Advisory Circular

Missed Approaches with Published Climb

Subject:
Gradients: Special Authorization and Guidance

Issuing Office: Civil Aviation, Standards Document No.: AC 700-049

File Classification No.: Z 5000-34 Issue No.: 01
RDIMS No.: 13588722-V27 Effective Date: 2018-07-18

TABLE OF CONTENTS
1.0 INTRODUCTION.............................................................................................................................. 3
1.1 Purpose ............................................................................................................................................. 3
1.2 Applicability ....................................................................................................................................... 3
1.3 Description of Changes ..................................................................................................................... 4
2.0 REFERENCES AND REQUIREMENTS.......................................................................................... 4
2.1 Reference Documents ...................................................................................................................... 4
2.2 Cancelled Documents ....................................................................................................................... 6
2.3 Definitions and Abbreviations............................................................................................................ 6
3.0 BACKGROUND ............................................................................................................................... 9
3.1 General .............................................................................................................................................. 9
3.2 Context .............................................................................................................................................. 9
3.3 Application and Structure of this Advisory Circular ........................................................................... 9
4.0 TRANSPORT CANADA CIVIL AVIATION APPROVAL .............................................................. 10
5.0 FUTURE DISPOSITION ................................................................................................................ 10
6.0 INFORMATION MANAGEMENT .................................................................................................. 10
7.0 DOCUMENT HISTORY ................................................................................................................. 10
8.0 CONTACT OFFICE ....................................................................................................................... 11
APPENDIX A — CONDITIONS FOR SPECIAL AUTHORIZATION: INSTRUMENT APPROACH
PROCEDURES – MISSED APPROACH CLIMB GRADIENTS GREATER THAN 425 FT / NM 12
APPENDIX B — SPECIFIC GUIDANCE RESPECTING THE CONDITIONS OF THE SPECIAL
AUTHORIZATION: INSTRUMENT APPROACH PROCEDURES – MISSED APPROACH CLIMB
GRADIENTS GREATER THAN 425 FT / NM ............................................................................... 16
APPENDIX C – COMPLIANCE CHECKLIST ............................................................................................ 25
APPENDIX D – TECHNICAL REQUIREMENTS / GUIDANCE ................................................................. 29
APPENDIX E – APPLICABLE REGULATIONS ........................................................................................ 47
 Missed Approaches with Published Climb Gradients: Special Authorization and Guidance

List of Figures
Figure D. 1 Obstacle Clearance Surface, required Obstacle Clearance and Climb Gradient .................... 30
Figure D. 2 Steeper climb gradient (CG) in mountainous terrain ................................................................ 30
Figure D. 3 Published IAP with a "specific" missed approach climb gradient ............................................ 31
Figure D. 4 Overall AEO climb gradient must meet or exceed the required climb gradient ....................... 32
Figure D. 5 Overall OEI climb gradient must meet or exceed the required climb gradient ........................ 33
Figure D. 6 Unacceptable situation where the aircraft does NOT meet the required climb gradient ......... 34
Figure D. 7 Decreased aircraft climb capability with an inoperative engine ............................................... 35
Figure D. 8 Obstacle clearance achieved by using a higher acceleration (flap retraction) altitude ............ 39
Figure D. 9 Commencing the missed approach from a higher DA/MDA/DH .............................................. 39
Figure D. 10 Rejected landings are conducted lower and further downrange than the MAP ..................... 46

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1.0 INTRODUCTION

(1) Subject to paragraph (3), this Advisory Circular (AC) is provided for information and guidance
purposes. It describes an example of an acceptable means, but not the only means, of
demonstrating compliance with regulations and standards. This AC on its own does not change,
create, amend or permit deviations from regulatory requirements, nor does it establish minimum
standards.
(2) Operators are expected to follow the means of compliance described in this AC in all respects,
unless the Minister approves an acceptable alternate means of compliance.
(3) The conditions of the associated special authorization (SA) appear in Appendix A of this AC. For
air operators, the conditions published in Appendix A constitute part of the air operator certificate
(AOC). As such, compliance with these conditions is mandatory.

1.1 Purpose

(1) The purpose of this AC is to inform the aviation industry that operators must obtain a Special
Authorization (SA) in order to conduct instrument approach procedures (IAPs) which require a
missed approach climb gradient greater than 425 feet per nautical mile (ft/nm). The final step in
this operational approval is the issuance of the SA Instrument Approach Procedures – Missed
Approach Climb Gradients Greater than 425 ft/NM to an air operator, foreign air operator, or
private operator.
(2) This AC also serves to provide operators and Transport Canada Civil Aviation (TCCA) personnel
with important safety information and guidance related to obstacle clearance when conducting a
missed approach. It provides an explanation of missed approach climb gradient requirements
and describes how these requirements compare with an aeroplane’s climb performance
capability. This comparison illustrates potential hazards associated with obstacle clearance
which may exist during the missed approach.
(3) Finally, this AC will describe possible means of identifying and analyzing these potential hazards
– and provides specific techniques and recommendations for mitigating them.

1.2 Applicability

(1) This AC addresses the conduct of instrument approach procedures which require special
consideration of obstacle clearance. In particular, it addresses missed approach climb gradients
greater than 425 ft/nm for aeroplanes and the associated SA.
(2) This document is also being made available to the aviation industry for the purpose of conveying
flight safety information. All flight operations personnel should be aware of the missed approach
climb gradient requirements and should understand how these requirements compare with their
aeroplane’s climb performance capability. Operators are encouraged to utilize this AC to assist
them in reviewing this topic and to determine the applicability of its contents to their specific
aircraft types and operating conditions.
(3) This AC is applicable to:
(a) Canadian air operators holding an Air Operator Certificate (AOC) issued under Part 7 of
the Canadian Aviation Regulations (CARs);
(b) Foreign air operators, holding a Canadian Foreign Air Operator Certificate (FOAC),
issued under subpart 701 of the CARs;
(c) Canadian private operators holding a Private Operator Registration Document (PORD)
issued under subpart 604 of the CARs;

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(d) Pilots, flight dispatchers and other operations personnel employed by the air operators,
foreign air operators and private operators listed above;
(e) Transport Canada Civil Aviation (TCCA) inspectors with certification and safety oversight
responsibilities; and

(f) Individuals and organizations that exercise privileges granted to them under an External
Ministerial Delegation of Authority.
(4) This AC should be used in conjunction with AC 700-016 — Compliance with Regulations and
Standards for Engine-Inoperative Obstacle Avoidance.
(5) This information is also provided to the aviation industry at large for information and guidance
purposes.

1.3 Description of Changes

(1) Not applicable, this is a new document.

2.0 REFERENCES AND REQUIREMENTS

2.1 Reference Documents

(1) It is intended that the following reference materials be used in conjunction with this document:
(a) Aeronautics Act (R.S., 1985, c. A-2);
(b) Chapter 523 of the Airworthiness Manual (AWM) — Normal, Utility, Aerobatic and
Commuter Category Aeroplanes;
(c) Chapter 525 of the AWM — Transport Category Aeroplanes;
(d) Part VII, Subpart 04 of the CARs, Division IV — Aircraft Performance Operating
Limitations;
(e) Part VII, Subpart 05 of the CARs; Division IV — Aircraft Performance Operating
Limitations;
(f) Part I, Subpart 07 of the CARs; Division IV — Safety Management System
Requirements;
(g) Advisory Circular (AC) 700-016 — Compliance with Regulations and Standards for
Engine-Inoperative Obstacle Avoidance;
(h) AC 803-004 — Restricted Instrument Procedures;
(i) AC 803-006 — Missed Approach Climb Gradient;
(j) Commercial and Business Aviation Advisory Circular (CBAAC) No. 0141, 1998-05-13—
Notice to Pilots and Air Operators—Low-Energy Hazards / Balked Landing/Go-around;
(k) Transport Canada Publication (TP) 308/GPH 209, Change 6.0 — Criteria for the
Development of Instrument Procedures;
(l) TP 312, 5th Edition, dated September, 15 2015—Aerodromes Standards and
Recommended Practices— Land Aerodromes;
(m) TP 12772, dated September 1996—Aeroplane Performance;
(n) TP 14371, effective 0901Z, March 29, 2018 to 0901Z, October 11, 2018 (or later) —
Aeronautical Information Manual;

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(o) TP 14727, First Edition, Revision 1, dated June 2017 — Pilot Proficiency Check and
Aircraft Type Rating, Flight Test Guide (Aeroplane);
(p) Federal Aviation Administration Advisory Circular (FAA AC) 25-7A, 1998-03-31—Flight
Test Guide for Certification of Transport Category Airplanes;
(q) FAA AC 120-91, 2006-05-05—Airport Obstacle Analysis;
(r) FAA AC 120-29A, 2002-08-12—Criteria for Approval of Category I and Category II
Weather Minima for Approach;
(s) FAA Regulation FAR Part 23— Normal, Utility, Aerobatic and Commuter Category
Aeroplanes;
(t) FAA Regulation FAR Part 25—Airworthiness Standards: Transport Category Airplanes;
(u) FAA Regulation FAR Part 77—Objects Affecting Navigable Airspace;
(v) Australian Government, Civil Aviation Authority, Civil Aviation Advisory Publication, CAAP
235-4(0), Guidelines for the Consideration and Design of: Engine Out SID (EOSID) and
Engine Out Missed Approach Procedures, dated November 2006. Acknowledgement:
Copyright Commonwealth of Australia reproduced by permission;
(w) International Civil Aviation Organization (ICAO) Annex 6 – Operation of Aircraft,
Attachment C to ICAO Annex 6, Part 1—Aeroplane Performance Operating
Limitations,—Example 3, Section 3—Take-Off Obstacle Clearance Limitations;
(x) ICAO Annex 10, Aeronautical Communications, Volume 1, Radio Navigation Aids; and
(y) Joint Aviation Authorities (JAA) JAR-OPS 1, Amendment 10, 2006-03-01—Commercial
Air Transportation (Aeroplanes).
(2) The table below lists the regulatory authorities under which the SA for Instrument Approach
Procedures – Missed Approach Climb Gradients Greater than 425 ft/NM is issued to air
operators and private operators.
For operations
conducted under the
The SA is pursuant to the following provisions:
following Subparts of the
CARs:

604 Section 604.74 of the CARs

701 Subparagraphs 701.08(g)(i) and 701.08(g)(vi) of the CARs

702 Subparagraphs 702.08(g)(ii) and 702.08(g)(xii) of the CARs

703 Subparagraphs 703.08(g)(ii) and 703.08(g)(x) of the CARs

704 Subparagraphs 704.08(g)(ii) and 704.08(g)(xi) of the CARs

705 Subparagraphs 705.08(g)(ii) and 705.08(g)(xi) of the CARs

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2.2 Cancelled Documents

(1) Not applicable.

