Reference: AIM RAC 9.6.1

A contact approach is an approach wherein an aircraft on an IFR flight plan or flight itinerary having an ATC clearance, operating clear of clouds with at least 1 NM flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the IAP and proceed to the destination airport by visual reference to the surface of the earth. In accordance with CAR 602.124, the aircraft shall be flown at an altitude of at least 1 000 ft above the highest obstacle located within a horizontal radius of 5 NM from the estimated position of the aircraft in flight until the required visual reference is acquired in order to conduct a normal landing.  Familiarity with the aerodrome environment, including local area obstacles, terrain, noise sensitive areas, Class F airspace and aerodrome layout, is paramount for a successful contact approach in minimum visibility conditions. Pilots are responsible for the adherence to published noise abatement procedures and compliance with any restrictions that may apply to Class F airspace when conducting a contact approach.

NOTE:
This type of approach will only be authorized by ATC when:

1. the pilot requests it; and
2. there is an approved functioning instrument approach, a published GNSS or a GNSS overlay approach for the airport.

Pitot Tube Blockage:

A pitot tube blockage can be caused by dirt, moisture, ice or even bugs. And, of course, aborted takeoffs after a failure to note “airspeed alive” on the takeoff roll, only to later find the pitot-tube cover still on, almost mockingly. Assuming a proper preflight inspection, ensuring the pitot tube is free and clear, obstructions can still unfortunately occur during flight. There are a few possible scenarios.

Effects on the Airspeed Indicator:

Blocked pitot tube with unblocked drain hole: This would result in the airspeed indicator reading zero. Because the pitot tube would not be able to sense any airflow, and the drain hole would let any residual air out, there would be no pressure differential for the airspeed indicator to measure.

Cause of Zero Reading: A blocked pitot tube with an open drain port can cause the airspeed indicator to register zero or the last known speed. However, if both the pitot tube and the drain port are blocked, the instrument could display incorrect or erratic airspeed readings.

Blocked pitot tube with blocked drain hole: With trapped dynamic pressure, the airspeed will indicate whatever speed was showing when the blockages occurred. If the aircraft’s static port remains unblocked, pressure will increase as the aircraft descends and decrease as the aircraft climbs.

If static pressure decreases during a climb, the trapped ambient pressure with allow the diaphragm to expand, showing an increase in airspeed. Conversely, descending into denser air will force the diaphragm to close, showing a decrease in airspeed. In short, the airspeed will act in a manner similar to an altimeter.

Effects on the Altimeter and Vertical Speed Indicator:

Minimal or No Effect: The blockage of the pitot tube does not directly affect the altimeter or the vertical speed indicator (VSI), as these instruments primarily rely on static pressure, not dynamic pressure. Therefore, the aircraft's altitude and rate of climb/descent should still be accurately displayed.

Static Port Blockage:

The static port measures the surrounding atmospheric pressure and is used by several instruments, including the altimeter, airspeed indicator, and vertical speed indicator. A blockage of the static port can cause significant issues with all of these instruments.

Vertical Speed Indicator: With no changes to static air, there can be no differential pressure for the VSI to work with. With no differential pressure, the VSI will be stuck at zero, and you’ll marvel at how well you’re maintaining altitude.

Altimeter: The altimeter will freeze at whatever altitude was indicated when the static port was blocked.

Effects on the Airspeed Indicator:

Airspeed Indicator: If the static port is blocked but the pitot tube remains clear, the ASI will function but not with accuracy. If speed remains constant, and the aircraft climbs or descends, the static pressure will result in changes to your airspeed indication. It’s the same principle as a blocked pitot tube but reversed.

A climb will result in a decrease in atmospheric pressure entering the pitot tube, which will result in the ASI indicating decreasing airspeed, causing the ASI to act as a “reverse altimeter.” As long as the pitot tube is not blocked, changes in airspeed will reflect on the ASI, but not accurately.

Blocked Static Port: The airspeed indicator relies on both static and dynamic pressure. If the static port is blocked, the airspeed indicator may behave erratically because it cannot reference the correct surrounding atmospheric pressure. The result can be a false or incorrect reading of airspeed. For instance, the airspeed could appear to increase or decrease inappropriately, even when the aircraft’s speed has remained constant.

