the Company Operations Manual?
24) hat are company's procedures for reporting aircraft defects? When must they be reported?
25) What are your company's procedures for handling defects away from a company base?
26) How far in advance of the expiry date may annual training and PPCs be completed and
still maintain the original expiry date?
27) Who is responsible for approving and signing an operational flight plan?
28) Who has overall responsibility for safe flight operations within your company?
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29) Explain flight and duty time limitations as they apply to your pilots. What system is
employed to ensure pilots do not exceed the limitations?
30) How are company routes established in uncontrolled airspace?
31) What is the purpose of the Company Operations Manual?
32) Where can you find the required minimum contents of a Company Operations Manual?
33) Define:
-Airtime
-Flight Time
Which applies to maximum flying time limitations?
34) Where would you find information on aircraft accidents or incidents, and what constitutes
an "aviation occurrence" or a "reportable aviation incident"?
35) What is your company's procedure for an overdue or missing aircraft?
36) What is accelerate-stop distance? Are you required to calculate it in your operation? If
yes, how is it done.
37) Does your company have authority for lower than standard take-off or landing limits? If
yes, what document authorizes the lower limits and what are the conditions associated
with their use.
38) Describe your company's flight watch or flight following procedures for flights operating
outside normal working hours?
39) What are the fuel requirements for a VFR flight? For an IFR flight?
40) Define "Operational Support Services and Equipment". Who is responsible for ensuring
that these services and equipment are in place?
41) Who is responsible for the professional standards of flight crews within a company?
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42) When carrying passengers and freight, (no baggage compartment), how should the freight
be loaded?
43) Where could you find the information as to whether an aircraft has sufficient equipment
for IFR flight at night?
44) How do you determine that an aircraft is capable of operating safely from an airport
which has not previously been used by your company?
45) How do pilots in your operation calculate take-off and landing performance data?
46) How are obstacles in the net take-off flight path determined by your pilots and what
method do they use to ensure obstacle clearance. How do you ensure that obstacle data is
accurate and up to date?
47) Describe in detail the communications system used for flight following or flight watch
including off-line/charter procedures.
48) What conditions apply to refuelling with passengers on board the aircraft?
49) Who is responsible for developing or amending Standard Operating Procedures?
50) Is "No Alternate Aerodrome IFR Flight" authorized for your company? If yes, what
conditions apply?
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R744.115(22)(b) Ground Training - Non-Integrated Receivers (Panel Mount GPS
Receivers)
As GPS gains in popularity and more operators install TSO’d approach capable
equipment, GPS receivers should become as commonplace as VORs and ADF.
We should expect an increase in knowledge and pilot proficiency. Eventually, like
an ILS it will make little difference to the pilot who the equipment manufacturer
is. Until we reach this acceptance level, we will live with some restrictions. At
first we wanted people to be checked out for each type of GPS and for each
different aircraft installation. Now that we have observed several GPS/aircraft
type combinations, we feel we can relax some of the initial restrictions.
Experience has demonstrated that when someone completes training for and
qualifies on a particular model of GPS, he can be deemed competent on that GPS
regardless of the aircraft it is installed on.
Unless the GPSs are dissimilar types, there should only be a need for a company
differences training. Similarly, GPS certification should be deemed transportable
between companies provided the gaining company has an established GPS
training programme of its own.
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