(2) By default, it is understood that the publication of a new issue of a document automatically
renders any earlier issues of the same document null and void.

2.3 Definitions and Abbreviations

(1) The following definitions are used in this document:

(a) Approach Climb Configuration: The configuration of an aeroplane corresponding to the
one-engine-inoperative climb as defined in subsection 523.67 (c)(4) of the Airworthiness
Manual (AWM) — Climb: One-Engine-Inoperative or subsection 525.121 (d) of the AWM
— Climb: One-Engine-Inoperative.
(b) Balked Landing: A discontinued landing attempt. The term is often used in conjunction
with aircraft configuration or performance assessment, as in Balked landing climb
gradient. Also see Rejected Landing.
(c) Certified Engine-Inoperative Climb Performance Information: In the context of this
AC and AC 700-016, this term refers to Aircraft Flight Manual (AFM) performance
information which satisfies the engine-inoperative take-off performance requirements that
are specified in sections 704.47 and 705.57 of the CARs – Net Take-off Flight Path as
well as the applicable provisions in the Commercial Air Service Standard (CASS) for
Take-off Minima Reported RVR 1,200 feet (1/4 mile) and Reported RVR 600 feet.
Aeroplanes certified in accordance with any of the following standards have the required
AFM performance information to meet the above-noted engine-inoperative take-off
performance requirements:
(i) Chapter 523 of the Airworthiness Manual (AWM) ; — Normal, Utility, Aerobatic
and Commuter Category Aeroplanes;
(ii) Chapter 525 of the AWM — Transport Category Aeroplanes;
(iii) Federal Aviation Administration (FAA), Federal Aviation Regulations (FAR) 23
Commuter Category at amendment 23-34 or later;
(iv) FAA Regulation FAR Part 25 — Airworthiness Standards: Transport Category
Airplanes; and
(v) FAA SFAR 41C and the performance requirements of International Civil Aviation
Organization (ICAO) Annex 8.
(d) Climb Gradient (CG): The ratio of change in height, during a portion of a climb, to the
horizontal distance traversed in the same time period. Climb gradients are expressed in
ft/NM or as a percentage. The formula used to determine climb gradient as a percentage
appears below:

Note: When calculating climb gradient, the same units of vertical and horizontal
distance (typically feet), must be used.

(e) Engine-Out Departure Procedure (EODP): For the purposes of this AC, an EODP is
the departure procedure that should be followed – if an engine failure occurs during the

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takeoff – in order to ensure obstacle clearance. EODPs can be developed for aircraft with
certified engine-inoperative climb performance information; they provide flight crews with
the necessary flight path guidance: specific routes and/or a specific climb profile to be
followed should an engine failure occur during the takeoff. (The details of significant
obstacles may also be included in the description of the procedure.) EODPs have a
number of names which have been adopted by industry, including Engine Out
Contingency Procedures, Engine Out Escape Paths, Engine Out SIDs (EOSIDs) and
Special Engine Out (Departure) Procedures. EODPs are either developed by the air
operator or contracted to a third party service provider on the air operator’s behalf.
(f) Engine-Out Missed Approach Procedure (EOMAP): For the purposes of this AC, an
EOMAP is the missed approach procedure which should be followed – with an
inoperative engine – in order to ensure obstacle clearance. EOMAPs can be developed
for aircraft with certified engine-inoperative climb performance information; they provide
flight crews with the necessary flight path guidance: specific routes and/or a specific
climb profile to be followed when conducting an engine-inoperative missed approach.
(The details of significant obstacles may also be included in the description of the
procedure.) EOMAPs are either developed by the air operator or by a third party service
provider on the air operator’s behalf.
(g) Go-Around: A transition from an approach to a stabilized climb.
(h) Landing Climb Configuration: The configuration of an aeroplane corresponding to the
all engine operating climb as defined in subsection 523.77 (c) of the AWM —Balked
Landing or subsection 525.119 of the AWM — Landing Climb: All-Engines-Operating.
(i) Missed Approach: Means the procedure to be followed if, for any reason after
conducting an instrument approach, a landing is not effected (CAR 101.01(1)).
(j) Missed Approach Procedure: The lateral and vertical flight path followed by an aircraft
after the initiation of a go-around. Typically an aircraft conducting a “missed approach”
follows the published missed approach segment of an instrument approach procedure, or
follows alternative missed approach instructions (radar vectors) in order to return to
landing, or divert to an alternate.
(k) Non-Standard Climb Gradient: A climb gradient associated with an instrument
procedure that exceeds 200 ft/NM.
(l) Operator: For the purposes of this AC, the “operator” refers to the following:
(i) Air Operator – which means the holder of an air operator certificate,
(ii) Foreign Air Operator – which means the holder of a Canadian foreign air
operator certificate,
(iii) Private Operator – which means the holder of a private operator registration
document.
(m) Procedure Design: For the purposes of this AC, a procedure design is the specific data
file for an instrument approach procedure (IAP) that contains all of the required
information to define the procedure.
(n) Private operator means the holder of a private operator registration document (PORD).
(o) Rejected Landing: A discontinued landing attempt. A rejected landing typically is
initiated at low altitude but prior to touchdown and typically is initiated below DA(H) or
MDA(H) of an IAP. A rejected landing may be initiated in either visual meteorological
conditions (VMC) or instrument meteorological conditions (IMC). A rejected landing
typically results in a missed approach. If related to the consideration of aircraft
configuration(s) or performance, it is sometimes referred to as a Balked Landing.

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(p) Special Authorizations (SA) are authorizations issued by the Minister under Subpart
604 or Part VII of the CARs that permit the carrying out of an activity in respect of which
the Minister has established requirements. Special Authorizations are included as part of
the Operations Specifications.
(2) The following abbreviations are used in this document:
(a) AC: Advisory Circular;
(b) AEO: All-Engines-Operating;
(c) AFM: Aircraft Flight Manual;
(d) ATS: Air Traffic Services;
(e) AWM: Airworthiness Manual;
(f) CARs: Canadian Aviation Regulations;
(g) CASS: Commercial Air Service Standard;
(h) CBAAC: Commercial and Business Aviation Advisory Circular;
(i) CG: Climb Gradient;
(j) COM: Company Operations Manual;
(k) DA: Decision Altitude;
(l) DH: Decision Height;
(m) EODP: Engine-Out Departure Procedure
(n) EOMAP: Engine-Out Missed Approach Procedure
(o) FFS: Full Flight Simulator;
(p) FTA: Flight Track Analysis;
(q) FTD: Flight Training Device;
(r) ft/NM: feet per nautical mile
(s) IAP: Instrument Approach Procedure;
(t) IFR: Instrument Flight Rules;
(u) MAP: Missed Approach Point;
(v) MDA: Minimum Descent Altitude;
(w) OAA: Obstacle Assessment Area;
(x) OCS: Obstacle Clearance Surface;
(y) OEI: One-Engine-Inoperative;
(z) PIC: Pilot-in-Command;
(aa) POH: Pilot Operating Handbook;
(bb) PORD: Private Operator Registration Document;
(cc) ROC: Required Obstacle Clearance;
(dd) SA: Special Authorization;
(ee) SMS: Safety Management System;
(ff) TAS: True Air Speed;

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(gg) TC: Transport Canada;

(hh) TCCA: Transport Canada Civil Aviation;
(ii) TDZ: Touch Down Zone.
(3) Additional definitions and abbreviations can be found in:
(a) AC 700-016 — Compliance with Regulations and Standards for Engine-Inoperative
Obstacle Avoidance;
(b) AC 803-004 — Restricted Instrument Procedures; and
(c) AC 803-006 — Missed Approach Climb Gradient.

3.0 BACKGROUND

3.1 General

(1) Under certain conditions, an aircraft may not be able to achieve the missed approach climb
gradient for an instrument approach procedure (IAP), thereby compromising obstacle clearance.
An inoperative engine is considered the most limiting of these conditions.
(2) Operators must obtain a Special Authorization (SA) in order to conduct IAPs which require a
missed approach climb gradient greater than 425 ft/nm.
(3) Operators should utilize the principles of risk analysis, in association with their safety
management system (SMS), if applicable, to identify, analyze and address (through the
application of appropriate safety mitigation techniques) those missed approach procedures which
pose potential hazards respecting obstacle clearance.
(4) Under normal conditions, published missed approach procedures provide adequate terrain
clearance. However, further analysis may be required in some circumstances. Operators should
consider all conditions that may result in climb performance degradation during the missed
approach. This AC is based on the assumption that an inoperative engine during a missed
approach is the most critical case in terms of degraded aeroplane climb performance.
Note: Further information respecting the types of circumstances which merit further
consideration is provided in Appendix B, Section B.1 – Overview, Paragraph (3).

3.2 Context

(1) Essential technical information respecting the issue of obstacle clearance during the missed
approach is provided in Appendix D of this AC – Technical Requirements.

