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underneath controlled low level
airspace with a published approach
procedure, you will be cleared out of
the controlled airspace vertically via
the procedure. Without a published
procedure, you will be cleared to
MEA and asked about your
intentions (strictly honourable, of
course). If you cannot cancel IFR at
that point, ATC will provide
protection down to MOCA for 30
minutes. You can cancel IFR, leave
the airspace horizontally or ask to go
to another airport.
When you get clearance for an
approach, its name will indicate the
type of approach if you are required
to stick to a particular procedure. If
you get visual reference with the
ground before completing it, you
should carry on unless cleared
otherwise. If you will be given
another runway than that in the
approach, the runway number will
be given in the clearance as well (in
this case, if you have to go around,
use the missed approach procedure
for the original runway, not the
landing one).
Having accepted clearance for an
approach, you may not deviate from
it without further clearance. If a
specific approach is not mentioned,
tell ATC which one you are doing.
This includes the tower and FSS.
If no other instructions are given,
you may descend to the lowest of
the MEA, transition altitude,
approach MSA, the 100 nm safe
altitude, or at least 1,000 feet above
the highest obstacle within 5 miles
(1500' in mountainous areas 2, 3 and
4, and 2000' in 1 and 5).
If you think a missed approach is
likely, it helps ATC if you request
the appropriate routing with the
original clearance.
Where pressure variations are high,
or temperatures are very cold, you
should operate at least 1,000 feet
above MEA within designated
mountainous regions.
Radar Services
Radar allows the best use of airspace
by reducing separation between
aircraft, and the provision of
information, such as traffic and
weather. If SSR is available without
primary radar, it will not be possible
to detect all aircraft.
ATC know which aircraft they are
talking to by position reports,
identifying turns or transponders.
You will be told of any change in the
identification status. However, radar
identification doesn't stop you being
106 Canadian Professional Pilot Studies
responsible for the disposition of
your aircraft, including collision
avoidance and obstacle clearance,
although ATC accept responsibility
for the latter when vectoring IFR
and CVFR flights enroute and IFR
ones on approach until within the
final approach area.
Radar Vectoring
This is used when separation is
necessary, for noise abatement,
when requested or if an advantage
would be gained operationally. You
will be told where you are being
vectored to, and when it stops, but
this can be assumed if you are bound
for a final approach or traffic circuit
and are given clearance.
Otherwise, it continues until you
leave the coverage area, go into
controlled airspace or are transferred
to a unit that doesn't have radar.
The minimum radar vectoring altitude is
the lowest that still clears obstacles
and is used to make the transition to
an approach easier, but it may be
lower than the minimum altitudes on
your chart. If you are cleared to a
lower altitude, ATC will be
responsible for obstacle clearance
until you can start an approach.
Visual Climb and Descent
If you are being vectored and can
see where you are going (that is, you
can avoid obstacles yourself and
maintain visual reference), you can
request permission to climb or
descend visually, which may allow
you a more direct track. Of course,
this means that the responsibility for
clearing them is transferred to you,
although the proper separation
intervals will be maintained.
IFR Separation
Vertical
Standard separation between aircraft
is 1,000 feet vertically at or below FL
290, and 2000 feet above that.
However, when your altimeter is set
below 29.92", there will be less than
1,000 feet between your aircraft and
one at 18,000 feet using 29.92", so
the lowest available is actually FL
190 between 28.92-29.91" and 200
for 27.92-28.91. Naturally, if the
altimeter setting is 29.92" or higher,
the lowest FL is 180.
Horizontal
ATC separate aircraft laterally by
treating each procedure or navaid as
being inside a little pocket of
　
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