1. PO 401 General Criteria EO401.01 Common Information
Interpretation and Application of Criteria for the Development of Instrument Procedures
PO 401 General Criteria
EO Common Information

2. References
TP308/GPH209, Criteria for the Development of Instrument Procedures – Change 5.3 (15 Dec 2011), Volume 1, Chapter 1

3. Existing Procedures
Existing procedures shall be revised to comply with these standards and criteria.
New procedures shall be developed in accordance with these standards and criteria.
Approval of nonstandard procedures, as required, is specified in Para 141.

4. Types Of Procedures Precision Approach (PA) Straight-In.
A descent in an approved procedure where the final approach course alignment is normally on the runway centreline and vertical guidance information is provided.
For example, Precision Approach Radar (PAR) and Instrument Landing System (ILS) procedures are Precision Approaches.

5. Types Of Procedures (cont)
Precision Approach (PA) (cont)
Simultaneous
A procedure that provides for approaches to parallel runways.
This procedure typically uses two precision approach equipped parallel runways.
Simultaneous approaches shall be radar monitored.
Military commanders may approve simultaneous approaches based upon dual precision radar.

6. Types Of Procedures (cont)
Precision Approach (PA) (cont)
Simultaneous Converging Instrument Approach (SCIA).
A procedure for conducting simultaneous instrument approaches to converging runways.
This procedure uses two or more precision converging approaches.

7. Types Of Procedures (cont)
Non Precision Approach (NPA)
Straight-In.
A descent in an approved procedure other than a precision approach in which the final approach course alignment and descent gradient permit authorization of straight-in landing minima.

8. Types Of Procedures (cont)
Circling Approach
A descent in an approved precision or non-precision approach procedure to circling minima from which a circle-to-land manoeuvre is performed, or an approach procedure that does not meet criteria for authorizing straight-in landing minima.

9. Types Of Procedures (cont)
IFR Departure Procedure.
Procedures designed to provide obstacle clearance during instrument departures.

10. Procedure Development Requirements
Prior to the development of any instrument procedure, the following associated minimum standards shall be met:
Aerodrome.
Table 1-1 represents the type of instrument procedure, associated minima and application (public or restricted use) authorized for any combination of NAVAID/approach system capability versus the landing surface and applicable aerodrome design standards or aerodrome authorization.
Table 1-1 does not apply to PINSA procedures or Heliports/Helipads.
Navigation Facility.
All electronic and visual navigation facilities used shall meet appropriate standards and the requirements of a flight inspection and calibration.
Obstruction Marking and Lighting.
Buildings, structures and objects, including objects of natural growth shall be marked and lighted in accordance with CAR , Standards Obstruction Markings or DND CETO C /MG-004.

11. Procedure Development Requirements (cont)
Prior to the development of any instrument procedure, the following associated minimum standards shall be met (cont):
Altimeter Setting Source.
All instrument approach procedures shall be predicated on the availability of an approved altimeter-setting source.
Communications.
In controlled airspace air-to-ground communications with an ATS facility shall be available at the initial approach fix minimum altitude and at the missed approach clearance limit altitude.
At lower altitudes communications shall be required where essential to the safe and efficient use of airspace.
Air-to-ground communication normally consists of UHF or VHF radio, but other communications may be approved at locations that have a special need and capability.

12. Procedure Development Requirements (cont)
Prior to the development of any instrument procedure, the following associated minimum standards shall be met (cont):
Flight Check.
All instrument approach procedures, departure procedures, airways and air routes shall be flight checked prior to approval to verify the governing obstacle for each segment.
Instrument approach procedures and departure procedures shall also be flight checked for flyability prior to approval.
This flight check shall be conducted by a person who has successfully completed training in the interpretation and application of the criteria found in this manual.
All approved instrument approach procedures, departure procedure routes, airways and air routes shall be periodically checked to verify the governing obstacle for each segment.

