GreatNorthCollective/greatnorth-canada-federal-laws-text huggingface dataset:
Canadian Aviation Regulations — 705.35
705.35 For the purposes of section 602.122, a person may conduct an IFR flight where an alternate aerodrome has not been designated in the IFR flight plan or in the IFR flight itinerary, if the person (a) is authorized to do so in an air operator certificate; and (b) complies with the Commercial Air Service Standards .
Canadian Aviation Regulations — 705.36
705.36 No person shall operate an aircraft in VFR OTT flight unless (a) the aircraft is a helicopter; (b) the person is authorized to do so in an air operator certificate; and (c) the person complies with the Commercial Air Service Standards .
Canadian Aviation Regulations — 705.37
705.37 No person shall, in uncontrolled airspace, conduct an IFR flight or a night VFR flight on a route other than an air route unless the air operator establishes the route in accordance with the Commercial Air Service Standards .
Canadian Aviation Regulations — 705.39
705.39 (1) No person shall operate an aircraft unless, during every phase of the flight, the load restrictions, weight and centre of gravity of the aircraft conform to the limitations specified in the aircraft flight manual. (2) An air operator shall have a weight and balance system that meets the Commercial Air Service Standards . (3) An air operator shall keep a copy of the weight and balance forms, including any amendments to the forms, for not less than 90 days. (4) An air operator shall specify in its company operation manual (a) its weight and balance system; (b) its instructions to employees regarding the preparation and accuracy of weight and balance forms; and (c) the period for which the forms shall be kept. SOR/99-158, s. 11
Canadian Aviation Regulations — 705.40
705.40 (1) An air operator shall establish procedures to ensure that (a) passengers move to and from the aircraft and embark and disembark safely, in accordance with procedures that meet the requirements of section 725.40 of Standard 725 — Airline Operations — Aeroplanes of the Commercial Air Service Standards ; (b) all passengers are seated and secured in accordance with subsection 605.26(1); (c) subject to subsection (2), the back of each seat is in the upright position and all chair tables and carry-on baggage are stowed during movement on the surface, take-off and landing and at such other times as the pilot-in-command considers necessary for the safety of the persons on board the aircraft; and (d) seats located at emergency exits and seats that are not located on the main deck of an aircraft are not occupied by passengers whose presence in those seats could adversely affect the safety of passengers or crew members during an emergency evacuation. (2) An air operator may, for the transportation of any passenger who has been certified by a physician as unable to sit upright, allow the back of the seat occupied by such a passenger to remain in the reclining position during movement on the surface, take-off and landing if (a) the passenger is seated in a location that will not restrict the evacuation of other passengers from the aircraft; (b) the passenger is not seated in a row that is next to or immediately in front of an emergency exit; and (c) the seat immediately behind the passenger’s seat is vacant. (3) An air operator shall not permit an aircraft with passengers on board to be fuelled unless the fuelling is carried out in accordance with procedures that meet the requirements set out in subsection 725.40(2) of Standard 725 — Airline Operations - Aeroplanes of the Commercial Air Service Standards . (4) [Repealed, SOR/2019-296, s. 10] SOR/2019-295, s. 16 SOR/2019-296, s. 10 SOR/2025-26, s. 42
Canadian Aviation Regulations — 705.41
705.41 (1) Each flight attendant shall, for take-off and landing, occupy a seat in the passenger cabin that meets the requirements of subsection (2). (2) Each flight attendant station shall be approved by the Minister in accordance with the Commercial Air Service Standards . (3) No air operator shall permit a flight attendant seat to be occupied by a person other than a flight attendant unless the air operator (a) is authorized to do so in its air operator certificate; and (b) complies with the Commercial Air Service Standards .
