1. Advanced Air Law Continued…
AVIA 222
Advanced Air Law Continued…

2. Quick Recap
Today’s material will complete the air law section which was started last semester in AVIA 212.
The information that has been provided to you is a condensed version of what is found in the A.I.M. and/or CARs. At this time you should be well versed on most of the topics we have covered…but to keep you current I would STRONGLY SUGGEST that you spend a hour of quality time each week with your AIM up until the final and IATRA.

3. Today….
CMNPS
RNPC

4. CMNPS Canadian Minimum Navigation Performance Specifications Airspace
CMNPS is a specified portion of Canadian Domestic Airspace between FL
Most of CMNPS is within the Arctic Control Area (ACA) and the Northern Control Area (NCA), with a small portion in the Southern Control Area (SCA)

5. CMNPS Cont’d
CMNPS allows ATC to provide reduced separation for RNAV flights
RNAV (Area Navigation) is navigation along any path (off airways), direct to the destination, using radio navigation aids or self contained (internal) navigation systems.
Navaids include: VOR/DME, Loran-c, Omega, Omega/VLF
Internal (self contained) navigation systems (INS) use accelerometers, gyros (electronic, laser type) and computers to maintain a position fix with no external inputs.

6. Requirements for CMNPS
Certification depends on navigational performance and crew training that enables the a/c to
Deviate less than 6.3nm off the assigned track
Tolerances of less than 1 hour off track by more than 30 nm every 2000 flight hours
Tolerances of less than 1 hour off track by more than nm every 8000 flight hours

7. Transition Airspace
The CMNPS transition area allows non certified a/c to mix with certified a/c from FL270-FL330
A/c that are not CMNPS certified are restricted to below FL330 (unless the uncertified a/c has authorized ATC clearance as a result of no interference of certified a/c).
A/c that are certified can transition through this airspace enroute to CMNPS airspace above FL330.

8. Aircraft Requirements
The minimum navigation equipment required for certifications is:
For transitioning between continents through CDA:
Two long range RNAV systems (Omega/VLF, INS, GNSS), or one navigation system using the inputs from one or more sensor systems, plus one short- range system(ADF, VOR/DME)
Within North America:
If within radio reception range of ground based navaids, one long and one short range system
If on Airways, on company approved (AOC) air routes:
Dual short range systems (ADF, VOR/DME)

9. Flight Planning
When filing IFR flight plans, the suffix “Y” indicates that the a/c is CMNPS approved.
The suffix “X” indicates NAT (north Atlantic) MNPS (Minimum Navigation Performance Specifications) approved, and is accepted by Canadian ATC as international certification.

10. GET LOST!
As part of the CMNPS crew training…flight crews must verify their position by instrument cross checks after entering CMNPS airspace.
Any discrepancies must be reported to ATC ASAP!

11. CMNPS Communications
Because of the range, radio communications on VHF or HF may not be possible on some routes…radio communication must be re- established as soon as within the range of the nearest transmitting facility (200nm).

12. RNPC Required Navigation Performance Capability
RNPC certification is required for both the aircraft and crew to fly RNAV within CDA in RNPC designated airspace.

13. A/C Certification
The a/c must be certified and verified by the registering state that it can determine its position within +/- 4nm.
One area long range, and one short range set of navigational instruments is required.
Aircraft with CMNPS certification are deemed to have met the RNPC requirements.

14. Position Reporting
For aircraft that are certified RNAV, when ATC requests a DME position report, the distance reported shall be based on the RNAV instruments, not the VOR/DME (unless specifically requested).

15. S e p a r a t i o n
For both CMNPS and RNPC airspace…any navigation or communication failure should be reported ASAP because the area operates under reduced separation minima from ATC.

16. Canadian Domestic Routes
North American Route Program (NARP)
NARP is a FAA and Nav Canada integration that allows for random routing in high level airspace above FL290.
The CFS provides the guidelines for NARP filing for flights contained within Canada and the U.S.A.
The Canadian Designated Airspace Handbook identifies all air routes and zones:
services/pages/aeronautical-information-products- designated-airspace-handbook.aspx

17. Preferred IFR Routing
Established IFR routing is normally preferred over RNAV filing, and will usually prove less delays and allow for more efficient movement of aircraft.
Published RNAV routes are published in the CFS as well, and are suffixed by a “T” when filing.

18. Some More Acronyms… NAR – North American Routes:
This system of routes is used to interface with international Atlantic, NAT, ocean tracking system.
NAT – North America/Europe Tracks
NAT is used to refer to the international flight tracks between North America and Europe, over the arctic or Atlantic Ocean
Day and night tracks are broadcast over a telecommunications network for interested operators
OTS – Organized Track System
Tracks are published daily for the NAR/NAT and start with the most northerly route named Alpha and as they progress southerly, are named successively Bravo etc.

19. PAC – North America/Alaska-Orient
Tracks used for transiting the Pacific ocean.
NCA and SCA – Northern and Southern Control Track Systems.
SCA is primarily used for the southern states to Europe. Routes above FL180

20. That Concludes our Scratching at the Surface of Canadian Air Law
Next week:
you are going to do quiz…that will seem like a test….out of the Aerocourse workbook
The quiz will consist of modified questions directly from the Aerocourse Workbook air law section
Homework:
ATPL prep book - section 2
The Turbine Pilots Flight Manual - chapter 3
Have proof that you have completed the homework ie) taken notes, highlighted, etc..
Completed homework will count towards quiz marks!