3.3 Application and Structure of this Advisory Circular

(1) This AC provides the conditions and associated guidance applicable to the Special Authorization
(SA) for Instrument Approach Procedures – Missed Approach Climb Gradients Greater
than 425 ft/NM. It also describes possible means of identifying, analyzing and mitigating obstacle
clearance hazards during a missed approach.
(2) To accomplish the above stated objectives, this AC is structured in the following sections:
(a) Main Body: Provides background information and general guidance.
(b) Appendix A: Stipulates the conditions which operators must meet when issued the
subject SA. Compliance with these conditions is mandatory for operators and pilots
conducting the subject IAPs. Adherence to these conditions is also recommended as a

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means of addressing potential hazards associated with obstacle clearance that may exist
during the missed approach, under some circumstances.
(c) Appendix B: Provides specific guidance respecting the conditions for the subject SA
(Appendix A). To facilitate cross-reference, the guidance in Appendix B utilizes the same
numbering as the conditions in Appendix A of this AC.
(d) Appendix C: Features a compliance checklist for the conditions of the subject SA
(Appendix A). This compliance checklist has been developed to assist operators to
confirm that they are in compliance with the conditions of the SA. It also serves as an aid
to Transport Canada Civil Aviation (TCCA) personnel for certification and safety oversight
purposes.
(e) Appendix D: Provides detailed information respecting technical requirements and
associated guidance associated with obstacle clearance during the missed approach.
(f) Appendix E: Provides a list of the provisions in the Canadian Aviation Regulations
(CARs) and Commercial Air Service Standards (CASS) that are applicable to air
operators and private operators conducting IAPs with missed approach procedures that
have published climb gradients and other obstacle clearance considerations.

4.0 TRANSPORT CANADA CIVIL AVIATION APPROVAL

(1) Operators must obtain the SA Instrument Approach Procedures – Missed Approach Climb
Gradients Greater than 425 ft/NM in order to conduct the subject IAPs.
(2) All documentation associated with this SA are subject to TCCA safety oversight as per the
applicable provisions in the Aeronautics Act and CARs.

5.0 FUTURE DISPOSITION

(1) TCCA is committed to maintaining a viable civil aviation transportation system, while not
compromising safety. This AC will remain in effect for information purposes until further notice.

6.0 INFORMATION MANAGEMENT

(1) Not applicable.

7.0 DOCUMENT HISTORY

(1) Not applicable.

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8.0 CONTACT OFFICE

For more information, please contact:

Chief, Commercial Flight Standards (AARTF)

E-mail: AARTInfoDoc@tc.gc.ca
Fax: 613-990-6215

Suggestions for amendment to this document are invited, and should be submitted via: the-email
and fax number provided above.

Original signed by

Robert Sincennes
Director, Standards
Civil Aviation

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APPENDIX A — CONDITIONS FOR SPECIAL AUTHORIZATION: INSTRUMENT APPROACH

PROCEDURES – MISSED APPROACH CLIMB GRADIENTS GREATER THAN 425 FT / NM

AUTHORITY

The SPECIAL AUTHORIZATION: Instrument Approach Procedures – Missed Approach Climb

Gradients Greater than 425 ft/NM is issued pursuant section 604.74, subparagraphs
701.08(g)(i),701.08(g)(vi), 702.08(g)(ii), 702.08(g)(xii), 703.08(g)(ii), 703.08(g)(x), 704.08(g)(ii),
704.08(g)(xi), 705.08(g)(ii) and 705.08(g)(xi) of the Canadian Aviation Regulations (CARs). It authorizes
the conduct of instrument approach procedures (IAPs) with missed approach procedure (MAP) climb
gradients greater than 425 ft/NM in an aeroplane.

CONDITIONS

This authority is granted subject to the following conditions:

1. OPERATOR REQUIREMENTS

1.1 DOCUMENTATION
1.1.1 The air operator’s company operations manual (COM) or private operators’ operations manual
(OM) shall address the conduct of instrument approaches with climb gradients exceeding 425
ft/NM. The contents of the COM, respecting the subject instrument approach procedures shall
include, but is not limited to:
(a) the method used by the air operator to determine the maximum weights specified in
paragraphs 1.5.1 and 1.5.2; and
(b) the procedures used to fly the subject missed approach procedures with all engines
operating and with an inoperative engine.
1.1.2 For the subject instrument approach procedures, the air operator’s or private operator’s standard
operating procedures (SOPS) shall stipulate that the flight crew’s approach briefing will include
the procedures to be followed if a missed approach is conducted:
(a) with all-engines-operating; and
(b) with one-engine-inoperative.

1.2 OPERATIONAL CONTROL

1.2.1 The air operator or private operator shall ensure that only those aircraft that are capable of
meeting the aircraft requirements specified in paragraph 2.1.1 are permitted to conduct an
instrument approach procedure with a climb gradient greater than 425 ft/NM.

1.2.2 The air operator or private operator shall ensure that only those pilots who have been qualified in
accordance with training requirements specified in paragraphs 1.3.1 through 1.4.4 will be
permitted to conduct an instrument approach procedure with a climb gradient greater than 425
ft/NM.
1.2.3 Air operators or private operators who utilize a flight dispatchers shall ensure that only those flight
dispatchers who have been qualified in accordance with the requirements specified in paragraphs
1.3.2 through 1.3.4 will exercise authority respecting an operational flight plan, or conduct flight
watch, for a flight where the destination or alternate aerodrome requires the use of an instrument
approach procedure with a climb gradient greater than 425 ft/NM.

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1.3 GROUND TRAINING (INITIAL AND RECURRENT)

1.3.1 The air operator or private operator shall have an approved initial and recurrent ground training
program to qualify pilots respecting the conduct of instrument approach procedures with a climb
gradient greater than 425 ft/NM.
1.3.2 Air operators or private operators who conduct flight operations which require flight dispatchers
shall have an approved initial and recurrent ground training program to qualify flight dispatchers
respecting the conduct of instrument approach procedures with a climb gradient greater than 425
ft/NM.
1.3.3 The Initial and recurrent ground training for pilots and flight dispatchers shall include:
(a) the depiction of the subject instrument approach procedures, including climb gradient
information;
(b) the method used by the air operator to determine the maximum weights specified in
paragraphs 1.5.1 and 1.5.2; and
(c) the procedures used to fly the subject missed approach procedures with all-engines-
operating and with one-engine-inoperative.
1.3.4 The validity period of initial and recurrent ground training for pilots and flight dispatchers specified
in paragraphs 1.3.1 through 1.3.3 expires on the first day of the thirty-seventh month following the
month in which the training was completed, and is also subject to the following:

(a) Where the initial or recurrent ground training is renewed within the last 90 days of its
validity period, its validity period is extended by 36 months (from the date when the
pilot’s validity period was to have expired); and

(b) The Minister may extend the validity period of initial or recurrent ground training by up
to 60 days where the Minister is of the opinion that aviation safety is not likely to be
affected;

(c) Where all of the elements of initial or recurrent ground training have been taught within
the last 90 days of the ground training instructor’s validity period, that instructor’s
validity period (for initial or recurrent ground training) is extended by 36 months (from
the date when the instructor’s validity period was to have expired).

1.4 FLIGHT TRAINING (INITIAL AND RECURRENT)

1.4.1 The air operator or private operator shall have an approved initial and recurrent flight training
program to qualify pilots respecting the conduct of instrument approach procedures with a climb
gradient greater than 425 ft/NM.
1.4.2 The initial and recurrent flight training for pilots shall consist of a minimum of one missed
approach which has a climb gradient greater than 425 ft/NM. This missed approach shall include
a simulated engine failure.
1.4.3 Initial and recurrent flight training for pilots can be conducted in:

(a) an approved full flight simulator (FFS), certified to Level C or higher where the missed
approach is initiated from below the DH/DA/MDA;
(b) a flight training device (FTD), Level 6 or higher, or a FSS Level A or higher, where the
missed approach is initiated at or above the DH/DA/MDA; or
(c) an aeroplane, subject to the safety mitigation specified in Appendix B of this AC.

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1.4.4 The validity period of initial and recurrent flight training specified in paragraphs 1.4.1 through
1.4.3 expires on the first day of the thirty-seventh month following the month in which the training
was completed, and is also subject to the following:

(a) Where the initial or recurrent flight training is renewed within the last 90 days of its
validity period, its validity period is extended by 36 months (from the date when the
pilot’s validity period was to have expired); and

(b) The Minister may extend the validity period of initial or recurrent flight training by up to
60 days where the Minister is of the opinion that aviation safety is not likely to be
affected.

1.5 PERFORMANCE

1.5.1 The air operator or private operator, and the pilot-in-command, shall ensure that, with all engines
operating normally, the aircraft’s weight shall not be greater than that which will allow the aircraft
to achieve the required climb gradient published for the missed approach of the subject
instrument approach procedure.

1.5.2 The air operator or private operator, and the pilot-in-command (PIC), shall ensure that, with the
critical engine inoperative, the aircraft’s weight shall not be greater than that which will allow the
aircraft to either:
(a) meet the climb gradient published for the subject instrument approach procedure, while
following the published missed approach procedure; or
(b) achieve a flight path during the missed approach that will safely clear all obstacles.
1.5.3 Calculations made to determine the maximum aircraft weight for the purpose of paragraph 1.5.1
and 1.5.2 shall be based on the pilot:

(a) using 15 degrees or less of bank at or below 400 feet; and

(b) using no more than 25 degrees of bank thereafter, aircraft speed and configuration
permitting.
1.5.4 In determining the maximum weight specified in paragraphs 1.5.1 and 1.5.2, corrections shall be
made for the following conditions:

(a) pressure altitude;

(b) ambient temperature;
(c) the wind component, where not more than 50 per cent of the reported headwind
component or not less than 150 per cent of the reported tailwind component is
considered;
(d) climb gradient loss associated with any turns; and
(e) the capability of the aircraft’s navigation system to accurately maintain the required track.