13. Retention And Cancellation
Before an instrument procedure is cancelled, coordination with civil and military users shall be effected.
Care shall be taken not to cancel procedures required by the military or required by air carrier operators at provisional or alternate airports.
Military procedures shall be retained or cancelled as required by the appropriate military authority.

14. Responsibility Military Aerodromes.
The DND shall establish and approve terminal instrument procedures for aerodromes under their jurisdiction and be responsible for the publication of these procedures.
Civil Procedures at Military Aerodromes.
At those military aerodromes where a need for civil approach procedures is identified, the appropriate civil authority shall formulate, coordinate with the DND, approve and publish such procedures.
DND shall be informed prior to cancellation of any of these civil procedures.

15. Responsibility (cont)
Civil Aerodromes.
The appropriate civil authority shall establish terminal instrument procedures for civil aerodromes in accordance with this publication and be responsible for the publication of these procedures.
Military Procedures at Civil Aerodromes.
At those civil aerodromes where the DND has a special requirement for approach or departure procedures the DND shall formulate, coordinate with the appropriate civil authorities, approve and publish such procedures.
The civil authority shall be informed prior to cancellation of any of these DND procedures.

16. Establish And Revise Instrument Procedures
DND or the appropriate civil authority shall establish or revise terminal instrument procedures when:
new facilities are installed;
changes to existing facilities necessitate a change to an approved procedure;
additional procedures are necessary;
new obstacles dictate revision of existing procedures;
there is a cyclical review to a procedure;
an operational assessment dictates;
there is a change to standards or criteria that may affect flight safety; or
there is a change to airspace structure.

17. Formulation
Procedures shall be prepared in accordance with this publication as determined by the types of navigation facility and procedure to be used.
To permit use by aircraft with limited navigational equipment the complete procedure should be, whenever possible, formulated on the basis of a single navigation facility.
However, the use of an additional facility in the procedure may be considered if its use would provide an operational advantage.

18. Non-Standard Procedures
The standards contained in this publication are based on reasonable assessment of the factors that contribute to flight technical errors in aircraft navigation and maneuvering, and errors in airborne and ground facility accuracy.
They are designed primarily to assure the safety of all users.
The dimensions of obstacle assessment areas are influenced by the need to provide for a smooth transition to and from the en route system.
Every effort shall be made to formulate procedures in accordance with these standards and criteria; however, peculiarities of terrain, navigation information, obstacles, etc. may require special consideration.

19. Non-Standard Procedures (cont)
In such cases, Transport Canada AARTA, or 1 Canadian Air Division/A3 Aerospace and Force Protection, as appropriate, may approve nonstandard procedures provided the deviations are fully documented and an equivalent level of safety exists.
A nonstandard procedure is not a substandard procedure, but is one that has been approved after special study of the local problems has demonstrated that no degradation of safety is involved.
Special civil or military procedures, which deviate from the standard because of operational necessity, and in which an equivalent level of safety is not provided, may also be approved by Transport Canada AARTA or 1 Canadian Air Division/A3 Aerospace and Force Protection, as appropriate.

20. Non-Standard Procedures (cont)
However, the approval will be for limited use only and the procedures shall not be published in the CAP or GPH 200.
These procedures must also include a cautionary note identifying the divergence from the standards or criteria.

21. Coordination
It is necessary to coordinate terminal instrument procedures to protect the interests of all users of airspace.

22. Coordination (cont) Military Aerodromes.
Procedures shall be coordinated with the appropriate base authorities.
When a procedure may conflict with other military or civil activities it shall also be coordinated with the appropriate authorities concerned with those activities.
Complete coordination will be indicated by the appropriate signatures being included on the (TC) form , “Instrument Approach Procedure”.
Normally the signatures required are the procedure designer, WICP, WATCO, WOPSO, ICP Flt Comd, DICP and, where necessary, the appropriate civil authority.

