Thomas Paul's Blog

Have you ever landed at a major airport in Canada during low visibility and wondered how pilots manage to see the runway? The answer is: we don’t — at least not until the very last moment. Instead, we rely on technology and planning. Photo by Bernd 📷 Dittrich on Unsplash To manage these situations safely, Canadian airports implement Reduced or Low Visibility Operations Plans (R/LVOP). These plans help coordinate ground operations during periods of low visibility and are commonly in effect when Runway Visual Range (RVR) or ground visibility falls below a defined threshold. What is RVR? Runway Visual Range (RVR) is a measurement of how far a pilot can see down the runway. It is measured in feet or metres using specialized transmissometers positioned along the runway. You’ll see RVR values in METARs as “RVR A” and sometimes “RVR B” — referring to different ends of the runway. RVR readings help determine: Whether an approach can be attempted If a landing can be completed What procedures ...

When filing an IFR flight plan in Canada, pilots must indicate an alternate aerodrome—a backup location other than the destination—that is suitable for landing if the destination becomes unavailable. Photo by Artturi Jalli on Unsplash When selecting an alternate, pilots must consider several factors: Location and proximity Approaches available Airport services Weather conditions If an aerodrome would not be suitable as a destination, it is unlikely to be suitable as an alternate. Regulatory Requirements The Canadian Aviation Regulations (CARs) state: CAR 602.122  Except as otherwise authorized by the Minister in an air operator certificate or in a special authorization issued under subsection 604.05(2), no pilot-in-command shall operate an aircraft in IFR flight unless the IFR flight plan or IFR flight itinerary that has been filed for the flight under section 602.73 includes an alternate aerodrome having a landing area suitable for use by that aircraft. CAR 602.123  No pilot...

When filing an IFR flight plan in Canada, selecting a legal alternate isn't always as simple as checking the TAF for good weather. If a forecast includes BECMG, TEMPO, or PROB, those modifiers directly affect whether an airport qualifies as an alternate under the Canadian Aviation Regulations (CARs). Photo by John McArthur on Unsplash Here’s how each term works and what it means for your IFR alternate decision-making. Why Do Alternates Matter? Under CAR 602.122 , unless specific conditions are met, IFR flights must file an alternate aerodrome that has forecast weather above alternate minima during the ETA. However, forecasts using BECMG, TEMPO, or PROB must be interpreted according to specific rules outlined by Transport Canada, notably in the CAP GEN – IFR Alternate Aerodrome Weather Minima. ✈ BECMG (Becoming) BECMG indicates a gradual and permanent change expected to occur over the specified time frame. The change is not instantaneous but occurs progressively during the window. ...

When filing an IFR flight plan in Canada, pilots are required to list an alternate aerodrome—a suitable airport other than the destination, in case landing at the destination becomes impossible. Photo by Ilyas Dautov on Unsplash Choosing an alternate involves careful consideration of: Location Available approaches Services offered Weather conditions If an aerodrome isn’t suitable as a destination, it likely isn't suitable as an alternate either. Not using a TAF? Learn more about alternate weather requirements using GFAs: Calculating Alternate Weather Requirements for Aerodromes with GFAs. Regulatory Requirements The Canadian Aviation Regulations (CARs) state: CAR 602.122  Except as otherwise authorized by the Minister in an air operator certificate or in a special authorization issued under subsection 604.05(2), no pilot-in-command shall operate an aircraft in IFR flight unless the IFR flight plan or IFR flight itinerary that has been filed for the flight under section 602.73 incl...