ARCHIVED — Vol. 145, No. 49 — December 3, 2011

Regulations Amending the Canadian Aviation Regulations (Parts Ⅰ, VI and VII)

Statutory authority

Aeronautics Act

Sponsoring department

Department of Transport

REGULATORY IMPACT
ANALYSIS STATEMENT

(This statement is not part of the Regulations.)

Executive summary

Issue

A controlled flight into terrain (CFIT) is a type of accident in which a flight crew loses its awareness of its proximity to terrain and flies an airworthy aircraft into terrain or an obstacle while the aircraft is under complete control. From 1977 to 2009, 35 airworthy aeroplanes were flown into the ground while under pilot control, resulting in 100 fatalities and 46 serious injuries. The Canadian industry has been aware of this situation and of the technologies available to mitigate the risks associated to environments conducive to CFITs. To date, risk information alone has not motivated all operators to equip their aircraft with existing technologies.

Use of a Ground Proximity Warning System (GPWS), a system that gives flight crews minimal early warning of impending collision with terrain, has been required since the mid-1980s by the Canadian Aviation Regulations (CARs) as it was by the Regulations that CARs replaced. TAWS improves on the existing GPWS by providing the flight crew much earlier aural and visual warnings of an impending collision with terrain or obstacles and provides these warnings under conditions in which the GPWS cannot. The GPWS has no ability to “look ahead” of the aircraft to evaluate the potential danger of oncoming terrain or other obstacles. Also, GPWS alerts and warnings are inhibited when landing gear and flaps are extended in landing configuration. If an aircraft in landing configuration descends to a location other than a runway, it will receive no GPWS alert or warning. TAWS has a “forward-looking” terrain display, based on real-time comparison of an aircraft’s location coordinates with stored terrain data. TAWS also allows the development of a terrain clearance “floor,” based on calculated distance to a specified runway threshold location, which will provide alerts and warnings independent of landing gear or flap settings. (see footnote 1)

There are two classes of TAWS equipment available, Class A and Class B. Class A TAWS is intended for larger aeroplanes, while Class B is intended for smaller aeroplanes. Both classes have the terrain look-ahead function called Forward Looking Terrain Avoidance (FLTA) and the unsafe terrain clearance function called Premature Descent Algorithm (PDA) in addition to the basic GPWS function. Because Class B TAWS is intended for smaller aeroplanes, it has reduced GPWS modes compared to Class A TAWS and is simpler and less expensive to install.

Terrain Awareness Warning Systems require an accurate input of altitude to function correctly. Most current TAWS equipment has an altitude accuracy function that can be referred to as an Enhanced Altitude Accuracy (EAA) function. The EAA function uses various sources of altitude information including the Global Positioning System (GPS), radio altimeter readings, and static air temperature readings to compute a very accurate altitude input, despite various atmospheric conditions of temperature and pressure that can lead to errors in altitude calculation. The EAA function also protects against flight crew errors by automatically setting altitude references necessary for accurate altitude measurements.

The proposed regulatory amendments will apply to private turbine-powered aeroplanes configured with six or more seats, excluding pilot seats, and to commercial aeroplanes configured with six or more seats, excluding pilot seats. Companies will have two years from the date on which the Regulations come into force to equip their aeroplanes with TAWS and five years from the same date to equip them with EAA.

Objectives

These proposed amendments would further Transport Canada’s mission to serve the public interest through the promotion of a safe and secure transportation system in Canada. In particular, the proposed regulatory amendments address key policy issues:

Transportation Safety Board recommendations

These proposed amendments would respond to a recommendation of the Transportation Safety Board of Canada (TSB), made following an accident in February 1995, for a requirement to install a GPWS on all turbine-powered Instrument Flight Rule (IFR)-approved commuter and airline aircraft carrying 10 or more passengers. The intent of the recommendation was that the enhanced safety provided by GPWS not be limited to turbo-jet powered aircraft but should be a function of the purpose of the aircraft and of its passenger-carrying capacity.

International alignment

The Federal Aviation Administration (FAA) introduced in March 2001 requirements for turbine-powered aeroplanes configured with six or more seats, excluding pilot seats, to be equipped with TAWS.

The International Civil Aviation Organization (ICAO) introduced in 2003 a standard for international commercial aviation requiring that turbine-powered aeroplanes with a maximum certificated take-off weight (MCTOW) of more than 5 700 kg, and authorized to carry more than nine passengers, be equipped with a Class A TAWS. It is recommended that smaller turbine-powered aeroplanes in international commercial aviation, although not the subject of an ICAO standard, have a Class A TAWS.