2. AIRCRAFT REQUIREMENTS

2.1 CERTIFICATION STANDARDS

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2.1.1 The aeroplane utilized for the subject instrument approach procedure must have Aircraft Flight
Manual (AFM) performance information to meet the above-noted engine-inoperative take-off
performance requirements specified in paragraph 1.5.2 and must be certified in accordance with:
(a) Chapter 523 of the Airworthiness Manual (AWM)—Commuter Category Aeroplanes;
(b) Chapter 525 of the AWM;
(c) Federal Aviation Administration (FAA), Federal Aviation Regulations (FAR) 23 Commuter
Category at amendment 23-34 or later;
(d) FAA SFAR 41C and the performance requirements of International Civil Aviation
Organization (ICAO) Annex 8; or
(e) FAA FAR 25.

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APPENDIX B — SPECIFIC GUIDANCE RESPECTING THE CONDITIONS OF THE SPECIAL

AUTHORIZATION: INSTRUMENT APPROACH PROCEDURES – MISSED APPROACH CLIMB
GRADIENTS GREATER THAN 425 FT / NM

B.1 Overview
(1) The matrix below provides specific guidance corresponding to the conditions specified for the
SPECIAL AUTHORIZATION (SA): INSTRUMENT APPROACH PROCEDURES – MISSED
APPROACH CLIMB GRADIENTS GREATER THAN 425 FT/NM which appears in Appendix A of
this AC. Each row of the matrix provides:
(a) an Item Number to identify the portion of text;

(b) the specific condition of the SA to be discussed; and

(c) the corresponding guidance information related to that specific condition.

(2) The information provided in this matrix also provides air operators with specific guidance and
recommendations which can be used to mitigate the hazards associated with obstacle clearance
during the missed approach.
(3) While the SA specifically addresses climb gradients greater than 425 ft/NM, it is also
recommended that air operators utilize the principles of risk analysis, in conjunction with their
SMS (if applicable), to identify any other missed approaches that may present obstacle clearance
hazards – particularly with an inoperative engine. In particular, an analysis of the climb gradient
requirements of the missed approach procedures, compared to the climb capability of the aircraft,
should be conducted for any of the following circumstances:
(a) the published missed approach procedure has a non-standard climb gradient
requirement;

(b) departure procedure for the runway has a published minimum climb gradient;

(c) an engine-out departure procedure (EODP) is required in order to meet the regulatory
requirements stipulated in the CARs;

(d) there are runways that are used for landing but not for take-off; or

(e) any other circumstances where terrain and obstacles may present challenges respecting
obstacle clearance during the missed approach procedure, particularly with an
inoperative engine.
(4) Additional background information related to technical issues can be found in Appendix D of this
AC.

ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

1 Paragraph 1.1.1 (1) It is recognized that the quantity of information necessary to design
engine-out procedures is too large to be contained within a
Company Operations COM/OM. For this reason, a separate design or procedures manual
Manual (COM) / Private referenced in the COM/OM is appropriate. Any additional
Operators’ Operations
Manual (OM) documentation or manuals will not require approval by TCCA, but
should include the applicable information and criteria provided within
this AC.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

2 Paragraph 1.1.2 Standard Operating Procedures / Approach Briefings

Standard Operating (1) Preparedness for the missed approach, increased situational
Procedures (SOPS) awareness and the capacity to properly execute a missed approach
are greatly enhanced through a thorough approach briefing.

(2) For the approach briefing where a specified climb gradient and/or
obstacle clearance hazards are present, it is recommended that the
following elements be included (as applicable):

(a) required climb gradient as well as the location of critical

obstacles and/or high terrain, if applicable;

(b) engine-inoperative procedure to be conducted, including:

(i) missed approach track to be followed, specifically whether

or not to follow the:
(A) published missed approach procedure; or
(B) a special engine-inoperative procedure

Note: This should include a discussion of the selection

of an appropriate engine-out missed-approach track, if
more than one missed approach track is published.

(ii) acceleration altitude for flap retraction;

(iii) minimum altitude(s) and/or any waypoint(s) to commence a

turn;

(iv) required navigation aids;

(v) the configurations for:

(A) an approach with an engine-inoperative, and

(B) an engine-inoperative go-around;

(vi) requirement to declare an emergency (if not following the

published missed approach procedure;

(vii) any other information pertaining to the EOMAP.

(c) minimum safe altitude which will allow the aircraft to return to the
aerodrome or to proceed to another destination or a suitable
alternate;

(d) higher minimum altitudes (MDA, DA, DH); and

(e) maximum landing weight considerations.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

3 Paragraph 1.2.1 Reserved

through 1.2.3

Operational Control

4 Paragraph 1.3.1 Ground Training

through 1.3.3
(1) The goal of initial and recurrent ground training is to ensure that flight
Ground Training (Initial crews and flight dispatchers clearly understand the hazards and
and Recurrent) procedures necessary to ensure obstacle clearance during the
missed approach.

(2) In particular, they should understand:

(a) the climb gradient and obstacle clearance requirements

associated with the missed approach;

(b) the factors that can negatively influence an aeroplane’s climb

capability during the missed approach;

(c) that under some conditions, an aeroplane’s climb capability

may prevent it from achieving the required climb gradient for
the missed approach procedures; in this regard, an engine
failure is normally the most performance limiting case;

(d) that reduced obstacle clearance margins and a possible

collision with terrain or an obstacle may result if the aeroplane
is unable to meet the required climb gradient for the published
missed approach; and

(e) the process used by the air operator to identify and evaluate
these hazards and the processes that have been implemented
to manage the associated risks.

(3) Additionally, air operators conducting operations under subpart 705

of the CARs, must comply with the regulatory requirements specified
in section 705.111 of the CARs — Route and Aerodrome
Qualifications and the associated standards which are specified in
subsection 725.124(30) of the CASS.

(4) Additional information can be found in Appendix D, Section D.8.4 of

this AC Information Provided to Flight Operations Personnel.

(5) Ground training instructors have been given the flexibility to have
their own personal validity period – for initial or recurrent ground
training – renewed through the action of providing instruction.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

5 Paragraph 1.4.1 Flight Training

through 1.4.4
(1) The goal of initial and recurrent flight training is to ensure that flight
Flight Training (Initial crews have the necessary skills to conduct approaches and missed
approaches which require climb gradients greater than 425 ft/NM.
and Recurrent)
(2) Flight training cannot be considered to have been completed until the
pilot trainee can demonstrate proficiency in the conduct of the subject
instrument approach procedures.
(3) Flight training should address IAPs that have an established EOMAP
(or utilize an EODP for this purpose). In general, flight training should
be provided for the IAP in an air operator‘s route structure that has
the most challenging EOMAPs and under the most limiting weather
conditions applicable to the approach.
(4) Flight training should include all the procedures necessary to
transition from the approach to the missed approach until the aircraft
has reached a minimum safe altitude to return for a landing or
continue to an alternate aerodrome.
(5) Flight training does not need to be provided for more than one
aerodrome unless there are special considerations at other
aerodromes that must be addressed. Sufficient training should be
provided for a flight crew to demonstrate proficiency in EOMAPs at
such aerodromes.
(6) The missed approach must be conducted with a simulated engine
failure, with the simulated engine failure occurring under one of the
following conditions:
(a) prior to commencing the approach - when an engine-
inoperative approach is to be conducted;
(b) during go-around initiation; or
(c) after go-around initiation – when the aircraft is established in
the missed approach.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

Paragraph 1.4.1 (7) To the maximum extent possible, flight training respecting engine-
through 1.4.4 inoperative missed approach procedures should be provided in an
approved flight simulation training device (FSTD):
Flight Training (Initial
and Recurrent) (a) An approved full flight simulator (FFS), certified to Level C or
higher is required where the missed approach is initiated from
Continued… below the DH/DA/MDA, because of the requirement for visual
maneuvering with reference to the runway; or
(b) A flight training device (FTD), Level 6 or higher, or a FSS
Level A or higher, is required where the missed approach is
initiated at or above the DH/DA/MDA, because there is no
requirement for a visual system.

6 Paragraph 1.4.1 Flight Training Conducted in an Aeroplane

through 1.4.4
(1) WARNING: Air operators, private operators and those conducting
Flight Training (Initial flight training must utilize conservative judgement to ensure that
and Recurrent) adequate safety margins are provided during flight training
conducted in an aeroplane.
Continued…
(2) Training in an aeroplane should only be provided if sufficient safety
mitigations are provided to ensure that there is no degradation in
required safety levels. Prior to any training in aeroplane, a risk-
assessment should be conducted to ensure all potential hazards are
identified and the appropriate mitigations are put in place.
(3) Operators need to observe and be thoroughly familiar with the safe
training practices provided in numerous sources including, but not
limited to, the following:

(a) Subpart 722 of the Commercial Air Service Standard

(CASS), Schedule I — Pilot Proficiency Check (PPC) —
Aeroplane;
(b) Subpart 723 of the CASS (Aeroplane), Schedule I — PPC;
(c) Subpart 724 of the CASS (Aeroplane), Schedule II — PPC
— Aeroplane;
(d) Subpart 725 of the CASS (Aeroplane), Schedule II — PPC
— Aeroplane;
(e) Transport Canada Publication (TP) 6533 — Tenth Edition,
June 2017 — Approved Check Pilot Manual, Appendix A —
Safe Checking Practices; and
(f) TP 14727E, First Edition, Revision 1 (06/2017) — Pilot
Proficiency Check and Aircraft Type Rating, Flight Test
Guide (Aeroplanes)

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

7 Paragraph 1.5.1 (1) Compliance with this condition requires that the aircraft is able to
maintain the required climb gradient, with all engines operating,
Performance – All when the aircraft flies the vertical flight path and lateral path (track
engines operating or heading) specified in the published missed approach.

(2) In complying with this condition of the SA, operators must address
the regulatory requirements specified in subsection 602.127 (1) of
the CARs.

(3) For the purpose of compliance with this condition, it is acceptable to

assume that an aircraft which has the climb capability to achieve the
requirements specified above, with one-engine-inoperative, will also
have the climb capability to fulfill these requirements with all
engines operating.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

8 Paragraphs 1.5.2 (1) In order to account for the obstacle clearance with an inoperative
through 1.5.4 engine during the missed approach, air operators may:

Performance – One- (a) utilize manufacturer-designed software which has been

engine-inoperative developed for this purpose; or

(b) adapt the methods and techniques, including software, which

have been developed to address the regulatory requirements
that address engine-inoperative obstacle clearance during
take-off.

