Calm Air International LP

Annual Recurrent Training

Flight Crew

INTRODUCTION
This supplement has been prepared as the basis for Annual Recurrent Training Program for Flight Crew, which
includes a number of general topics. This training course is delivered via ‘distance’ and is hosted online on the
Compass internal website, and is to be completed through self-study.
Please review the 2014 Supplement. There is a comprehensive multiple choice exam to be completed online; the
exam pass mark is 80%. The exam is open book, and is based entirely of the material in this document, or other
company manuals that are referenced (i.e., Calm Air Operations Manual) which you already have access to.

OPERATIONS IN NORTHERN DOMESTIC AIRSPACE

Northern Domestic Airspace

Canadian Domestic Airspace is geographically divided into the Southern Domestic Airspace and the Northern
Domestic Airspace as shown in the figure below. In the Southern Domestic Airspace, magnetic track is used to
determine cruising altitude for direction of flight.
The Magnetic North Pole is located near the centre of the Northern Domestic Airspace, therefore magnetic
compass indications may be erratic. In this airspace, runway heading is given in true and true track is used to
determine cruising altitude for direction of flight in lieu of magnetic track.

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Calm Air International LP
Annual Recurrent Training
Flight Crew

Controlled airspace within the High

Level Airspace is divided into three
separate areas. They are the
Southern Control Area (SCA), the
Northern Control Area (NCA) and the
Arctic Control Area (ACA). Their
lateral and vertical dimensions are
illustrated in Figure below. Vertically,
they are: SCA, 18 000 feet ASL and
above; NCA, FL230 and above;
ACA, FL270 and above. The volume
and concentration of international air
traffic transiting the NCA and ACA on
random tracks can create enroute
penalties to users by preventing
maximum utilization of the airspace.
To ensure the flow of traffic is
accommodated efficiently, a track
system has been established which
interacts with the established airway
system in the SCA and Alaska. Use
of these tracks is mandatory at
certain periods of the year.

Arctic Radio
Arctic Radio operates from the North Bay FIC (Ontario). It provides FISE and emergency communication to
aircraft operating in the Northwest Territories and Nunavut and in the vicinity of the ADIZ. It also provides radar
position information (latitude and longitude, bearing and distance, altitude and ground speed) upon pilot request.

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 Calm Air International LP
Annual Recurrent Training
Flight Crew

Air Defence Identification Zone

The air defense identification zone (ADIZ) is an area of airspace within which "the ready identification, the
location, and the control of aircraft are required in the interest of national security". Typically, an aircraft entering
an ADIZ is required to radio its planned course, destination, and any additional details about its trip through the
ADIZ to a higher authority, typically an air traffic controller.
In North America, the United States and Canada are surrounded by an ADIZ, which is jointly administered by the
civilian air traffic control authorities and the militaries of both nations, under the auspices of the North American
Aerospace Defense Command (NORAD).
The joint US/Canadian ADIZ, which is almost exclusively over water, serves as a national defense boundary for
aerial incursions.

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Calm Air International LP
Annual Recurrent Training
Flight Crew

CAR 602.145 ADIZ

(1) This Section applies in respect of aircraft before entering into and while operating within the ADIZ, the
dimensions of which are specified in the Designated Airspace Handbook.
(2) Every flight plan or flight itinerary required to be filed pursuant to this Section shall be filed with an air
traffic control unit, a flight service station or a community aerodrome radio station.
(3) The pilot-in-command of an aircraft whose point of departure within the ADIZ or last point of departure
before entering the ADIZ has facilities for the transmission of flight plan or flight itinerary information shall:
(a) before takeoff, file a defence flight plan or defence flight itinerary;
(b) in the case of a VFR aircraft where the point of departure is outside the ADIZ,
(i) indicate in the flight plan or flight itinerary the estimated time and point of ADIZ entry,
and
(ii) as soon as possible after takeoff, communicate by radio to an air traffic control unit, a
flight service station or a community aerodrome radio station a position report of the
aircraft’s location, altitude, aerodrome of departure and estimated time and point of ADIZ
entry; and
(c) in the case of a VFR aircraft where the point of departure is within the ADIZ, as soon as
possible after takeoff, communicate by radio to an air traffic control unit, a flight service station or
a community aerodrome radio station a position report of the aircraft’s location, altitude and
aerodrome of departure.
(4) The pilot-in-command of an aircraft whose point of departure within the ADIZ or last point of departure
before entering the ADIZ does not have facilities for the transmission of flight plan or flight itinerary
information shall:
(a) as soon as possible after takeoff, file by radio communication a flight plan or flight itinerary;
and
(b) in the case of a VFR aircraft, indicate in the flight plan or flight itinerary the estimated time and
point of ADIZ entry, if applicable.
(5) The pilot-in-command of a VFR aircraft shall revise the estimated time and point of ADIZ entry and
inform an air traffic control unit, a flight service station or a community aerodrome radio station, when the
aircraft is not expected to arrive:
(a) within plus or minus five minutes of the estimated time at:
(i) a reporting point,
(ii) the point of ADIZ entry, or
(iii) the point of destination within the ADIZ; or
(b) within 20 nautical miles of:
(i) the estimated point of ADIZ entry, or
(ii) the centre line of the route of flight indicated in the flight plan or flight itinerary.