Effects on the Altimeter:

Blocked Static Port: The altimeter measures the pressure difference between the static port and a sealed reference inside the instrument. A blockage in the static port causes the altimeter to either freeze at the last known altitude or display incorrect values, depending on the altitude changes that occur. In some cases, the altimeter may continue to show an incorrect altitude that does not correspond to the aircraft’s actual height.

Effects on the Vertical Speed Indicator:

Blocked Static Port: The vertical speed indicator measures changes in static pressure over time to determine the rate of climb or descent. If the static port is blocked, the VSI will either freeze or give erroneous readings, as it cannot detect changes in atmospheric pressure correctly.

Summary of Effects:

Pitot Tube Blockage:

Affects the airspeed indicator by causing it to freeze or show a zero reading.

No significant effect on the altimeter or vertical speed indicator.

Static Port Blockage:

Affects the airspeed indicator by causing incorrect or fluctuating readings.

Affects the altimeter by freezing or showing incorrect altitude.

Affects the vertical speed indicator by freezing or displaying inaccurate rate-of-climb data.

In the event of these blockages, pilots must rely on alternative instruments and procedures to manage flight, as the accuracy of key flight data may be compromised.

AIM COM 4.7 Distance Measuring Equipment (DME) 

The DME slant range error is the greatest when the airplane is at a high altitude close to or over the ground station. Moreover, slant range error also affects groundspeed and time-to-staion displays when you are close to the station.

AIM COM 4.8 TACTICAL AIR NAVIGATION (TACAN)

Tactical air navigation aid (TACAN) is a navigation aid (NAVAID) used primarily by the military for en route, non-precision approaches (NPAs) and other military applications. It provides azimuth in the form of radials and slant distance in nautical miles (NM) from the ground station. The system operates in the ultrahigh frequency (UHF) range with the frequencies identified by channel number.

TACAN users may obtain distance information from a distance measuring equipment (DME)  that is paired with the VHF omnidirectional range (VOR). This TACAN paired channel number is published in the Canada Flight Supplement (CFS) for every VOR/DME facility.

CAUTION:
Only DME information is being received by the TACAN avionics. Any apparent radial information obtained through the TACAN avionics from a VOR/DME facility can only be false signals.

Handbook for Civil aviation Medical Examiners

Hypoxia is an insidious killer. There is a tendency for euphoria to develop while motor skills and reasoning abilities deteriorate. The result is that in many cases the pilot may become seriously hypoxic without appreciating that there is a problem. To the observer tachypnea, cyanosis, mental confusion and loss of muscle coordination are obvious. To the pilot however, the only symptoms may be slight dyspnea, dizziness, fatigue, decreasing vision and finally loss of muscular control. Night vision can be impaired at as low as 5000 ft. Tolerance to hypoxia varies from individual to individual and from time to time. Tolerance can be increased by continual exposure to high altitudes and varies with the level of the hemoglobin and the oxygen carrying capacity of the blood. It is decreased by fatigue, cold and poor physical conditioning. Even at 5,000 ft. night vision is decreased.

Types

Hypoxia is generally divided into four types.

Hypoxic hypoxia is due to a decrease in the oxygen available to the body such as typically occurs with altitude.

Hypemic hypoxia is caused by a reduction in the oxygen carrying capacity of the blood for any reason. It also occurs when hemoglobin is saturated by gases for which it has a higher affinity, the most common of which is carbon monoxide. This is not only produced by exhaust leaks into the cockpit but also by cigarette smoking. Carbon monoxide is a product of incomplete combustion and may be present at levels of 6-8% in the blood of a heavy smoker and such individuals may become significantly hypoxic at levels below 10,000 ft.

Stagnant hypoxia is a less common problem caused by a reduction in total cardiac output, pooling of the blood or restriction of blood flow. Heart failure, shock, continuous positive pressure breathing and Gforces in flight can create stagnant hypoxia. Local stagnant hypoxia can occur with tight and restrictive clothing or, in the cerebral circulation, in association with vasoconstriction due to respiratory alkalosis provoked by hyperventilation.

Histotoxic hypoxia refers to poisoning of the respiratory cytochrome system by chemicals such as cyanide or carbon monoxide but it can also be caused by the effects of alcohol. Needless to say a pilot in poor physical condition, recovering from a hangover and smoking while in flight can quickly become an unfortunate statistic!