(2) The regulations and standards which address engine-inoperative

obstacle clearance requirements for takeoff are specified in:

(a) Sections 704.47 and 705.57 of the CARs — Net Take-off

Flight Path;

(b) Applicable Standards for Take-off Minima, including:

(i) Section 721.20 of the CASS — Take-off Minima

Reported RVR 1,200 feet (1/4 mile) Visibility and
Aeroplanes Take-off Minima Reported RVR 600 feet,

(ii) Section 723.30 of the CASS — Take-off Minima

Reported Visibility RVR 1200 feet (1/4 mile) -
Aeroplanes with Certified Engine-out Take-off and
Climb Performance,

(iii) Subparagraph 724.26(2)(a)(i) of the CASS —Take-off

Minima Reported Visibility RVR 1200 feet (1/4 mile) -
Aeroplanes with Certified Engine-out Take-off and
Climb Performance,

(iv) Paragraph 724.26(2)(c) of the CASS —Take-off

Minima Reported RVR 600 feet,

(v) Subsection 725.34(1) of the CASS — Take-off Minima

- Reported Visibility - RVR 1200 feet (1/4 mile), and

(vi) Subsection 725.34(2) of the CASS — Take-off Minima

- Reported Visibility - RVR 600 feet; and

(c) Section 604.49(a)(v) of the CARs – Take-off Minima.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

Paragraphs 1.5.2 (3) It is recognized that many operators contract out the design of
through 1.5.4 EODPs and EOMAPs to third party procedure designers, to benefit
from their expertise and experience. As the certificate holder, it is
Performance – One-
still the operator’s responsibility to:
engine-inoperative
(a) ensure that their engine-inoperative procedures are safe and
Continued…
effective;

(b) ensure that their engine-inoperative procedures comply with

the applicable regulations and standards; and

(c) ensure that flight crews and other operations personnel

thoroughly understand the engine-inoperative procedures they
are using.

(4) TCCA does not approve individual EODPs or EOMAPs that an air
operator may publish, but approves the Company Operations
Manual (COM). During any audits, reviews or safety assessments,
TCCA may examine individual procedures, the COM and any
associated manuals. During these reviews TCCA may request that
the air operator demonstrate that EODPs or EOMAPs:

(a) are safe;

(b) comply with all relevant regulatory requirements;

(c) comply with the AFM;

(d) provide the required obstacle clearance;

(e) can be executed by flight crews of average skill; and

(f) contain the correct and required information.

(5) As per Section 1.0, the methods and guidelines presented in this
AC and AC 700-016 are not the only acceptable methods. An air
operator who desires to use an alternate means should ensure that
alternate assumptions, methods and criteria used are well
documented and substantiated, and are acceptable to the Minister.

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ITEM CONDITION OF SA GUIDANCE INFORMATION

NO. (APPENDIX A)

Paragraphs 1.5.2 (6) Operators should establish procedures which will provide guidance
through 1.5.4 and information to the flight crews, flight dispatchers and other
applicable flight operations personnel on the safest way to conduct
Performance – One-
such an analysis, should it be required.
engine-inoperative
(7) Additional information can be found the following Sections of
Continued… Appendix D of this AC:

D.7 Addressing Climb Gradient Requirements and Aircraft Climb

Performance Capability.
D.8 Engine-Inoperative Missed Approach Procedures (EOMAP).
D.9 Distinctions and Special Conditions.

9 Paragraph 2.1.1 (1) Information can be found the following Sections in Appendix D:

Aircraft Requirements D.4 Aeroplane Climb Performance Capability.

D.5 Certification Standards.

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APPENDIX C – COMPLIANCE CHECKLIST

C.1 Overview

(1) The matrix below has been developed to assist air operators and private operators in ensuring
that they are in compliance with the conditions specified for the SPECIAL AUTHORIZATION
(SA): INSTRUMENT APPROACH PROCEDURES – MISSED APPROACH CLIMB
GRADIENTS GREATER THAN 425 FT/NM (Appendix A). This matrix also serves as an aid
for TCCA personnel for the purposes of certification and safety oversight.

(2) This matrix provides:

(a) A reference to the specific condition in the SA;

(b) The assessment of compliance (to be made by the air operator/private operator/TCCA
personnel); and
(c) An area to record the details of the air operator’s/private operator’s means of
compliance. (This can include, such things as the applicable references in the
company operations manual, etc.)

(3) This matrix can be reproduced locally.

REQUIREMENT COMPLIANCE MEANS OF COMPLIANCE

(Y/N) (References /
Documentation)

OPERATOR Company
REQUIREMENTS Operations Manual
(COM) / Private
Operators’
Operations Manual
(OM)

Paragraph 1.1.1

Standard Operating
Procedures (SOPS)

Paragraph 1.1.2

Operational Control
- Aircraft

Paragraph 1.2.1

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REQUIREMENT COMPLIANCE MEANS OF COMPLIANCE

(Y/N) (References /
Documentation)

OPERATOR Operational Control

REQUIREMENTS – Pilots

Continued… Paragraph 1.2.2

Operational Control
– Flight Dispatchers

Paragraph 1.2.3

Approved Initial and

Recurrent Ground
Training Program -
Pilots

Paragraph 1.3.1

Approved Initial and

Recurrent Ground
Training Program –
Flight Dispatchers

Paragraph 1.3.2

Ground Training
Program – Course
Content

Paragraph 1.3.3

Ground Training
Program – Validity
Periods

Paragraph 1.3.4

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REQUIREMENT COMPLIANCE MEANS OF COMPLIANCE

(Y/N) (References /
Documentation)

OPERATOR Approved Initial and

REQUIREMENTS Recurrent Flight
Training Program -
Pilots
Continued…
Paragraph 1.4.1

Training Program –
Course Content

Paragraph 1.4.2

Flight Training –
Aeroplane and
FSTD requirements

Paragraph 1.4.3

Flight Training–
Validity Periods

Paragraph 1.4.4

All Engine Operating

Required Climb
Gradient

Paragraph 1.5.1

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REQUIREMENT COMPLIANCE MEANS OF COMPLIANCE

(Y/N) (References / Documentation)

OPERATOR One-Engine-
REQUIREMENTS Inoperative
Required Climb
Gradient
Continued
Paragraph 1.5.2

Calculations

Paragraph 1.5.3

Corrections

Paragraph 1.5.4

AIRCRAFT Certification
REQUIREMENTS Standards

Paragraph 2.1.1

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APPENDIX D – TECHNICAL REQUIREMENTS / GUIDANCE

D.1 Overview

(1) Essential background information respecting obstacle clearance during the missed approach,
is described in this appendix, as follows:
D.1 Overview
D.2 Instrument Approach Procedure Design Criteria.
D.3 Obstacle Clearance as a Function of Climb Gradient
D.4 Aeroplane Climb Performance Capability
D.5 Aircraft Certification
D.6 Safety during the Missed Approach
D.7 Addressing Climb Gradient Requirements and Aircraft Climb Performance Capability
D.8 Engine-Inoperative Missed Approach Procedures (EOMAP)
D.9 Distinctions and Special Conditions

D.2 Instrument Approach Procedure Design Criteria

(1) The instrument approach procedures (IAPs) that appear in the Canada Air Pilot (CAP) are
designed in accordance with the procedure design criteria contained in Transport Canada
Publication TP308/GPH209. The criteria used in the United States are contained in FAA Order
8260.3C, United States Standard for Terminal Instrument Procedures (TERPS) and the ICAO
criteria are found in the ICAO Procedures for Air Navigation Services—Aircraft Operations
(PANS-OPS).

(2) The missed approach procedures of published IAPs are constructed in a manner that will ensure
obstacles clearance. An obstacle clearance surface (OCS) is a surface that is established to
clear all obstacles. The OCS can be thought of as a surface (flat, angled plane) which is used for
the containment (enclosure) of all obstacles.

(3) The required obstacle clearance (ROC) can be thought of as a safety margin which is provided to
ensure that aircraft do not penetrate the OCS. The climb gradient (CG) is the product of the ROC
(safety margin) and the OCS. Aircraft must maintain, or exceed, the required climb gradient, as
shown in Figure D.1.

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Figure D. 1 Obstacle Clearance Surface, required Obstacle Clearance and Climb Gradient

(4) A “standard” climb gradient of 200 feet/NM does not appear on a published IAP.

(5) In mountainous terrain and obstacle rich environments, the missed approach OCS may be
steeper than the standard 200 feet/NM. Aircraft must maintain, or exceed, this steeper required
climb gradient, as shown in Figure D.2.

Figure D. 2 Steeper climb gradient (CG) in mountainous terrain

(6) In the circumstances described above, the missed approach instructions will indicate a specific
climb gradient and the altitude or point to which the specific climb gradient must be maintained,
as depicted in Figure D.3. As the climb continues above that specified altitude, or beyond that

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specified point, a minimum 200 ft/NM climb gradient must be maintained until reaching a
minimum safe altitude.

Figure D. 3 Published IAP with a "specific" missed approach climb gradient

(Illustration used with the kind permission of Nav Canada.)

(7) The conduct of an instrument approach procedure (IAP) that requires a missed approach climb
gradient up to 425 feet/NM does not require a Special Authorization (SA) and may be published
in the Canada Air Pilot (CAP).
(8) An IAP that requires a missed approach climb gradient in excess of 425 feet/NM, must be
published as a Restricted Instrument Procedure (RIP) in the Restricted Canada Air Pilot (RCAP).
(9) The SA: Instrument Approach Procedures – Missed Approach Climb Gradients Greater than 425
ft/NM is required in to order to conduct an IAP with a missed approach climb gradient greater
than 425 feet/NM. The conditions for this SA appear in Appendix A of this AC.