The European Aviation Safety Agency, or EASA (which now incorporates the European Joint Aviation Authority [JAA]), has adopted the ICAO standard, and the individual States that are signatories to their agreement are in the process of adopting TAWS requirements.

Description

Part VI General Operating and Flight Rules of the CARs deals with the general operating and flight rules which apply to all aircraft operations, private and commercial. Part VII Commercial Air Services of the CARs governs the use of airplanes and helicopters in commercial air services, including airworthiness rules relating specifically to commercial operations.

These proposed amendments would introduce new sections and associated new standards in Subpart 605 Aircraft Requirements, Subpart 703 Air Taxi Operations, Subpart 704 Commuter Operations, and Subpart 705 Airline Operations as summarized in the following table:

CAR Subparts	Proposed Regulatory Requirements
Subpart 605	Private turbine-powered aeroplanes and commercial aircraft configured with six or more seats, excluding pilot seats, except when operated DAY Visual Flight Rules, would be required to be equipped with Class B TAWS with EAA functionality.
Subpart 703	Aeroplanes configured with six or more seats, excluding pilot seats, except when operated DAY Visual Flight Rules, would be required to be equipped with Class B TAWS with EAA functionality.
Subpart 704	Aeroplanes configured with six to nine passenger seats, except when operated DAY Visual Flight Rules, would be required to be equipped with Class B TAWS with EAA functionality. Aeroplanes configured with 10 or more passenger seats, exclusive of pilot seats, except when operated DAY Visual Flight Rules, would be required to be equipped with Class A TAWS with EAA functionality and a terrain awareness and situational display.
Subpart 705	Aeroplanes would be required to be equipped with Class A TAWS with EAA functionality and a terrain awareness and situational display.

Regulatory and non-regulatory options considered

A number of regulatory and non-regulatory options were considered to reduce the risk to Canadians of CFIT accidents in passenger-carrying aircraft.

Status quo

The status quo was rejected because it would leave passengers and crew in aircraft not currently required to have GPWS without the protection against CFIT accidents provided by this equipment. These proposed amendments would extend the safety benefits already being generated by the existing requirement in section 605.37 Ground Proximity Warning System for GPWS on certain aeroplanes to passengers and crew in smaller aeroplanes and in aeroplanes not powered by turbine engines. The introduction of more sophisticated technology embodied in TAWS and of enhanced altitude alerting accuracy would increase the protection provided by all such installations.

Alignment with other jurisdictions

The FAA and ICAO requirements apply only to turbine-powered aeroplanes. When this version of the proposal was discussed during consultation, it was noted by stakeholders that, for the Subpart 703 operators and for some of the Subpart 704 operators, it was possible they would choose to discontinue use of turbine-powered aeroplanes in favour of piston-powered aeroplanes to eliminate the cost of installing TAWS. Since piston-powered engines are less reliable than turbine-powered engines, this was considered an undesirable consequence from a safety standpoint. Therefore, the proposal includes all passenger-carrying aeroplanes in commercial operations.

Enhanced Altitude Accuracy

No other jurisdiction currently requires the EAA provision. The computational procedure used to integrate data from an onboard navigation system and from the TAWS terrain database in determining the risk of collision with terrain requires precise altitude information at all times. Incorrect altimeter settings, operations in standard pressure regions (see footnote 2) or operations at extremely cold temperatures may result in altitude errors sufficient to prevent the appropriate warnings from being generated by TAWS equipment. It is estimated that a TAWS without an EAA can give deviations up to as much as 500 feet. Without the enhanced altitude accuracy provisions included in these proposed amendments, TAWS may, under the conditions described above, fail to provide the required alerts to allow for the avoidance of a CFIT event.

Benefits and costs

The majority of aeroplanes operated under Subpart 705 Airline Operations are already equipped with Class A TAWS. The estimated present value of equipping and installing TAWS on the remainder of the affected fleet (i.e. 1 047 aeroplanes vs. 1 084 that already comply) would be approximately $43M. The estimated present value of equipping and installing EAA on the affected fleet would be approximately $16M. The total cost of installing and equipping the remaining fleet with TAWS and EAA is estimated at $59M (see Table 1 below).