AIM AIR 3.9 ALCOHOL

Never fly while under the influence of alcohol. It is best to allow at least 24 hours between the last drink and take-off time. Alcohol is selectively concentrated by the body into certain areas and can remain in the fluid of the inner ear even after all traces of alcohol in the blood have disappeared. This accounts for the difficulty in balance that is experienced in a hangover. Even small amounts of alcohol (0.05 percent) have been shown in simulators to reduce piloting skills. The body metabolizes alcohol at a fixed rate and no amount of coffee, medication or oxygen will alter this rate. ALCOHOL AND FLYING DO NOT MIX.

If you find that you are drinking excessively or encountering problems related to alcohol, you must refrain from flying and seek assistance. Transport Canada has a policy and pathway to return to flying with the appropriate treatment and monitoring. Early intervention and active engagement are best for long-term success.

Alcohol or Drugs — Crew Members

602.03 No person shall act as a crew member of an aircraft

(a) within 12 hours after consuming an alcoholic beverage;

(b) while under the influence of alcohol; or

(c) while using any drug that impairs the person’s faculties to the extent that the safety of the aircraft or of persons on board the aircraft is endangered in any way.

AIM COM 4.5.1 and 4.5.2

Reference: AIM RAC 8.5

Reference: AIM COM 8.3

Reference: AIM RAC 2.8.2

AIM RAC 9.12

AIM RAC 7.10

You must convert the airspeed to groundspeed. 140 knots approach speed mins the 20 knots headwind = 120 knots.

Once established on 3 degree glide slope. To maintain the slope you can use this formula.
Rate of descend = GS x 5
Rate of descend = 120 x 5 = 600 feet per minute

The question is a trap question which is asking what is NOT a true statement. It's important to read the question carefully as these are quite common to see.

Issued: It was issued on the 10th day of the month at 1424 UTC

The answer shows AGL which is not correct. A GFA covers a wide area so the altitude is ASL. (There are some exceptions where the height is above ground. In these cases it will mention AGL in the forecast.)

TC Advisory Circular 302-006 FAQ's

Once the aircraft has commenced pushback with the intent of taking-off, or has commenced moving on the maneuvering area under its own power with the intent of taking-off, it is considered to have commenced taxi for takeoff.

A pushback with the intent to taxi to the de-icing bay is considered taxi for take-off.

Up to 10 NM: 35 degrees either side of centreline

Between 10 NM to 18 NM: 10 degrees either side of centreline

A Radio Magnetic Indicator (RMI) is an essential instrument used in aircraft for navigation. It assists pilots in maintaining situational awareness, especially during complex navigational procedures. Here's a detailed explanation of what an RMI does, how it functions, and what it indicates:

1. Purpose of the Radio Magnetic Indicator (RMI)

The RMI combines information from a magnetic compass or a heading indicator with navigation data received from radio navigation aids, such as VOR (VHF Omnidirectional Range) and ADF (Automatic Direction Finder). Its primary function is to provide pilots with real-time, accurate direction information relative to the aircraft's heading.

2. Components of an RMI

An RMI typically consists of:

Compass Card: A rotating card that shows the aircraft’s current magnetic heading. The card rotates automatically to align with the magnetic heading indicated by the gyroscopic heading system.

Needles: The RMI typically has two needles. One needle usually points to a VOR station, and the other points to an NDB (Non-Directional Beacon). Each needle is color-coded for easy identification.

Indicator Window: Displays the aircraft's heading at the top of the compass card.

3. Functionality of an RMI

Magnetic Heading: The compass card is driven by the aircraft's heading reference system and rotates to always indicate the aircraft's current magnetic heading at the top of the display.

Navigation Aid Indication: The RMI shows the bearing to specific radio navigation stations:

VOR Bearing: One needle points directly to the VOR station. This provides the magnetic bearing from the aircraft to the station.

ADF Bearing: Another needle points towards an NDB, indicating the direction to the beacon relative to the aircraft’s current position.

4. Types of Needles and Their Indications

Single-Bar Needle: This needle typically points to a VOR station. It shows the magnetic direction to the station from the aircraft, allowing the pilot to understand the radial or bearing to fly towards or away from.

Double-Bar Needle: Often used for the ADF or NDB bearing, it shows where the NDB is located relative to the aircraft.

5. How Pilots Use an RMI

Pilots use the RMI for:

Determining Position: By observing the bearings to two different navigational aids, pilots can pinpoint their location on a chart.