Canadian Aviation Regulations — 705.42
705.42 (1) Every air operator shall establish a carry-on baggage control program that is approved by the Minister in accordance with the Commercial Air Service Standards . (2) No air operator shall permit a person to carry on board an aircraft any carry-on baggage unless that baggage has been accepted in accordance with a carry-on baggage control program and can be (a) stowed in a compartment or overhead rack that has been approved by the Minister in accordance with Chapter 551 of the Airworthiness Manual for the stowage of carry-on baggage; (b) stowed under a passenger seat; or (c) restrained by a means that has been approved by the Minister in accordance with Chapter 551 of the Airworthiness Manual . (3) No person shall carry on board an aircraft any carry-on baggage unless that baggage has been accepted in accordance with a carry-on baggage control program. (4) All carry-on baggage that is stowed under a passenger seat shall be restrained in a manner that has been approved by the Minister in accordance with Chapter 551 of the Airworthiness Manual. (5) All carry-on baggage shall be stowed so that it does not obstruct access to safety equipment, exits or the aisles of the aircraft. (6) No air operator shall allow the passenger entry doors of an aircraft to be closed for departure until a crew member has verified that all carry-on baggage is stowed in a location that has been approved by the Minister in accordance with Chapter 551 of the Airworthiness Manual or is restrained by a means that has been approved by the Minister in accordance with Chapter 551 of the Airworthiness Manual . (7) All carry-on baggage shall be safely stowed prior to movement of the aircraft on the surface and during take-off, periods of in-flight turbulence and landing. (8) No carry-on baggage that may cause injury to passengers in the event of turbulence or an emergency shall be stowed in an overhead rack unless the rack is equipped with restraining devices or doors that have been approved by the Minister in accordance with Chapter 551 of the Airworthiness Manual. SOR/99-158, s. 12
Canadian Aviation Regulations — 705.43
705.43 (1) An air operator shall ensure that passengers are given a safety briefing in accordance with the Commercial Air Service Standards . (2) An air operator shall ensure that the safety briefing referred to in subsection (1) is given in English and French. (3) If the safety briefing referred to in subsection (1) is insufficient for a passenger because of that passenger’s physical, sensory or comprehension limitations, seat orientation or responsibility for another person on board the aircraft, the air operator shall ensure that the passenger is given an individual safety briefing that (a) is appropriate to the passenger’s needs; and (b) meets the Commercial Air Service Standards . (4) An air operator shall ensure that, in the event of an emergency and where time and circumstances permit, all passengers are given an emergency briefing in accordance with the Commercial Air Service Standards . (5) An air operator shall ensure that each passenger who is seated next to a window emergency exit is informed by a crew member that the window is an emergency exit and is made aware of how to operate that exit. SOR/2009-152, s. 20
Canadian Aviation Regulations — 705.44
705.44 (1) An air operator shall provide each passenger, at the passenger’s seat, with a safety features card containing, in pictographic form, the information required for a safety features card by section 725.44 of Standard 725 — Airline Operations — Aeroplanes of the Commercial Air Service Standards , and any wording shall be in English and French. (2) An air operator shall ensure that (a) the information required for a supplemental briefing card by section 725.44 of Standard 725 — Airline Operations — Aeroplanes of the Commercial Air Service Standards is available to passengers in the following four formats: (i) English text in 14-point or larger sans-serif type with dark characters on a light background, (ii) French text in 14-point or larger sans-serif type with dark characters on a light background, (iii) English braille as defined and set out in the publication entitled English Braille, American Edition, 1994 , published in 1994 or later by the Braille Authority of North America, and (iv) French braille as set out in the Code braille français uniformisé pour la transcription des textes imprimés (CBFU), Quebec Edition (2008); and (b) two copies in each format are on board every aircraft. (3) The four formats may be displayed on one or more supplemental briefing cards. SOR/2009-152, s. 21
Canadian Aviation Regulations — 705.45
