By Skies Magazine | September 7, 2013 Estimated reading time 5 minutes, 35 seconds.
After being used for more than half a century, Nav Canada (which took over from Natural Resources Canada in 2007) is introducing a new look for the Canada Air Pilot (CAP) and Restricted Canada Air Pilot (RCAP) chart publications. In 2011, work began to modernize the charts’ format to be more user friendly and suitable for electronic use. The plan is for pilots to start using the new charts early in 2014.
Nav Canada’s Chuck Montgomery, director of aeronautical information services and flight inspection, said the objective of this initiative was to increase consistency and overall usability, as well as to accommodate electronic flight bag use on iPads and other tablets. Charts from around the world were reviewed so that the new CAP/RCAP could incorporate international best practices.
Due to the volume of charts that must be converted to the updated format, new versions will be introduced over multiple revision cycles, slated to begin in February.
Every type of chart has undergone some change. Improvements focused on six key areas: the communication box, the introduction of an approach summary section, making all charts to scale, the addition of human factors into the depictions, the introduction of stabilized constant descent angle information, and increased consistency.
Here are some of the major changes:
• The communication box is now standardized and consistent across all chart types. (However, in my opinion, the font size is a bit too small. When you’re doing an approach on a dark and dirty night, the last thing you want to do is struggle to find the right frequency.)
• Standard Arrival Chart(s) (STAR) will be presented in two parts instead of the current one-page presentation. This allows for separate depictions of the en route transitions and arrival routes to approach procedures. This type of presentation has been in use at most European airports for years, and is designed to expedite air traffic control arrival procedures
• Standard Departure Chart(s) (SID) will be presented in three parts. The SID Departure Routes contain runway transitions to the first en route point, and the SID Transition Routes outline the transitions to the airway structure. SID Notes contain textual descriptions of these transitions and routes
• Instrument Approach Procedures (IAP) charts have undergone significant changes in addition to reformatting of the communication box. An approach summary strip has been added so pilots can quickly reference pertinent information to brief the instrument approach. The aerodrome sketch was removed, and a lighting box was added to the end of the approach summary, to indicate the lighting systems that are available for the runway being used.
• All depictions are to scale on the plan view unless noted. This allowed for the removal of the en route facilities ring. Also, the MSA (minimum sector altitudes) have been broken up into four sections and placed in each corner of the plan view.
• The profile view remains the same, except for the addition of grey shaded areas, which include minimum segment altitudes to be referenced during stepped approach procedures. This visual depiction allows for much easier identification of minimum altitudes to be flown within each segment.
• The Constant Descent Angle table and the Rate of Descent & Timing table are by far the biggest changes on the IAP charts. These two tables provide pilots with the information needed to fly non-precision approaches in a continuous descent without having to level off at step down altitudes. A recent study found that 57 per cent of controlled flight into terrain (CFIT) accidents occurred during non-precision approaches. The stabilized constant descent angle technique has been identified by the ICAO CFIT Task Force as an aid in preventing CFIT accidents, which continue to be a major threat to civil aviation safety in Canada. I have been utilizing this technique when flying non-precision approaches for many years, and I can attest to its benefits.
Although no formal training is required to use the new publications, a training package has been developed to assist pilots, dispatchers, and other interested parties with their use. The training package consists of online presentations and other documents, and can be found on Nav Canada’s OnBoard communications site: www.onboard-abord.ca.
Rick Stevens is president of Aero Course, which has provided IFR and ATPL groundschool instruction for more than 25 years. He is also an A320 captain for Canada’s largest airline.