D.3 Obstacle Clearance as a Function of Climb Gradient

(1) In order to ensure obstacle clearance, any climb gradient requirement, whether published or not,
must be treated as a surface which must not be penetrated from above until reaching a specified
height or position rather than as a gradient which must be exceeded at all points in the path.
(2) The aircraft’s actual flight path must at all times remain above the plane defined by the required
climb gradient. The relationship between the aircraft’s flight path and the required climb gradient
is explained with the following examples and corresponding illustrations:
(a) Flight path with all-engines-operating (AOE) – CG requirement met: With all engines
operating, there is typically an acceleration segment during which the flaps are retracted.
During this segment, the aircraft’s climb gradient may be less than the required climb
gradient. This is permissible, as long as the aircraft's overall climb gradient meets or
exceeds the required climb gradient, as shown in Figure D.4.

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Figure D. 4 Overall AEO climb gradient must meet or exceed the required climb gradient

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(b) Flight path with one-engine (OEI) inoperative – CG requirement met: With one-
engine-inoperative, there is typically a period of level acceleration during which the flaps
are retracted. During this level acceleration, the aircraft’s actual climb gradient will be
substantially less than the required climb gradient. This is permissible, as long as the
aircraft's overall climb gradient meets or exceeds the required climb gradient, as shown in
Figure D.5.

Figure D. 5 Overall OEI climb gradient must meet or exceed the required climb gradient

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(c) Flight path with one-engine-inoperative (OEI) – CG requirement NOT met: The
climb gradient capability of a multi-engine aeroplane (especially a twin engine aeroplane)
is significantly degraded compared to its all-engine-operating capability. The engine-
inoperative flight path may therefore not meet the required climb gradient unless the
weight of the aircraft is significantly reduced or if the approach is conducted under less
limiting environmental conditions, as shown in Figure D.6.

Note: In a situation where the required climb gradient cannot be achieved with one-
engine-inoperative, the operator may develop an alternative procedure which will achieve
a flight path that will safely clear all obstacles.

Figure D. 6 Unacceptable situation where the aircraft does NOT meet the required climb
gradient

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D.4 Aeroplane Climb Performance Capability

(1) Aeroplanes with all engines and systems operating are normally capable of meeting or exceeding
the standard (200 ft/NM) missed approach climb gradient that is required by the IAPs.
(2) A number of factors can negatively influence an aeroplane’s climb capability during the missed
approach. These factors include:

(a) engine failure;

(b) equipment failure and MEL items;
(c) high atmospheric temperatures;
(d) high pressure altitude;
(e) icing conditions;
(f) degraded climb performance when a turn is required to avoid terrain and obstacles, and
(g) high gross weight.
(3) Consequently, under some conditions, an aeroplane’s climb capability may prevent it from
achieving the required climb gradient of the missed approach procedures. Moreover, reduced
obstacle clearance margins and a possible collision with terrain or an obstacle may result if the
aeroplane is unable to meet the required climb gradient for the published missed approach. (See
Figure D.6)
(4) In particular, it should be understood that, under some conditions, an aeroplane with an
inoperative engine may not have the capability to meet the required missed approach climb
gradient. An engine failure is normally the most performance limiting case, as shown in
Figure D.7.

Figure D. 7 Decreased aircraft climb capability with an inoperative engine

(5) In consideration of the above, air operators must ensure that the aircraft is able to maintain
obstacle clearance, with one-engine-inoperative (normally the most limiting case), for the missed
approach.

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D.5 Aircraft Certification

(1) The climb performance capability of various aeroplanes can be broadly divided into two
categories:
(a) Aircraft with certified engine-inoperative climb performance information; and

(b) Aircraft that do not have certified engine-inoperative climb performance information.

(2) The certification basis for the aeroplanes in these two categories is explained below.

D.5.1 Aircraft with Certified Engine-Inoperative Climb Performance Information

(1) Aircraft with certified engine-inoperative climb performance information possess Aircraft Flight
Manual (AFM) performance information which satisfies the engine-inoperative take-off
performance requirements. These requirements are specified in Sections 704.47 and 705.57 of
the CARs – Net Take-off Flight Path, Section 604.49(a)(v) of the CARs – Take-off Minima, as
well as the applicable provisions in the CASS for Take-off Minima Reported RVR 1,200 feet (1/4
mile) and Reported RVR 600 feet.
(2) Aeroplanes certified in accordance with any of the following standards have the required AFM
performance information to meet the above-noted engine-inoperative take-off performance
requirements:

(a) Chapter 523 of the Airworthiness Manual (AWM)—Commuter Category Aeroplanes;

(b) Chapter 525 of the AWM;
(c) Federal Aviation Administration (FAA), Federal Aviation Regulations (FAR) 23 Commuter
Category at amendment 23-34 or later;
(d) FAA SFAR 41C and the performance requirements of International Civil Aviation
Organization (ICAO) Annex 8; or
(e) FAA FAR 25.
(3) Aeroplanes certified to the preceding standards will have performance information in the AFM for
the computing of weights to satisfy the performance requirements related to engine-inoperative
flight; these include:
(a) One-engine-inoperative take-off;
(b) One-engine-inoperative climb based on Weight, Altitude and Temperature (WAT);
(c) One-engine-inoperative obstacle clearance;
(d) Enroute climb (with one-engine-inoperative);
(e) Landing climb; and
(f) Approach climb (with one-engine-inoperative).

D.5.2 Aircraft that do not have Certified Engine-Inoperative Climb Performance Information
(1) Multi-engine aeroplanes certified in the Chapter 523 of the AWM / FAA FAR 23 Normal category
or other categories not specified in section D.5.1 (2) of this AC, do not have the AFM
performance information listed section D.5.1 (3) of this AC, or they may have only a limited
subset of this information.
(2) Single-engine aeroplanes generally have limited AFM performance information and are, of
course, unable to climb in the event of an engine failure.

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D.5.3 Availability of All-Engine-Operating Climb Performance Information

(1) Although certified engine-inoperative climb performance information is required by the

airworthiness standards described in Section D.5.1, there is no regulatory requirement for all-
engine-operating performance information other than that specified for landing climb information:

(a) The manufacturer should be consulted respecting the availability of suitable all-engine-
operating (AEO) climb information; and
(b) Where no manufacturer-produced AEO climb information is available, it is acceptable to
assume that an aircraft which has the climb capability to achieve the required climb
gradient with one-engine-inoperative, will also have the climb capability to fulfill this
requirement with all engines operating.

D.6 Safety during the Missed Approach

(1) Although a relatively infrequent occurrence, there are circumstances which require a missed
approach to be conducted.
(2) Missed approaches or rejected landings can occur due to a variety of circumstances such as:
(a) Unstabilized approaches;
(b) Unexpected environmental conditions (e.g., cross winds, turbulence);
(c) Aircraft related failures (e.g., gear unsafe);
(d) Air Traffic Service contingencies (e.g. vehicle or aircraft incursion on landing runway);
(e) Loss of visual reference;
(f) When a pilot finds the runway surface unsuitable (e.g., clutter, flocking birds);
(g) When the runway is blocked (airport vehicles or exiting aircraft ahead not clear); or
(h) A balked landing or missed approach for any other reason.
(3) It is essential that flight crews are always ready to abandon the approach and execute a missed
approach whenever conditions warrant. This is especially important for situations where a
specified climb gradient and/or obstacle clearance hazards are present.
(4) A multi-engine aircraft with certified engine-inoperative performance should be capable of safely
executing a missed approach, with the aircraft in a normal configuration, or specified non-normal
configurations (e.g., engine out, if applicable) – if the aeroplane’s reduced climb gradient
capability has been properly accounted for.
D.7 Addressing Climb Gradient Requirements and Aircraft Climb Performance Capability
(1) Operators strive to have the capability of operating at the highest possible weights; this allows
them to maximize the payload that they can safely carry.
(2) To safely operate at the highest possible weights, operators must understand and address the
IAP’s climb gradient requirements, in relation to the aircraft’s climb performance capability.
D.7.1 All-Engines-Operating
(1) Operators must ensure that their aircraft are able to achieve the required climb gradient, with all
engines operating, when conforming to the published missed approach procedure specified on
the published IAP, as required by subsection 602.127 (1) of the CARs – Instrument Approaches.
D.7.2 One-Engine-Inoperative
(1) When conducting an IAP with a climb gradient greater than 425 ft/NM, operators and the pilots-in-
command (PICs), must ensure that, with the critical engine-inoperative, the aircraft’s weight shall
not be greater than that which will allow the aircraft to either:

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(a) meet the climb gradient published for the subject instrument approach procedure, while
following the published missed approach procedure; or
(b) achieve a flight path during the missed approach that will safely clear all obstacles.

(2) In some circumstances, operators and PICs should also ensure that their aircraft are able to
achieve the required obstacle clearance, with a critical engine-inoperative, regardless of the
published climb gradient. Details of those circumstances which require special consideration are
provided in Appendix B of this AC.
(3) To achieve the highest possible weights and ensure an adequate climb capability, when
accounting for a failure of the critical engine, operators have a number of options:

(a) Develop a special Engine-Out Missed Approach Procedure (EOMAP) where the climb
gradient requirements are not met by following the published missed approach
procedure. (See section D.8 of this AC for information regarding EOMAPs.); or

(b) Utilize a vertical flight path which would allow the aircraft to meet or exceed the published
missed approach climb gradient, by climbing to a higher altitude prior to commencing the
level acceleration segment for flap retraction. (See Figure D.8)

Note: When choosing to utilize a vertical path described above, operators may employ
a simplified method, whereby the aircraft’s one-engine-inoperative climb gradient
capability is verified to meet or exceed the climb gradient specified for the published
missed approach procedure. This is acceptable providing:

(i) The climb to flap retraction altitude and flap retraction can be achieved while
respecting the time limit for take-off or go-around thrust. (This is typically 5
minutes, or in some cases 10 minutes, with an inoperative engine.), and

(ii) Because the aircraft’s climb capability decreases with increasing altitude, the
determination of the aircraft’s climb gradient is made at the highest altitude where
the specified climb gradient is required. Making this determination at a lower
altitude would be invalid because the aircraft’s climb gradient capability during the
climb decreases as true airspeed increases and thrust decreases.