705.45 (1) Subject to subsection (2), after May 1, 2002, the pilot-in-command of an aeroplane that is equipped with a flight deck door shall ensure that at all times from the moment the passenger entry doors are closed in preparation for departure until they are opened on arrival, (a) in the case of an aeroplane referred to in subsection 705.80(1), the flight deck door is closed and locked using the locking device required by subsection 705.80(2); and (b) in the case of any other aeroplane, (i) the flight deck door is closed, and (ii) if the door is equipped with a locking device, it is locked. (2) Subsection (1) does not apply if a Department of Transport air carrier inspector, a crew member or a person authorized under subsection 705.27(4) to access the flight deck is required to enter or leave the flight deck (a) for the performance of their duties; (b) for physiological needs; or (c) for an overriding concern related to the safety of the flight. (3) In all cases, persons entering or leaving the flight deck must comply with the procedures for opening, closing and locking flight deck doors set out in the company operations manual. SOR/2002-135, s. 2; SOR/2003-121, s. 3 SOR/2020-151, s. 20
Canadian Aviation Regulations — 705.46
705.46 No person shall operate an aeroplane in night VFR flight unless (a) the flight is conducted within 25 nautical miles of the departure aerodrome; or (b) in the case of an IFR flight, the pilot-in-command establishes visual contact with the intended aerodrome of landing and receives an authorization from the appropriate ATC unit to conduct a visual approach or such an authorization is relayed to the pilot by an FS unit. SOR/2003-348, s. 1 SOR/2025-98, s. 16
Canadian Aviation Regulations — 705.47
705.47 (1) No person shall conduct a CAT II or CAT III precision approach unless (a) the air operator is authorized to do so in its air operator certificate; and (b) the approach is conducted in accordance with the Manual of All Weather Operations (Categories II and III) . (2) No person shall terminate an instrument approach with a landing unless, immediately prior to landing, the pilot-in-command ascertains, by means of radiocommunication or visual inspection, (a) the condition of the runway or surface of intended landing; and (b) the wind direction and speed. SOR/2006-199, s. 21
Canadian Aviation Regulations — 705.48
eroplane equipped with a HUD unless (a) the air operator is authorized to do so in its air operator certificate; (b) in the case of an aeroplane not equipped with a HUD, (i) if the flight crew does not use pilot-monitored-approach procedures, the pilot-in-command and the second-in-command are qualified to conduct a CAT II precision approach, (ii) the aeroplane is equipped with (A) a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, or (B) if the flight crew uses pilot-monitored-approach procedures, a flight director capable of conducting a precision approach to 200 feet AGL or lower, and (iii) the runway is equipped with serviceable high-intensity approach lighting, high-intensity runway centreline lighting and high-intensity runway edge lighting; (c) in the case of an aeroplane equipped with a HUD capable of conducting a precision approach to 200 feet AGL or lower, (i) the pilot-in-command and the second-in-command are qualified to conduct a CAT II precision approach, (ii) the aeroplane is equipped with a flight director and autopilot capable of conducting a coupled precision approach to 200 feet AGL or lower, and (iii) the runway is equipped with serviceable high-intensity approach lighting and high-intensity runway edge lighting; and (d) a visibility report indicates that (i) the visibility is equal to or greater than that set out in subsection (1), (ii) the RVR is varying between distances less than and greater than the minimum RVR set out in subsection (1), or (iii) the visibility is less than the minimum visibility set out in subsection (1) and, at the time the visibility report is received, the aeroplane has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted. TABLE Approach Bans — Visibility Column I Column II Canada Air Pilot Advisory Visibility Visibility Report Item Statute miles RVR in feet Statute miles Feet 1 1/2 2 600 1/4 1 200 2 3/4 4 000 3/8 2 000 3 1 5 000 1/2 2 600 4 1 1/4 5/8 3 400 5 1 1/2 3/4 4 000 6 1 3/4 1 5 000 7 2 1 5 000 8 2 1/4 1 1/4 6 000 9 2 1/2 1 1/4 greater than 6 000 10 2 3/4 1 1/2 greater than 6 000 11 3 1 1/2 greater than 6 000 SOR/2006-199, s. 21
Canadian Aviation Regulations — 705.54
705.54 A person may operate an aircraft without complying with the requirements of this Division if the person (a) is authorized to do so in an air operator certificate; and (b) complies with the Commercial Air Service Standards .