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 Calm Air International LP
Annual Recurrent Training
Flight Crew

Area of compass unreliability

The Earth's North Magnetic Pole is the point on the surface of the
Northern Hemisphere at which the Earth's magnetic field points
vertically downwards.
The North Magnetic Pole moves over time due to magnetic
changes in the Earth's core. In 2001, it was determined by the
Geological Survey of Canada to lie near Ellesmere Island. In 2009,
it was moving toward Russia at 55-60 km per year. During the 20th
century it moved 1100 km, and since 1970 its rate of motion has
accelerated from 9 km/year to approximately 41 km/year.
The horizontal force of the magnetic field, responsible for the
direction in which a compass needle is oriented, decreases in
strength as one approaches the North Magnetic Pole, where it is
zero. Close to the pole, an area is reached where the frictional
forces in the pivot are comparable to the horizontal forces of the
magnetic field. The compass starts to behave erratically when the
horizontal force falls below 6000 nT, and eventually, as the
horizontal force decreases to less than 3000 nT, the compass
becomes unusable.
These definitions are only guidelines, and experience has shown that with care, high quality mechanical
compasses can be used, even in areas where the horizontal force is less than 3000 nT. Electronic compasses will
operate regardless of the horizontal field strength. However, both mechanical and electronic compasses are
subject to another problem within the area of compass unreliability - daily fluctuations in magnetic declination
become increasingly large as one approaches the North Magnetic Pole. Where the horizontal force is less than
3000 nT, daily fluctuations in excess of 5 degrees are normal. Therefore, even if you compass is functioning
correctly it may not be pointing where you think it is.

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Calm Air International LP
Annual Recurrent Training
Flight Crew

Establishing a TRUE heading in NDA

Operations in Northern Domestic Airspace require special procedures due to magnetic compass unreliability. The
aircraft compasses shall be operated in DG mode and set to true headings at all times in Northern Domestic
Airspace.

Flight Management Systems & ADF Bearing Pointer

The FMS in combination with an ADF pointer shall be used to determine true heading while operating in Northern
Domestic Airspace. The FMS is NOT capable of determining true heading. It is capable of giving true aircraft
tracks, exact latitude and longitude position, and exact bearing information.
NOTE: The Astro Compass must be carried (as a back-up) at all times the aircraft is operated in Northern
Domestic Airspace.

ADF Bearing / True Heading setting procedure:

 Tune and Identify the closest NDB to aircraft position.
 Determine the True bearing of the NDB using the aircraft GPS
 Turn the aircraft AHRS DG Clockwise (CW) or Counter Clockwise (CCW) until the True Bearing
determined from the FMS matches up exactly with the ADF bearing pointer.

The following procedures for operating in the NDA apply:

 Select DG mode prior to departure
 On line up checklist verify runway heading is set in DG (AHRS 1 & 2)
 On a continuous basis during flight apply compass corrections using the FMS and an ADF bearing
pointer.
 During decent checklist and prior to commencing any approach procedure, check True Heading and
confirm DG mode selected.

In the event FMS (GNSS) or an NDB (to get a bearing from) becomes unavailable the Astro Compass must be
used to determine True Heading.

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 Calm Air International LP
Annual Recurrent Training
Flight Crew

Astro Compass

Check True Heading by the SUN

1. Set latitude to the nearest degree. (YRT N62 48.64)

2. Extract declination and G.H.A. SUN from the almanac.
3. Calculate L.H.A. SUN:
L.H.A. SUN = G.H.A. – West Longitude to nearest ½ degree
Example: G.H.A. for 7 June 2012 at 1600 is: 60 15.6
CYRT Longitude is: W92 06.8

60 – 92 = 328 L.H.A. SUN

4. Set L.H.A. SUN on hour angle head (N).

5. Set declination. (N22 49.8)
6. Hold compass level in sunlight with lubber line pointing in same direction as aircraft.
7. Rotate instrument until shadow of bar falls between parallel lines on shadow screen.
8. Read true heading of aircraft against lubber line.

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Calm Air International LP
Annual Recurrent Training
Flight Crew

Check True Heading by the MOON

1. Set latitude to the nearest degree. (YRT N62 48.64)

2. Extract declination and G.H.A. MOON from the almanac.
3. Calculate L.H.A. MOON:
L.H.A. MOON = G.H.A. – West Longitude to nearest ½ degree
Example: G.H.A. for 7 June 2012 at 0600 is: 49 44
CYRT Longitude is: W92 06.8

49 – 92 = 317 L.H.A. MOON

4. Set L.H.A. MOON on hour angle head (N).

5. Set declination. (S17 06)
6. Hold compass level where body will be visible with lubber line pointing in same direction as
aircraft.
7. Rotate instrument until body appears in sights (the lens being nearest to the observer). With
the Moon, the shadow bar and screen can often be used instead of sights.
8. Read true heading of aircraft against lubber line.

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 Calm Air International LP
Annual Recurrent Training
Flight Crew

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