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"protected airspace", taking into
account the navigation skills and
equipment of an average pilot. As
long as the areas allocated for
aircraft do not overlap, separation is
regarded as being provided. In low
level airspace the full width of the
airway is protected.
To help with this, your equipment
must be calibrated regularly, and you
must keep to the centreline of the
tracks you wish to fly (although you
should regain track immediately,
remember your customers may have
coffee in their hands, and a
screaming turn to the right will not
be appreciated! Just make the turns
nice and smooth or, better yet, don't
stray off in the first place). If you
find yourself in the wrong place, tell
ATC straight away.
On approach, the basic horizontal
dimensions of intermediate, final and
missed approach areas are protected,
and should not overlap with aircraft
holding or en route, or on an
Air Law 107
adjacent approach. It is your
responsibility to remain within the
areas when cleared, and tell ATC
when you can't, so they can allow
more space for aircraft following.
Wake Turbulence
Refer to the Weather Chapter.
ATC Procedures
Speed Adjustment
Aircraft under radar control may
occasionally be asked to increase or
decrease speed to help traffic flow.
Very often, you can be slipped in
before an approaching aircraft if you
open up the throttle a bit. On the
other hand, you may be catching up
with one that is a little slow. Speed
changes will be requested in 10 kt
units, and you should keep within ±
10 kts of that requested. You don’t
have to accept any changes if they
are unsafe, of course, and once a
clearance is issued, the adjustment is
normally cancelled.
However, the maximum speed
below 10,000 feet (ASL) within
controlled airspace is 250 kts, and
below 3,000 feet (AGL) within 10
nm of a controlled airport, 200 kts,
unless climbing above 10,000 feet, or
the safety speed is higher, or under a
special flight operations certificate
(i.e. an airshow).
The minimum speeds used by ATC
when issuing adjustments are 250 kts
above 10,000 feet ASL over 20 nm
from the destination, and 210 kts
below that. Inside 20 nm, turbojets
must be above 160 kts, and propeller
aircraft 120 kts.
Mach Numbers
Unless otherwise approved, you
must keep to the mach number
assigned by ATC until you get the
initial descent clearance. If you have
to change it, or you can't maintain it,
inform ATC straight away.
Parallel Offset
This means flying a parallel course to
an assigned route, offset by a certain
distance, used, for example, when
you need to change altitude while
following another aircraft.
Navigation is the pilot's
responsibility. When regaining the
original track, alter heading by 30-
45° and report when complete. The
instruction will include the number
of miles right or left of the original
track and the time it will end.
Structured Airspace
High level airspace may be
structured for one-way traffic at
certain times, and non-appropriate
levels will be used. However, aircraft
against the flow will be assigned
proper levels where possible.
Holding Patterns
These keep aircraft over a particular
point until they can be fitted into the
traffic flow further onwards. Refer
to the Instruments chapter for
information on how to use them.
Contact & Visual Approaches
If you are clear of cloud with 1 nm
visibility, with a reasonable
expectation of getting to the
destination on a published instrument
approach, you may be authorised to
depart from the procedure to
proceed visually. Such a contact
approach must be requested by you,
and traffic conditions must allow it.
108 Canadian Professional Pilot Studies
In addition, you are responsible for
obstacle clearance, noise abatement
and obeying airspace restrictions,
being at least 1,000 feet above the
highest obstacle within 5 miles from
your estimated position until you
have enough visual reference to land.
It follows that familiarity with the
area is a good idea if you want to
find the destination in poor visibility.
Throughout all this, ATC will ensure
separation from other IFR aircraft
and will issue missed approach
instructions if they don’t think you
will get in. You will still be
responsible for obstacle clearance.
A visual approach to a destination may
　
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