23. Coordination (cont) Civil Aerodromes.
Prior to establishing or revising terminal instrument procedures related to aircraft performance, e.g., descent profiles, the appropriate civil authority shall coordinate with the appropriate users as considered necessary.
Coordination with DND is required when a military operating unit is based at a civil aerodrome or when the proximity of a military aerodrome may cause a procedural conflict.
New or revised military procedures at civil aerodromes shall be coordinated by the appropriate WlCP; with the appropriate Regional civil authority.

24. Coordination (cont) Civil Aerodromes (cont).
Complete coordination will be evidenced by the appropriate signatures being included in the Instrument Procedure Design File (IPDF), (sample - TC form , see Annex E).
Required signatures include, the procedure designer, independent reviewer, flight check pilot, and applicable Air Traffic Services (ATS) representative.

25. Coordination (cont) Air Traffic Control.
Prior to establishing or revising terminal instrument procedures for a military or civil aerodrome, the initiating office shall coordinate with the appropriate Air Traffic Control office.

26. Coordination (cont) Airspace Action.
Where action to designate or restructure controlled airspace for a procedure is planned, such action shall be approved by Transport Canada AARTA and should be initiated sufficiently in advance so that effective dates of the procedure and the airspace action coincide.
Effective dates should also coincide with approved AlRAC dates.

27. Coordination (cont) NOTAM.
A NOTAM to change minimum altitudes may be issued in case of emergencies, i.e., facility outages, facility out of tolerance, new penetrations of critical surfaces, etc.
However, a complete new procedure may not be issued by NOTAM, except where military requirements dictate.

28. Coordination Conflicts
Coordination conflicts, which cannot be resolved at the Regional level, shall be submitted to the Transport Canada AARTA HQ for resolution.
If the problem involves a military procedure, 1 Canadian Air Division/A3 Aerospace and Force Protection and Transport Canada AARTA will take the appropriate action.

29. Identification Of Procedures
Terminal instrument procedures shall be identified to be meaningful to the pilot and to permit ready identification by air traffic controllers.
VOR/DME procedures predicated upon the use of a VORTAC facility may be designated “VOR/DME” or “TACAN” provided a flight inspection has determined that the TACAN and VOR components will support the procedure.

30. Identification Of Procedures (cont)
These procedures require DME. The missed approach clearance limit shall be established at a radial/DME fix in lieu of the VORTAC facility to accommodate aircraft equipped with only TACAN.
Holding procedures utilizing the VORTAC facility as the holding fix are not authorized for TACAN only equipped aircraft.

31. Identification Of Procedures (cont)
Provision may be made for TACAN only equipped aircraft to use VOR/DME approach procedures when requested by the appropriate military authority, and procedure design and facility performance will permit.
Where approval can be authorized, VOR/DME procedures based on VORTAC facilities will be identified with the following examples:
“VOR/DME or TACAN RWY 30” or “VOR/DME or TACAN A”.

32. Identification Of Procedures (cont)
Before this identification can be used, a flight inspection must determine that the TACAN azimuth alignment is satisfactory and the procedure will be reviewed and modified as necessary to fully support its use by TACAN equipped aircraft to include the following:
establish the missed approach clearance limit at a combination VHF/DME fix;
add DME fix capability to VHF intersections where required for TACAN use;
ensure that the procedure can be flown satisfactorily by reference to TACAN only equipment;
ensure that the procedure can be flown satisfactorily by reference to VOR only equipment; and
ensure that holding is not authorized for TACAN equipped aircraft at the VORTAC facility.

33. Straight-In Procedure Identification
Procedures which meet criteria for authorization of straight-in landing minima shall be identified by a prefix describing the navigation system providing the final approach guidance and the runway to which the final approach is aligned.
A slash (/) shall indicate that more than one type of equipment is required to execute the final approach.
When procedures are combined, the word “or” shall indicate that either type of equipment may be used to execute the final approach.

34. Straight-In Procedure Identification (cont)
Examples:
ILS RWY 18, LOC (BC) RWY 26, TACAN RWY 36, NDB RWY 21, VOR RWY 25, MLS RWY 06.
VOR/DME RWY 23, ILS/DME RWY 35, ILS/TACAN RWY 07.
VOR/DME or TACAN RWY 18, ILS or NDB RWY 36.

