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by the State of Registry.
Air Law 83
Navigation Equipment
Generally, you need at least two
independent long range area
navigation systems meeting certain
specifications. With only one as long
range, you can still use the airspace,
but may find your routes restricted
to those for aeroplanes with one
long range RNAV system. If both
systems are based on short range
ground transmitters, you may be
approved for routes for aircraft with
no long range RNAV capability.
Crews must be properly trained.
Since proper use of the airspace
depends on the equipment, you must
tell ATC immediately if any of it
fails, or you are uncertain of your
position. Continual cross-checking,
especially on entering the airspace, is
therefore necessary.
HF is used because VHF range is
limited, but even that can be
unreliable, so you must make
position reports on coming within
200 nm of a VHF facility.
CMNPS Airspace
Controlled airspace between FLs
330-410. The initials stand for
Canadian Minimum Navigation
Performance Specification, meaning that
your equipment must allow for
reduced spacing and timing. There is
a transition area between FL 280-330
to allow aircraft with lesser
capabilities to work above FL 280.
The Mach-Number Technique must
be used.
RNPC Airspace
This is South of CMNPS airspace,
created for RNAV ops, and is within
the SDA and NCA. To enter it,
aircraft must be certified by the State
of Registry, with crew training and
navigation equipment allowing
position determination within ±4
nm, so CMNPS and NAT MNPS
aircraft can use it. There must be at
least 1 long-range area navigation
system, plus one short-range.
Distance-based separation requires
DCPC (Direct Controller-Pilot
Communication), and distance
information must be from RNAV
equipment. DME distances may only
be used on request.
Air Routes
Although track systems exist to
expedite traffic and make better use
of the airspace, random routings can
be assigned and requested.
NARP
The North American Route
Program is a joint venture that
integrates the FAA's National
Route Program (NRP) with the
Canadian Domestic Random Route
Program. Its purpose is to allow
common procedures for route
selection at and above FL 290.
See CFS for full information.
Preferred IFR Routes
These are not mandatory, but
you get fewer delays. See CFS.
Fixed RNAV Routes
Also known as "T" Routes.
Refer to the CFS for details.
NCA Track Structure – RAC 12-7
Allows for reduced lateral
separation and the application
of Mach number techniques for
speed control, within the SCA
and NCA, upwards from FL
280. Mostly used by
international flights between
84 Canadian Professional Pilot Studies
North America and Europe and
the Orient (via Alaska).
NAT (North Atlantic) and PAC
(Pacific) traffic have different
restrictions according to
direction and time of day – see
the AIP for full details. Tracks
are on the Enroute High
Altitude charts.
SCA Track System
This is mainly used by
international traffic between the
Mid and Western US and
Europe, via the North Atlantic
(NAT). The tracks are within
the SCA, from FL 180 up.
Tracks are on the Enroute High
Altitude charts, and are
optional. Entry may be made at
designated reporting points or
those coinciding with 80° and
90°W, as must reports.
ACA Track Structure
ACATS serves international
flights between Europe and the
Orient, via Alaska. Controllerpilot
data links are used
extensively, and the tracks are
identified by the letters O, P, Q,
R and S. They are laterally
separated throughout the
Edmonton FIR and
complement the Polar Track
Structure (PTS) in the Rekjavik
CTA and fixed route system in
the Anchorage FIR.
Tracks are not mandatory,
however, and are designated in
item 15 of the ICAO flight plan
with the abbreviation ACA
followed by the track letter.
Entry and exit may be made in
the Edmonton FIR at identified
waypoints. Flights entering the
ADIZ at the same time may
forward the required details
with the 115° W report.
North Atlantic Operations – RAC 11
For flight over the high seas, you
must comply with the Rules of the
Air in Annex 2 to the (Chicago)
Convention and the Regional
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