Benefits from the proposed regulatory amendments would include the prevention of fatalities, serious injuries and plane crashes due to CFIT accidents — a potential benefit to the Canadian economy of $216M over 10 years from full implementation. This means that there will be a net benefit of approximately $157.6M over the 10-year period from full implementation. Moreover, it has been estimated that this amendment will potentially result in the prevention of 11 CFIT accidents, 31 deaths and 14 serious injuries in the 10-year period from full implementation.

Table 1 — Cost/Benefits of TAWS and EAA

Cost-benefit statement (millions of dollars)		Base Year	Year 2	Year 3	Final Year (10)	Present Value (Years 1 to 10)	Average Annual
A. Quantified impacts (millions of dollars)
I. Quantified benefits	Fatalities avoided	24.6	22.7	20.9	11.6	174.2	17.4
	Serious injuries avoided	5.17	4.75	4.37	2.44	36.5	3.65
	Aircraft crashes avoided	0.76	0.70	0.64	0.36	5.37	0.54
Total estimated benefits		30.53	28.15	25.91	14.4	216.07	21.59
II. Quantified costs
Cost to equip fleet with TAWS by class of aeroplane (acquisition and installation)	Class 705 (226 aircraft)	8.1	7.8	-	-	15.9	1.59
	Class 704 (375 aircraft)	8.9	8.5	-	-	17.3	1.73
	Class 703 (277 aircraft)	3.4	3.3	-	-	6.7	0.67
	Class 605 (169 aircraft)	1.6	1.6	-	-	3.2	0.32
Cost to equip fleet with EAA by class of aeroplane (acquisition and installation)	Class 705 (640 aircraft)	2.6	2.5	2.4	-	11.8	1.18
	Class 704 (211 aircraft)	0.46	0.44	0.42	-	2.1	0.21
	Class 703 (277 aircraft)	0.31	0.30	0.28	-	1.4	0.14
	Class 605 (288 aircraft)	0.14	0.13	0.12	-	0.62	0.06
Total estimated cost		25.51	24.57	3.22	-	59.01	5.90
Net benefits		5.02	3.58	22.69	14.4	157.6	15.69
B. Quantified impacts (non-monetary)
Positive	Number of fatalities and serious injuries avoided	Over the 10-year period from full implementation, it is estimated that 31 lives would be saved and 14 serious injuries prevented with the implementation of TAWS.
	Aircraft loss avoidance	It is estimated that approximately 11 crashes could be avoided in the 10-year period after TAWS is implemented.
	Search and rescue (SAR)	The Department of National Defence would expect to see its SAR cost to come down as a result of a lower number of search and rescue missions.
Negative	EAA	Could be a negative effect in other jurisdictions that do not mandate EAA.
C. Qualitative impacts (non-monetary)
Benefits	Civil aviation and SAR	Flight crew onboard aircraft will be warned of impending CFIT incident.
	Harmonization with ICAO	Harmonization with other jurisdictions will result in the Canadian fleet being able to fly into jurisdictions that require aircraft to be equipped with TAWS, resulting in positive externalities to the Canadian economy.
	Travelling public	Increased safety level when using TAWS equipped aircraft.
	SAR	Reduced SAR personnel exposure to risks associated with low flying.

Rationale

As demonstrated in the “Benefits and costs” section, the potential benefits of these proposed amendments greatly surpass their costs. Additionally, these proposed amendments would bring the affected Canadian fleet into compliance with ICAO’s standards and the equivalent FAA regulation.

An analysis of the CFIT accidents that happened in Canada from 1977 to 2009 has revealed that non-turbine air taxi aeroplanes that are exempted from TAWS compliance under ICAO’s standards and FAA regulation were responsible for approximately 60% of the CFIT accidents and 46% of the ensuing fatalities.

As a result of this analysis, Transport Canada is proposing to go beyond what was called for to harmonize with ICAO and the FAA by also requiring Canadian non-turbine aeroplanes configured with six or more passenger seats, excluding pilot seats, to be equipped with a Class B TAWS.

Consultation

The members of the General Operating and Flight Rules and the Commercial Air Service Operations Technical Committees of the Canadian Aviation Regulation Advisory Council (CARAC), which include representatives of government, aeronautical associations (e.g. Air Transport Association of Canada (ATAC), Air Line Pilots Association — Canada (ALPA), and Aerospace Industries Association of Canada), unions (e.g. Teamsters Canada), operators and airlines (e.g. Air Canada) were consulted and supported the original Notice of Proposed Amendment (NPA 2000-131) presented at a June 2000 meeting.