35. Straight-In Procedure Identification (cont)
Where a step-down fix permits descent to a lower MDA than one based only on the navigation aid providing final approach guidance, the procedure shall be identified by that navigation aid.
In addition the approach shall also be identified by that aid and the aid defining the step-down fix, e.g., VOR/DME or VOR.
The minima shall be specified for both with and without the step-down fix. See Para 288.

36. Straight-In Procedure Identification (cont)
Where the procedure is within the Northern Domestic Airspace the procedure identification shall be suffixed with “TRUE” or “GRID”, e.g., VOR RWY 18 TRUE, TACAN RWY 18 GRID.

37. Straight-In Procedure Identification (cont)
Where the same final approach guidance is used to the same runway, the procedures shall be identified as follows:
VOR 1 RWY 18, VOR 2 RWY 18.
In the case of GNSS based procedures, the procedures would be named RNAV (GNSS) Z RWY 16, RNAV (GNSS) Y RWY 16.

38. Circling Procedure Identification
When a procedure does not meet the criteria for straight-in landing minima authorization it shall be identified by the type of navigational aid that provides the final approach guidance and an alphabetical suffix.
The first procedure formulated shall bear the suffix “A” even though there may be no intention to formulate additional procedures.
If additional procedures are formulated they shall be identified alphabetically in sequence
e.g., VOR A, VOR/DME B, NDB C.

39. Circling Procedure Identification (cont)
A revised procedure will bear its original identification.
Where the procedure is within the Northern Domestic Airspace the procedure identification shall be suffixed with “TRUE” or “GRID”
e.g., VOR A TRUE, TACAN A GRID.

40. Differentiation
Where high altitude procedures are required the procedure identification shall be prefixed with the letters “HI”
e.g., HI TACAN RWY 15.

41. Submission
Instrument procedures shall be submitted on forms as detailed in Annex E.
DND procedures shall be submitted by the designer in accordance with GPH 209 and 1 Cdn Air Div Orders, Vol 2, 2-009, instruction for Developing and Revising Instrument Procedures.
A proper and complete submission shall include copies of all maps and calculations used in the development of the procedure and a sufficient number of copies of the completed draft to provide all intermediate agencies with at least one copy.

42. Submission (cont)
Civil procedures (public or restricted) shall be submitted in accordance with the information contained in NAV CANADA’s, AIS Procedures Manual (AISPM).
When a procedure is submitted it shall show the name and signature of the Designer, Independent Reviewer, Flight Check Pilot, and the individual responsible for ATS coordination.

43. Issuance
DND is responsible for the release of military approved instrument procedures.
NAV CANADA is responsible for the release and distribution of all other instrument procedures.

44. Effective Date
Instrument procedures and revisions thereto shall be processed in sufficient time to permit publication and distribution in advance of the effective ICAO, Aeronautical Information Regulation and Control (AlRAC) date.
Effective dates should normally coincide with scheduled airspace changes except when safety or operational effectiveness is jeopardized.
In this case the originator shall specify an appropriate effective date.

45. GPH 209/TP 308 Amendment Procedures
Amendments to GPH 209/TP 308 should normally be produced once per year.
Bases/Agencies may submit amendment proposals to DlCP/Transport Canada AARTA at anytime.
DlCP and Transport Canada AARTA staffs shall meet to review proposals for incorporation as appropriate.
DND/TC Aviation will liaise with the DOD/FAA regarding U.S. TERPS.

46. Amendment Printing/Distribution
DICP and TC AARTA shall incorporate the adopted amendments into GPH 209/TP 308.
Transport Canada AARTA shall prepare the amendment directive and coordinate the publishing requirements.

47. Computation/Submission Forms
Forms detailed in the TP308/GPH209 manual may be reproduced locally either by photocopy or a facsimile computer generation.

48. Jet Pro Student Guide (JPSG)
Complete section 1.1 of JPSG.