Canadian Aviation Regulations — 705.55
705.55 Any determination made for the purposes of sections 705.56 to 705.61 shall be based on approved performance data set out in the aircraft flight manual.
Canadian Aviation Regulations — 705.56
705.56 (1) No person shall conduct a take-off in an aircraft if the weight of the aircraft (a) exceeds the maximum take-off weight specified in the aircraft flight manual for the pressure-altitude and the ambient temperature at the aerodrome where the take-off is to be made; or (b) after allowing for planned fuel consumption during the flight to the destination aerodrome or alternate aerodrome, exceeds the landing weight specified in the aircraft flight manual for the pressure-altitude and the ambient temperature at the destination aerodrome or alternate aerodrome. (2) In the determination of the maximum take-off weight referred to in subsection (1) for an aeroplane, (a) the required accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA); (b) the required take-off run shall not exceed the take-off run available (TORA); and (c) the required take-off distance shall not exceed the take-off distance available (TODA). (3) For the purposes of subsection (2), the following factors shall be taken into account: (a) the pressure-altitude at the aerodrome; (b) the ambient temperature; (c) the runway slope in the direction of take-off; and (d) not more than 50 per cent of the reported headwind component or not less than 150 per cent of the reported tailwind component.
Canadian Aviation Regulations — 705.57
705.57 (1) No person shall conduct a take-off in an aeroplane if the weight of the aeroplane is greater than the weight specified in the aircraft flight manual as allowing a net take-off flight path that clears all obstacles by at least 35 feet vertically or at least 200 feet horizontally within the aerodrome boundaries, and by at least 300 feet horizontally outside those boundaries. (2) In the determination of the maximum weight, minimum distances and flight path referred to in subsection (1), (a) corrections shall be made for (i) the runway to be used, (ii) the runway slope in the direction of take-off, (iii) the pressure-altitude at the aerodrome, (iv) the ambient temperature, and (v) the wind component at the time of take-off, 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; and (b) calculations shall be based on the pilot (i) not banking the aeroplane before reaching an altitude of 50 feet, (ii) subject to subsection (3), using 15 degrees or less of bank at or below 400 feet, and (iii) using no more than 25 degrees of bank thereafter, aircraft speed and configuration permitting. (3) A bank angle greater than the 15 degrees referred to in subparagraph (2)(b)(ii) may be used if it is authorized in an air operator certificate.
Canadian Aviation Regulations — 705.58
705.58 (1) No person shall conduct a take-off in an aeroplane if the weight of the aeroplane is greater than the weight that will allow the aeroplane to attain, with any engine inoperative, a net flight path that (a) has a positive slope at 1,000 feet above all terrain and obstructions within five nautical miles on either side of the intended track, at all points along the route or planned diversion therefrom; or (b) will permit flight from the cruising altitude to an aerodrome where the requirements of section 705.60 can be complied with, and clears vertically, by at least 2,000 feet, all terrain and obstructions within five nautical miles on either side of the intended track. (2) For the purposes of subsection (1), the following factors shall be taken into account after an engine failure: (a) the effects of wind and temperature on the net flight path; and (b) the effects of fuel jettisoning, where the jettisoning is conducted in accordance with procedures set out in the company operations manual and sufficient fuel remains to complete a landing with the required fuel reserves. SOR/2025-98, s. 17(F)
Canadian Aviation Regulations — 705.59
705.59 (1) No person shall operate an aeroplane having three or more engines unless (a) all points along the intended track are located at a distance that can be flown in 90 minutes or less, with all engines operating at cruise power, from an aerodrome where the requirements of section 705.60 can be complied with; or (b) the weight of the aeroplane is not greater than the weight that, according to the two-engines-inoperative enroute net flight path data shown in the aircraft flight manual, will allow the aeroplane to clear vertically, by at least 2,000 feet, all terrain and obstructions within five nautical miles on either side of the intended track, and thereafter to continue flight to an aerodrome where the requirements of section 705.60 can be complied with. (2) For the purposes of paragraph (1)(b), the following factors shall be taken into account after the failure of two engines: (a) the effects of wind and temperature on the net flight path; and (b) the effects of fuel jettisoning, where the jettisoning is conducted in accordance with procedures set out in the company operations manual and sufficient fuel remains to arrive at the destination aerodrome at 1,500 feet AGL with a fuel reserve sufficient to fly for 15 minutes thereafter at cruise power. SOR/2025-98, s. 18(F)