However, the matter evolved and this eventually brought about the need for revisions to the original NPA. Consequently, it was withdrawn and superseded by new NPAs (2003-087 to 2003-092), which were presented at CARAC meetings held in February and June 2003. Once again, overall consensus was reached, with the exception of concerns raised by the Air Transport Association of Canada and Air Canada over the requirement for an EAA function. They were concerned that the proposed changes would penalize operators who, relying on the original NPA, had already begun installing and planning to install TAWS systems without an EAA function.

In October 2003, the Civil Aviation Regulatory Committee (CARC) considered the above stakeholder concerns but, given that the vast majority of TAWS equipment currently available and already installed could be configured to meet the Canadian EAA function, the NPAs were accepted by the Committee as presented.

Since 2003, Transport Canada has continued to provide updates and information to stakeholders of the aviation industry regarding the proposed TAWS amendment. Twice annually there is a Technical Committee meeting — the latest having been held in June 2010 in which the aviation industry stakeholders received an update regarding the progression of the proposed TAWS regulatory amendment and were also provided with an opportunity to make comments. On November 16 and 17, 2010, a Technical Committee meeting took place during which stakeholders had an opportunity to provide comments regarding the proposed amendments.

A CARAC plenary meeting is held every 18 months to 2 years — the latest was held in May 2010, at which stakeholders were offered an opportunity to comment on the proposed regulatory amendments.

Implementation, enforcement and service standards

These proposed amendments would be enforced through the assessment of monetary penalties imposed under sections 7.6 to 8.2 of the Aeronautics Act which carry a maximum fine of $5,000 for individuals and $25,000 for corporations, as well as suspension in the case of a Canadian aviation document related non-compliance, or through prosecution under section 7.3 of the Aeronautics Act.

Operators would have two years from the date of publication of the regulations to equip with the appropriate TAWS and five years to equip with the EAA. This time frame would allow the industry the flexibility to plan the necessary aircraft down time required to retrofit/equip their fleet to coincide with required maintenance cycles.

Contact

Chief
Regulatory Affairs (AARBH)
Safety and Security
Transport Canada
Place de Ville, Tower C
Ottawa, Ontario
K1A 0N5
Telephone: 613-990-1184 or 1-800-305-2059
Fax: 613-990-1198

PROPOSED REGULATORY TEXT

Notice is hereby given that the Governor in Council, pursuant to section 4.9 (see footnote a) of the Aeronautics Act (see footnote b), proposes to make the annexed Regulations Amending the Canadian Aviation Regulations (Parts Ⅰ, VI and VII).

Interested persons may make representations with respect to the proposed Regulations to the Minister of Transport within 75 days after the date of publication of this notice. All such representations must be in writing and cite the Canada Gazette, Part Ⅰ, and the date of publication of this notice and be sent to the Chief, Regulatory Affairs (AARBH), Civil Aviation, Safety and Security Group, Transport Canada, Place de Ville, Tower C, 330 Sparks Street, Ottawa, Ontario K1A 0N8 (general inquiries — tel.: 613-993-7284 or 1-800-305-2059; fax: 613-990-1198; Internet address: http://www.tc.gc.ca).

Ottawa, November 24, 2011

JURICA ČAPKUN
Assistant Clerk of the Privy Council

REGULATIONS AMENDING THE CANADIAN AVIATION
REGULATIONS (PARTS I, VI AND VII)
AMENDMENTS

1. Subsection 101.01(1) of the Canadian Aviation Regulations (see footnote 3) is amended by adding the following in alphabetical order:

“TAWS” or “Terrain Awareness Warning System” means an aircraft system that is intended to provide a flight crew with both aural and visual alerts to aid in preventing inadvertent controlled flight into terrain, obstacles or water; (TAWS ou système d’avertissement et d’alarme d’impact)

2. Subpart 5 of Part VI of Schedule II to Subpart 3 of Part Ⅰ of the Regulations is amended by adding the following after the reference “Subsection 605.42(4)”:

Column I Designated Provision	Column II Maximum Amount of Penalty ($)
	Individual	Corporation
Subsection 605.43(1)	5,000	25,000

3. Subpart 3 of Part VII of Schedule II to Subpart 3 of Part Ⅰ of the Regulations is amended by adding the following after the reference “Subsection 703.70(2)”:

Column I Designated Provision	Column II Maximum Amount of Penalty ($)
	Individual	Corporation
Subsection 703.71(1)	5,000	25,000

4. The references “Subsection 704.71(1)” to “Subsection 704.71(3)” in column I of Subpart 4 of Part VII of Schedule II to Subpart 3 of Part Ⅰ of the Regulations are replaced by the following:

Column I Designated Provision
Subsection 704.70(1)
Subsection 704.70(2)
Subsection 704.70(3)

5. Subpart 4 of Part VII of Schedule II to Subpart 3 of Part Ⅰ of the Regulations is amended by adding the following after the reference “Subsection 704.70(3)”:

Column I Designated Provision	Column II Maximum Amount of Penalty ($)
	Individual	Corporation
Subsection 704.71(1)	5,000	25,000
Subsection 704.71(2)	5,000	25,000

6. Subpart 5 of Part VII of Schedule II to Subpart 3 of Part Ⅰ of the Regulations is amended by adding the following after the reference “Subsection 705.83(3)”:

Column I Designated Provision	Column II Maximum Amount of Penalty ($)
	Individual	Corporation
Subsection 705.84(1)	5,000	25,000

7. Subsection 602.31(3) of the Regulations is replaced by the following:

(3) The pilot-in-command of an aircraft may deviate from an air traffic control clearance or an air traffic control instruction to the extent necessary to carry out a collision avoidance manoeuvre, if the manoeuvre is carried out

• (a) in accordance with a resolution advisory generated by an ACAS; or
  
• (b) in response to an alert from a TAWS or a Ground Proximity Warning System (GPWS).
  

8. The heading before section 605.37 of the Regulations is replaced by the following:

GPWS

9. (1) Subsections 605.37(1) to (3) of the Regulations are amended by replacing “Ground Proximity Warning System” with “GPWS”.

(2) Section 605.37 of the Regulations is amended by adding the following after subsection (3):

(4) This section

• (a) applies only in respect of aeroplanes manufactured on or before the day on which this subsection comes into force; and
  
• (b) shall cease to apply on the expiry of two years after that day.
  

10. The reference “[605.43 to 605.83 reserved]” after section 605.42 of the Regulations is replaced by the following:

TAWS

605.43. (1) Subject to subsection (2), no operator shall operate a turbine-powered aeroplane that has a seating configuration, excluding pilot seats, of six or more, unless the aeroplane is equipped with an operative TAWS that

• (a) meets the requirements for Class A or Class B equipment set out in CAN-TSO-C151b;
  
• (b) meets, effective on the expiry of five years after the day on which this section comes into force, the altitude accuracy requirements set out in section 551.102 of Chapter 551 of the Airworthiness Manual; and
  
• (c) has a terrain and airport database compatible with the area of operation.
  

(2) The operator may operate the aeroplane without its being equipped with an operative TAWS if

• (a) the aeroplane is operated in day VFR only;
  
• (b) in the event that a minimum equipment list has not been approved by the Minister and subject to subsection 605.08(1), the operation takes place within the three days after the day on which the failure of the TAWS occurs; or
  
• (c) it is necessary for the pilot-in-command to deactivate, in the interests of aviation safety, the TAWS or any of its modes and the pilot-in-command does so in accordance with the aircraft flight manual, aircraft operating manual, flight manual supplement or minimum equipment list.
  

(3) This section does not apply in respect of aeroplanes manufactured on or before the day on which this section comes into force until the expiry of two years after that day.

[605.44 to 605.83 reserved]

11. The reference “[703.71 to 703.81 reserved]” after section 703.70 of the Regulations is replaced by the following:

TAWS

703.71 (1) Subject to subsection (2), no air operator shall operate an aeroplane that has a seating configuration, excluding pilot seats, of six or more, unless the aeroplane is equipped with an operative TAWS that

• (a) meets the requirements for Class A or Class B equipment set out in CAN-TSO-C151b;
  
• (b) meets, effective on the expiry of five years after the day on which this section comes into force, the altitude accuracy requirements set out in section 551.102 of Chapter 551 of the Airworthiness Manual; and
  
• (c) has a terrain and airport database compatible with the area of operation.
  

(2) The air operator may operate the aeroplane without its being equipped with an operative TAWS if

• (a) the aeroplane is operated in day VFR only;
  
• (b) in the event that a minimum equipment list has not been approved by the Minister and subject to subsection 605.08(1), the operation takes place within the three days after the day on which the failure of the TAWS occurs; or
  
• (c) it is necessary for the pilot-in-command to deactivate, in the interests of aviation safety, the TAWS or any of its modes and the pilot-in-command does so in accordance with the aircraft flight manual, aircraft operating manual, flight manual supplement or minimum equipment list.
  