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Figure D. 8 Obstacle clearance achieved by using a higher acceleration (flap retraction) altitude

(c) Commencing the missed approach from a higher altitude, will result in a less steep climb
gradient. Raising the minimum altitudes (MDA, DA or DH) to reduce the missed approach
climb gradient to a value that can be achieved at a typical landing weight for the particular
route with an engine inoperative (Fig D.9). An appropriate procedure design approval
may be necessary to depict alternate or multiple minima on an instrument approach
procedure.
Figure D. 9 Commencing the missed approach from a higher DA/MDA/DH

(d) Dispatching the aircraft at a lighter weight, if possible.

(e) Dispatch the aircraft at another time, when environmental conditions (wind, temperature,
pressure altitude) would permit the aircraft to achieve the required climb gradient, if
possible.

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D.7.3 Assessment of the Missed Approach Climb Gradient Required for a Published IAP in
Comparison to the Performance Capability of the Aircraft

(1) The assessment of the missed approach climb gradient required for a published IAP, in
comparison to the climb performance capability of the aircraft, is accomplished by:

(a) Comparing the climb gradient required for a published IAP missed approach procedure
with the performance capability of the aircraft. For this comparison, it is assumed that all
engines are operating normally and that the aircraft will fly the vertical flight path and
ground track specified in the published missed approach procedure, as specified in
Appendix A, Paragraph 1.5.1 of this AC; and
(b) Conducting an aerodrome analysis for the missed approach procedure. For this analysis,
as specified in Appendix A, Paragraph 1.5.2 of this AC, it is assumed that critical engine
is inoperative and that:
(i) the aircraft will fly the vertical flight path and ground track specified in the
published missed approach; or
(ii) the aircraft will fly an alternative vertical flight path and/or ground track which will
ensure adequate obstacle clearance.
Note: This analysis may adapt the methodologies and techniques which have been
developed to address the regulatory requirements for engine-inoperative obstacle
clearance that are stipulated for takeoff. (See Appendix E of this AC for a list of these
regulations.)
(2) In order to assess the missed approach climb gradient required for a published IAP, in
comparison to the performance capability of the aircraft AP, the following elements must be
considered:

(a) The required climb gradient that the aircraft must achieve until reaching a suitable
minimum IFR altitude.
(b) The vertical flight path to be followed. In the case of an engine failure (for suitable
aircraft), the vertical flight path during the missed approach may correspond to the
engine-inoperative vertical flight path utilized for takeoff;
(c) Obstacle clearance; it is understood that any climb gradient requirement, whether
published or not, will be treated as a plane which must not be penetrated from above until
reaching the stated height, rather than as a gradient which must be exceeded at all points
in the path. (For additional information and an illustration, see Section D.3 as well as
Figures D.4, D.5 and D.6 in this AC);

(d) The impact on climb performance caused by:

(i) temperature,
(ii) pressure altitude, and
(iii) Wind (positive effect of headwinds and negative effect of tailwinds; as well as the
effect of crosswinds).

(e) The performance degradations caused by:

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(i) engine failure,

(ii) equipment failure,
(iii) bank angle during turns, and/or
(iv) airframe icing.
(f) The lateral flight path which to be followed;
(g) The navigation requirements and the aeroplane’s navigation capability;
(h) The flight crew Standard Operating Procedures (SOPs);
(i) Any operational considerations specific to approach procedure; and
(j) Any specific terrain and weather considerations.

D.8 Engine-Inoperative Missed Approach Procedures (EOMAP)

D.8.1 EOMAP – General

(1) EOMAPs provide flight crews with the necessary flight path guidance, specific routes and/or a
specific climb profile, to be followed when conducting an engine-inoperative missed approach.

(2) An option to maximize landing weight, when significant obstacles are present along the normal
missed approach route, is to use a special one-engine-inoperative routing – which varies from the
missed approach routing in the published IAP.

(3) If there is a separate one-engine-inoperative missed approach procedure, then the obstacles
along this track are used to determine the maximum approach weight for that runway. (The
details of significant obstacles may also be included in the description of the procedure.)

(4) In the development of EOMAPs, air operators may:

(a) utilize manufacturer-designed software which has been developed for this purpose; or

(b) adapt the methodologies and techniques that are used to develop engine-inoperative
departure paths (EODPs). These EODPs are developed of address the regulatory
requirements that exist for take-off respecting engine-inoperative obstacle clearance.

(5) EODPs and EOMAPs are either developed by the air operator (utilizing software developed by
the aircraft manufacturer) or by a third party service provider on the air operator’s behalf.

(6) There are fundamental differences between the missed approach procedures in published IAPs
and EOMAPs:

(a) The missed approach procedures in published IAPs are based on the assumption of
normal aircraft performance, with all engine operation; and

(b) In contrast, EOMAPs are based upon engine-inoperative performance in relation to

obstacle clearance.

(7) Air operators must ensure that their flight crews are made aware of the procedure to be followed
to ensure obstacle clearance in the event of an engine-inoperative missed approach. Flight
crews should know if, when conducting a missed approach with an inoperative engine, they
should:

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(a) Follow the missed approach procedure in the published IAP; or

(b) Follow a special EOMAP, which varies from the published IAP.

(8) Flight Crews must be aware of the authority of the pilot-in-command to deviate from a published
missed approach procedure, or any ATC clearances and instructions, when necessary to remain
clear of obstacles and/or terrain.

Note: An engine failure during a missed approach is a non-normal condition, and therefore
takes precedence over noise abatement, air traffic, SIDs, Departure Procedures, and other
normal operating considerations.

(9) Flight Crews must be aware of the authority of the pilot-in-command to declare an emergency
and advise ATC of the deviation from a published missed approach procedure, or any ATC
clearances and instructions, when necessary to remain clear of obstacles and/or terrain.

Note: Declaring an emergency may assist the flight crew in coping with the degraded
performance and increased workload associated with an engine failure while navigating to remain
clear of obstacles and/or terrain.

D.8.2 Design Considerations for Engine-Out Approach Procedures

(1) In developing an EOMAP, the aircraft system and navigational capability needs to be assessed to
ensure that the aircraft can be flown to the required tolerance in IMC. Crew procedures must also
be in place to adequately address this requirement.

Note: Ensuring the adequacy of navigational capability is particularly important for those
EOMAPs that utilize less conservative obstacle clearance margins than those utilized for
published instrument approach procedures.

(2) To the maximum extent possible, EOMAPs should be designed to adhere to the normal missed
approach procedures for the published IAP. Doing this will minimize complexity, reduce flight
crew workload, and will also help to ensure predictability of the aircraft flight path for ATC.
(3) In order for an air operator to determine that a missed approach procedure maintains the
necessary obstacle clearance with an inoperative engine, the air operator should consider that an
engine failure might occur at any point during the missed approach.
(4) Consideration should be given to the possibility of an engine failure occurring after passing the
point at which the one-engine-inoperative missed approach track diverges from the normal
missed approach track of the published IAP. Judicious selection of this point would simplify the
procedure and minimize the difficulty of this analysis. This is generally achieved by keeping the
two tracks identical for as far as is practical.
(5) The EOMAP should be designed with simplicity in mind, because the flight crew will need to
control the aircraft’s flight path – and at the same time, action the engine failure procedure.
Elaborate procedures involving numerous turns, conditional statements, speed restrictions,
navigation radio selection and tuning, etc. should be avoided.

(6) In some rare cases, two or more special one-engine-inoperative tracks may be required to
accommodate all the potential engine failure scenarios.

(7) The analysis of engine failure scenarios may require the use of other suitable performance
information in addition to that provided in the AFM. (For additional information, see AC 700-016,
Section 14.1)

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(8) Any pertinent weather requirements or restrictions (Wind, OAT, QNH, Minimum Ceilings and
Visibilities) should be published for the EOMAP.

(9) The EOMAP should identify, depict or provide information on significant obstacles and terrain.

(10) The EOMAP routing should be designed to avoid restricted or prohibited airspace.

(11) The EOMAP routing should be designed to avoid triggering any Terrain Awareness and Warning
System (TAWS) alerts when the aircraft is flown along the EOMAP route within the specified
tolerances. Should TAWS alerts be expected, the flight crew should be made aware of:

(a) where in the EODP the TAWS alerts may occur;

(b) which specific TAWS alerts may be expected; and
(c) what specific actions the flight crew should take in response to them.

(12) In designing an EOMAP, a risk assessment should be performed to identify and focus on the
high-risk portion(s) of the missed approach procedure, which may include proximate terrain and
obstacles, aircraft performance limitations, foreseeable winds and other weather phenomena, etc.
Selecting a route away from significant terrain and/or providing a holding procedure (shuttle
climb) to climb to a safe enroute altitude are methods to reduce the level of risk to an acceptable
level.