Canadian Aviation Regulations — 705.60
705.60 (1) Subject to subsection (3), no person shall dispatch or conduct a take-off in an aeroplane unless (a) the weight of the aeroplane on landing at the destination aerodrome will allow a full-stop landing (i) in the case of a turbo-jet-powered aeroplane, within 60 per cent of the landing distance available (LDA), or (ii) in the case of a propeller-driven aeroplane, within 70 per cent of the landing distance available (LDA); and (b) the weight of the aeroplane on landing at the alternate aerodrome will allow a full-stop landing (i) in the case of a turbo-jet-powered aeroplane, within 60 per cent of the landing distance available (LDA), and (ii) in the case of a propeller-driven aeroplane, within 70 per cent of the landing distance available (LDA). (2) In determining whether an aeroplane can be dispatched or a take-off can be conducted in accordance with subsection (1), the following shall be taken into account: (a) the pressure-altitude at the destination aerodrome and at the alternate aerodrome; (b) not more than 50 per cent of the reported headwind component or not less than 150 per cent of the reported tailwind component; and (c) that the aeroplane must be landed on a suitable runway, considering the wind speed and direction, the ground handling characteristics of the aeroplane, and other conditions such as landing aids and terrain. (3) Where conditions at the destination aerodrome at the time of take-off do not permit compliance with paragraph (2)(c), an aeroplane may be dispatched and a take-off conducted if the alternate aerodrome designated in the operational flight plan permits, at the time of take-off, compliance with paragraph (1)(b) and subsection (2).
Canadian Aviation Regulations — 705.61
705.61 (1) Subject to subsection (2), when weather reports or forecasts indicate that the runway may be wet at the estimated time of arrival, no air operator shall dispatch or conduct a take-off in a turbo-jet-powered aeroplane unless the landing distance available (LDA) at the destination aerodrome is at least 115 per cent of the landing distance required pursuant to paragraph 705.60(1)(a). (2) The landing distance available on a wet runway may be shorter than that required by subsection (1), but not shorter than that required by section 705.60, if the aircraft flight manual includes specific information about landing distances on wet runways.
Canadian Aviation Regulations — 705.67
705.67 No person shall operate an aircraft unless the aircraft is equipped with (a) two independent static pressure systems; (b) a windshield wiper or rain removal system for each pilot station; (c) heating or de-icing equipment for each carburetor or an alternate air source for each pressure carburetor or fuel injection system; (d) a placard on each door that provides passenger access to a passenger emergency exit, stating that the door must be secured or locked open during take-off and landing; and (e) a means for the crew, in an emergency, to unlock each door that leads to a compartment that is normally accessible to passengers and that can be locked by passengers.
Canadian Aviation Regulations — 705.68
705.68 No person shall operate an aircraft at night unless the aircraft is equipped with at least two landing lights.
Canadian Aviation Regulations — 705.69
705.69 (1) When icing conditions are reported to exist or are forecast to be encountered along the route of flight, no person shall authorize a flight or its continuation or conduct a take-off or continue a flight in an aircraft, even if the pilot-in-command determines that the aircraft is adequately equipped to operate in icing conditions in accordance with paragraph 605.30(a), if, in the opinion of the pilot-in-command, the safety of the flight might be adversely affected. (2) No person shall operate an aeroplane in icing conditions at night unless the aeroplane is equipped with a means to illuminate or otherwise detect the formation of ice. SOR/2009-152, s. 22
Canadian Aviation Regulations — 705.70
705.70 No person shall operate an aircraft with passengers on board in IMC when current weather reports or forecasts indicate that thunderstorms may reasonably be expected along the route to be flown, unless the aircraft is equipped with weather radar equipment.