(3) This section does not apply in respect of aeroplanes manufactured on or before the day on which this section comes into force until the expiry of two years after that day.

[703.72 to 703.81 reserved]

12. The reference “[704.71 to 704.82 reserved]” after section 704.70 of the Regulations is replaced by the following:

TAWS

704.71 (1) Subject to subsection (3), no air operator shall operate an aeroplane that has a seating configuration, excluding pilot seats, of between six and nine, unless the aeroplane is equipped with an operative TAWS that

• (a) meets the requirements for Class A or Class B equipment set out in CAN-TSO-C151b;
  
• (b) meets, effective on the expiry of five years after the day on which this section comes into force, the altitude accuracy requirements set out in section 551.102 of Chapter 551 of the Airworthiness Manual; and
  
• (c) has a terrain and airport database compatible with the area of operation.
  

(2) Subject to subsection (3), no air operator shall operate an aeroplane that has a seating configuration, excluding pilot seats, of ten or more, unless the aeroplane is equipped with an operative TAWS that

• (a) meets the requirements for Class A equipment set out in CAN-TSO-C151b;
  
• (b) meets, effective on the expiry of five years after the day on which this section comes into force, the altitude accuracy requirements set out in section 551.102 of Chapter 551 of the Airworthiness Manual; and
  
• (c) has a terrain and airport database compatible with the area of operation and a terrain awareness and situational display.
  

(3) The air operator may operate the aeroplane without its being equipped with an operative TAWS if

• (a) the aeroplane is operated in day VFR only;
  
• (b) in the event that a minimum equipment list has not been approved by the Minister and subject to subsection 605.08(1), the operation takes place within the three days after the day on which the failure of the TAWS occurs; or
  
• (c) it is necessary for the pilot-in-command to deactivate, in the interests of aviation safety, the TAWS or any of its modes and the pilot-in-command does so in accordance with the aircraft flight manual, aircraft operating manual, flight manual supplement or minimum equipment list.
  

(4) This section does not apply in respect of aeroplanes manufactured on or before the day on which this section comes into force until the expiry of two years after that day.

[704.72 to 704.82 reserved]

13. The reference “[705.84 to 705.88 reserved]” after section 705.83 of the Regulations is replaced by the following:

TAWS

705.84 (1) Subject to subsection (2), no air operator shall operate an aeroplane unless the aeroplane is equipped with an operative TAWS that

• (a) meets the requirements for Class A equipment set out in CAN-TSO-C151b;
  
• (b) meets, effective on the expiry of five years after the day on which this section comes into force, the altitude accuracy requirements set out in section 551.102 of Chapter 551 of the Airworthiness Manual; and
  
• (c) has a terrain and airport database compatible with the area of operation and a terrain awareness and situational display.
  

(2) The air operator may operate the aeroplane without its being equipped with an operative TAWS if

• (a) in the event that a minimum equipment list has not been approved by the Minister and subject to subsection 605.08(1), the operation takes place within the three days after the day on which the failure of the TAWS occurs; or
  
• (b) it is necessary for the pilot-in-command to deactivate, in the interests of aviation safety, the TAWS or any of its modes and the pilot-in-command does so in accordance with the aircraft flight manual, aircraft operating manual, flight manual supplement or minimum equipment list.
  

(3) This section does not apply in respect of aeroplanes manufactured on or before the day on which this section comes into force until the expiry of two years after that day.

[705.85 to 705.88 reserved]

COMING INTO FORCE

14. These Regulations come into force on the day on which they are published in the Canada Gazette, Part Ⅱ.

[49-1-o]

• Footnote 1
  United States Department of Transportation, Federal Aviation Administration, Investigation of Controlled Flight into Terrain Descriptions of Flight Paths for Selected Controlled Flight into Terrain (CFIT) Aircraft Accidents, 1985-1997, Volpe National Transportation Systems Center, Cambridge, Mass., Robert O. Phillips, March 1999, pp. 2–3.

• Footnote 2
  In Canadian airspace, the low-level standard pressure region encompasses that remote area in the Far North where few ground observation stations are available to provide updated altimeter settings for transiting aircraft. Except upon landing and takeoff, pilots in the standard pressure region are required to keep their altimeters set at the International Standard Atmosphere (ISA) sea level standard setting of 29.92 inches of mercury.

• Footnote a
  S.C. 1992, c. 4, s. 7022222

• Footnote b
  R.S., c. A-2

• Footnote 3
  SOR/96-433