Understanding Commercial Approach Ban for Canadian Operators

Canada’s approach ban rules are more complex for commercial operations than for general aviation. This post aims to explain how to interpret the approach ban for commercial operators, both with and without an Operations Specification (ops spec).

When you’re ready, try this interactive Commercial Approach Ban Quiz.

Quick Review

Commercial operators in Canada fall under Part VII of the Canadian Aviation Regulations (CARs). CAR 700.10 states that for an aircraft to conduct an approach, the required visibility must meet what is outlined in the Canadian Air Pilot (CAP). If the visibility for the intended runway is below the required value, the approach cannot be started or must be discontinued unless:

  • The aircraft has passed the Final Approach Fix (FAF) inbound or is on the final approach course where there is no FAF.
  • The aircraft is on a training flight, and the pilot-in-command (PIC) has informed air traffic control (ATC) that a missed approach will be conducted at or prior to the decision altitude/height or minimum descent altitude.
  • The runway visual range (RVR) is fluctuating above and below the required value.
  • The ground visibility is fluctuating above and below the required value.
  • The pilot observes visibility along the approach and runway that meets the value in the CAP.
  • The aircraft is operating under an ops spec.

Interpreting Visibility

In commercial aviation, visibility is assessed in the following order:

  1. RVR:
    • For runways with RVR A & B, RVR A is used.
    • If RVR A is unserviceable, RVR B can be used.
  2. Runway visibility.
  3. Ground visibility (applicable to aerodromes south of the 60th parallel north latitude).

Definitions

  • Runway visibility: The distance along a runway over which a person can see and recognize a visibility marker or lights with an intensity of about 1,000 candelas.
  • Ground visibility: The visibility at an aerodrome as reported by:
    • An air traffic control unit.
    • A flight service station.
    • A community aerodrome radio station.
    • An AWOS used by Transport Canada, National Defence, or the Atmospheric Environment Service for aviation weather observations.
    • A ground-based radio station operated by an air operator.

Commercial Operators (No Ops Spec)

Always refer to the most current CAP. You can download the latest CAP GEN for free from NAV CANADA.

When approaching an aerodrome, after selecting the desired approach, consult the advisory visibility on the CAP. This value is published in statute miles and RVR or only in statute miles. For example, if the pilots select the NDB 24 approach and the advisory visibility is 1-3/4, the CAP GEN states that for a “Minimum Visibility – Aeroplanes – Non-Precision, APV, or CAT I” approach, the visibility must be at least 1-1/2 statute miles or ≥6000 RVR to commence the approach.


Commercial Operators (With Ops Spec)

A commercial operator authorized under their operating certificate with an ops spec may apply lower limits for the approach ban. For details on the requirements for these lower limits, refer to the CARs:
  • Air Taxi: 703.41
  • Commuter: 704.37
  • Airline: 705.48
When approaching an aerodrome, after selecting the desired approach, consult the advisory visibility on the CAP. For example, if the pilots select the NDB 24 approach and the advisory visibility is 1-3/4, the CAP GEN states that for a “Minimum Visibility – Aeroplanes – 703/704/705 Ops Spec – Non-Precision, APV, or CAT I” approach, the visibility must be at least 1 statute mile or ≥5000 RVR to commence the approach.



Important Reminders About Ops Specs

When flying under an ops spec, you must comply with the conditions outlined in the CARs. For instance, under 705 operations, to use an ops spec for an ILS without a HUD (Head-Up Display), the following conditions must be met:
  • Authorized on the operator’s certificate.
  • Use pilot-monitored-approach (PMA) procedures or ensure both pilots are authorized to fly CAT II approaches.
  • The aircraft must have:
    • A flight director and autopilot capable of flying an approach to 200′ AGL or lower, or
    • A flight director capable of flying an approach to 200′ AGL or lower, with PMA procedures.
  • The runway must be equipped with serviceable high-intensity approach lighting, high-intensity runway centreline lighting, and high-intensity runway edge lighting.
If these conditions are not met, the ops spec cannot be applied, and the crew must follow visibility requirements for operators without an ops spec.

Approach Bans — Non-precision, APV, and CAT I Precision for Air Taxi (703.41) can be seen here.

Approach Bans — Non-precision, APV, and CAT I Precision for Commuter (704.37) can be seen here.

Approach Bans — Non-precision, APV, and CAT I Precision for Airline (705.48) can be seen here.

Low Visibility Operations (LVOP)

Consider the level of service for the intended runway. During low visibility operations, a runway may offer a level of service greater than the approach ban visibility. This information can be found in the Canada Flight Supplement (CFS) under runway data.

Approach Ban in the United States

In the U.S., there are no additional calculations required. The approach ban is based solely on the advisory visibility published on the approach plate. For example, if the plate indicates 1-1/4 statute miles, the approach ban is 1-1/4 statute miles.

Conclusion

Understanding the standard visibility requirements for conducting an approach is crucial. If your commercial operation has an ops spec, ensure you understand the specific conditions and remember that requirements differ for Air Taxi, Commuter, and Airline operations. Always reference the most current CARs and CAP for accurate guidance.

More Information and Sources


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