D.8.3 Use of an EODP as an EOMAP

(1) In the absence of a specially designed EOMAP, the use of an EODP for an engine-inoperative
missed approach is recognized as a reasonable means of helping to mitigate the hazards of
obstacle clearance during a missed approach with an inoperative engine, provided the
differences in the two procedures are understood and accounted for.
(2) When considering the use of an EODP for the missed approach, one must remember that the
EODP would commence at the departure end of the runway and not necessarily from the missed
approach point, which may be quite a distance from the arrival end of the runway. Moreover, the
aircraft must have the navigational capability to:
(a) overfly the landing threshold;
(b) track the runway centerline; and
(c) overfly the runway end while maintaining the specified lateral obstacle clearance
requirements.
D.8.4 Information Provided to Flight Operations Personnel
(1) Flight crews, flight dispatchers and other flight operations personnel must have the information
necessary to perform their duties. This includes, but is not necessarily limited to, the following:
(a) The maximum allowable weight to commence the approach, which will ensure that the
aircraft will be able to attain the required climb gradient, both with all engines operating
and with an inoperative engine;
(b) The intended track in case of an engine failure. Some air operators have a standard
policy of flying runway heading after an engine failure; while others routinely assume the
all-engines-operating ground track of the published IAP unless specifically stated
otherwise. In any case, the intended track should be apparent to the flight-crew, and
failure at any point along the track should be taken into account;

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(c) The speeds and bank angles to be flown; both with all engines operating and with an
inoperative engine;
(d) The heights or altitudes to commence an acceleration segment and/or flap retraction and
cleanup as well as thrust reduction;
(e) Where turns should be initiated. (Immediate turns should be specified with a minimum
altitude for initiation of the turn or a readily identifiable location relative to the runway or
navigational fix); and
(f) The location of any critical obstacles or terrain, may also be provided.
(2) The information described above may be presented as a general policy for all aerodromes with
exceptions stated as applicable, or it may be specified for each individual aerodrome or
instrument approach procedure.
(3) Air operators are reminded of the regulatory requirements that are described in Appendix E of this
AC. These requirements should be considered when determining how the information in this AC
will be disseminated.
(4) The development and implementation of unique missed procedures including EOMAPs should be
coordinated with an air operator‘s flight operations department. Flight crews should receive
instructions through an appropriate means regarding these procedures. Based on the complexity,
these instructions could be in the form of flight operations bulletins, revisions to selected flight
crew manuals, and/or approach charts. In addition, special ground and/or simulator training may
be appropriate.

D 8.5 Validation Flights

(1) Consideration should be given to conducting simulator evaluation flights to confirm a flight crews’
ability to fly an actual EOMAP and to uncover any potential problems associated with those
procedures. Problems may occur if the EOMAP differs significantly from the all-engines
operating procedures, or if terrain makes course guidance questionable at the one-engine-
inoperative altitudes. Assessments should be made to ensure that EOMAP vertical and lateral
flight paths are compatible with TAWS alerting envelopes.
(2) It should be emphasized that the purpose of this simulator evaluation is not to prove the validity
of the performance data or to demonstrate obstacle clearance.
(3) Any validation performed in a simulator, requires that the simulator be appropriately modeled
and qualified.
(4) A validation flight can also be conducted in an aeroplane provided sufficient safety mitigations
are provided to ensure that there is no degradation in required safety levels.
(5) Prior to conducting a validation flight in aeroplane, a risk-assessment should be conducted to
ensure all potential hazards are identified and the appropriate mitigations are put in place.
(6) If an actual validation flight in an aircraft is required, it is recommended that a pre-validation flight
be conducted in the simulator to simulate actual evaluation/validation conditions and procedures.
It may also be possible that prior experience gained by another aircraft type and/or air operator
may provide sufficient confirmation of the procedure.
(7) Validation flights in an aircraft should be conducted under day VMC. Under NO circumstances
should validation flights be conducted with passengers or non-essential personnel on board.
(8) For the conduct of a validation flight in an aeroplane, ooperators and pilots need to observe
and be thoroughly familiar with the safe training practices provided in numerous sources
including, but not limited to those listed in Appendix B, Item No. 6, Flight Training Conducted
in an Aeroplane.

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(9) WARNING: Conservative judgement must be utilized to ensure that adequate safety margins
are provided when conducting a validation flight in an aeroplane.

D.9 Distinctions and Special Conditions

D.9.1 Distinctions
(1) For the purposes of this AC, distinctions need to be made regarding the terms “a go-around, a
missed approach, a rejected landing and a balked landing.”
(a) Go-Around: A transition from an approach to a stabilized climb.
(b) Missed Approach: Means the procedure to be followed if, for any reason after
conducting an instrument approach, a landing is not effected (CAR 101.01(1)).
(c) Missed Approach Procedure: The lateral and vertical flight path followed by an aircraft
after the initiation of a go-around. Typically an aircraft conducting a “missed approach”
follows the published missed approach segment of an instrument approach procedure, or
follows alternative missed approach instructions (radar vectors) in order to return to
landing, or divert to an alternate.
(d) Rejected Landing: A discontinued landing attempt. A rejected landing typically is
initiated at low altitude but prior to touchdown and typically is initiated below DA(H) or
MDA(H) of an IAP. A rejected landing may be initiated in either visual meteorological
conditions (VMC) or instrument meteorological conditions (IMC). A rejected landing
typically results in a missed approach. If related to the consideration of aircraft
configuration(s) or performance, it is sometimes referred to as a Balked Landing.
(e) Balked Landing: A discontinued landing attempt. The term is often used in conjunction
with aircraft configuration or performance assessment, as in Balked landing climb
gradient. Also see Rejected Landing.
Note: This AC does not specifically address the “Low Energy Landing Regime” – which is a
specific set of conditions related to the balked landing. Additional information regarding the low-
energy landing regime can be found in Commercial and Business Aviation Advisory Circular
(CBAAC) No. 0141 – Notice to Pilots and Air Operators - Low-Energy Hazards/ Balked
Landing/Go-Around (Dated 1998.05.13)
(2) It should be understood that the OCS, ROC and resulting climb gradient for an IAP are based on
the assumption that this missed approach is commenced from the MDA, DA or DH at the missed
approach point.
(3) In contrast, a rejected landing (balked landing) is initiated from below the MDA, DA or DH; and
from directly over the runway – which is some distance downrange from the missed approach
point. Therefore, for a missed approach initiated from a rejected landing, the aircraft’s flight path
will initially be lower than the climb gradient for the IAP. (Figure D.10)

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Figure D. 10 Rejected landings are conducted lower and further downrange than the MAP

D.9.2 “One-Way” Aerodromes or Other Special Situations

(1) Where obstacle clearance is determined by the air operator to be critical, such as for:

(a) Aerodromes in mountainous terrain that have runways that are used predominantly for
landing in one direction and take-off in the opposite direction (“one way in” and “opposite
way out”); or

(b) Runways at which the planned landing weight is greater than the allowable take-off
weight.

(2) The air operator should provide the following guidance to the flight crew:

(a) the flight path that provides the best ground track for obstacle clearance; and

(b) the maximum weight(s) at which a missed approach or rejected landing can safely be
accomplished under various conditions of temperature, wind, and aircraft configuration.

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APPENDIX E – APPLICABLE REGULATIONS

E.1 Overview
(1) Some of Canadian Aviation Regulations (CARs) and Commercial Air Service Standards
(CASS) that are applicable to air operators and private operators conducting instrument
approach procedures (IAPs) with missed approach procedures (MAPs) that require climb
gradients greater than 425 feet/NM are specified below.

(2) Air operators and private operators should also ensure that they comply with the appropriate
foreign regulations when operating outside of Canadian airspace, and should consult the
relevant civil aviation authority for guidance respecting these regulations.

CAUTION: The regulations listed below are not necessarily complete and up to date; and they
will not necessarily be updated. Air operators, private operators and pilots are responsible for
compliance with all relevant provisions.

E.2 Part VI, Subpart 2 of the CARs

SUBJECT PROVISIONS in the CARs PROVISIONS in the CASS

Pre-flight Information Section 602.71 N/A

Instrument Sections 602.127 N/A

Approaches

E.3 Part VII, Subparts 1, 2, 3, 4 and 5 of the CARs

SUBJECT PROVISIONS in the CARs PROVISIONS in the

CASS

Contents of an Air Operator Subparagraphs Sections 722.08, 723.08,

Certificate 701.08(g)(i), 701.08(g)(vi), 724.08 and 725.08
702.08(g)(ii), 702.08(g)(xii),
703.08(g)(ii), 703.08(g)(x),
704.08(g)(ii) 704.08(g)(xi),
705.08(g)(ii) and
705.08(g)(xi)

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Part VII, Subparts 1, 2, 3, 4 and 5 of the CARs - Continued…

SUBJECT PROVISIONS in the CARs PROVISIONS in the

CASS

Company Operations Manual Sections 702.82, 703.105, Sections 722.82, 723.105,

704.121 and 705.135 724.121 and 725.135

Requirements relating to Sections 702.81, 703.104, N/A

Company Operations Manual 704.120 and 705.134

Standard Operating Procedures Sections 702.84, 703.107, Sections 722.84, 723.107,

(SOPs) 704.124 and 705.138 724.124 and 725.138

Flight Crew Member Sections 702.65, 703.88, Sections 722.65, 723.88,

Qualifications 704.108 and 705.106 724.108 and 725.106

Qualifications of Operational Sections 703.89, 704.109 Sections 723.89, 724.109

Control Personnel / Flight and 705.111 and 725.111
Dispatcher Qualifications

Training Program (Pilots) Sections 702.76, 703.98, Sections 722.76, 723.98,

704.115 and 705.124 of the 724.115 and 725.124 of
CARs the CASS

Training and Qualification Subsections 702.77, N/A

Records 703.99, 704.117 and
705.127

Net Take-off Flight Path Sections 704.47 and 705.57 Section 724.47

Safety Management System Sections 107.01, 107.02, N/A

107.03, 107.04 604.183,
604.202, 604.203, 705.151,
705.152 and 705.153.

Route and Aerodrome Section 705.111 Section 725.111

Qualifications

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E.4 Part VI, Subpart 4 of the CARs

SUBJECT PROVISIONS in the CARs

Other Activities Approved by the Minister Section 604.47

Operations Manual - General Requirements Subsection 604.197

Standard Operating Procedures (SOPs) Paragraphs 604.197(1)(i), (j)and (p)

Flight Crew Member Qualifications Paragraphs 604.143(1)(b) and (c)

Training Program Section 604.166

Acquiring and Maintaining Competency Section 604.167

Training Program Content and Training Section 604.168

Facilities

Instructor Qualifications and Training Section 604.144

Flight Crew Members Ground Instruction Subsection 604.169(1)

Flight Crew Members — Aircraft Operation Subsection 604.170

Training

Training and Qualification Records Subsection 604.149 (1)

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