Intercepting and Tracking Courses: The RMI helps in intercepting and maintaining a course to or from a VOR station or tracking towards an NDB.

Navigational Awareness: The continuous display of the aircraft's heading along with the relative position of navigation stations helps pilots maintain a better understanding of their current navigational environment.

6. Interpretation of Indications

Aircraft Heading: The top of the RMI compass card always shows the current heading of the aircraft in degrees magnetic.

Relative Bearings:

If the needle points directly at the top (360°), the station is directly ahead.

If it points to the bottom (180°), the station is directly behind.

Any other indication shows the station's direction relative to the aircraft’s nose.

7. Practical Application

For instance, if the aircraft is on a heading of 090° (due east) and the VOR needle points to 270°, this indicates that the VOR station is directly behind the aircraft. If the needle points to 045°, the station is ahead to the right, at a 45° angle.

8. Benefits of Using an RMI

Simplified Interpretation: The RMI provides an intuitive and continuous display of heading and bearing information.

Enhanced Situational Awareness: Pilots can easily determine if they are flying towards or away from a station without needing to interpret complex directional data.

Reduced Workload: The combined heading and navigation information simplifies navigation tasks and reduces pilot workload, especially during critical phases of flight such as approach or when navigating in unfamiliar areas.

Summary

The RMI is a navigation instrument that integrates magnetic heading with real-time directional information from VOR and ADF signals, allowing pilots to visually track the bearings to or from navigation aids. By consistently updating the heading and showing the direction to navigational stations, it greatly enhances situational awareness and assists in precise navigation.

AIM COM 4.7 Distance Measuring Equipment (DME) 

The DME slant range error is the greatest when the airplane is at a high altitude close to or over the ground station. Moreover, slant range error also affects groundspeed and time-to-staion displays when you are close to the station.

AIM COM 4.8 TACTICAL AIR NAVIGATION (TACAN)

Tactical air navigation aid (TACAN) is a navigation aid (NAVAID) used primarily by the military for en route, non-precision approaches (NPAs) and other military applications. It provides azimuth in the form of radials and slant distance in nautical miles (NM) from the ground station. The system operates in the ultrahigh frequency (UHF) range with the frequencies identified by channel number.

TACAN users may obtain distance information from a distance measuring equipment (DME)  that is paired with the VHF omnidirectional range (VOR). This TACAN paired channel number is published in the Canada Flight Supplement (CFS) for every VOR/DME facility.

CAUTION:
Only DME information is being received by the TACAN avionics. Any apparent radial information obtained through the TACAN avionics from a VOR/DME facility can only be false signals.

AIM RAC 9.2.3

A STAR is an ATC IFR arrival procedure published in the CAP for use by aircraft with the appropriate navigation capabilities and is coded in many GNSS and FMS databases.

STARs provide the following benefits:

(a)  Predictability for flight crews: As opposed to vectors, STARs allow pilots to be aware in advance of arrival routings and plan more optimum descent profiles.

(b)  Facilitation of clearances and radiotelephony exchanges: Published STARs reduce the need to communicate detailed descent, speed, and track instructions.

(c)  Increased predictability for ATC: Controllers observe more consistent aircraft track-keeping and turn performance on STARs due to published speed and altitude restrictions.

Where a satellite-based approach is planned at both the destination and alternate, the aerodromes are separated by a minimum of: 

75 NM where both aerodromes are in either Nunavut, or north of 56 degrees North latitude in Quebec and Labrador;

100 NM where either or both aerodromes are located anywhere else in Canada;

You would use the 'One Useable Precision Approach' mins for your alternate

Now, you can use the sliding scale:

600 -2
becomes 700 - 1 1/2
becomes 800 - 1 This is what the forecasted weather needs to be in CYYZ.

Departure procedures meet obstacle clearance requirements and are based on the premise that on departure an aircraft will:

cross at least 35 feet above the departure end of the runway;

1. climb on runway heading to 400 feet AAE before turning; and

2.maintain a climb gradient of at least 200 feet per NM throughout the climb to the minimum altitude for enroute operations.

Answer: We require a climb gradient of 400 ft/NM (not 400 feet per minute) until 1100 ft ASL. Then 200 ft/NM (not 200 feet per minute) between 1100 ft ASL to 2200 ft ASL.

The appropriate aircraft category and resulting approach minima are determined by the pilot based on the indicated airspeed at which the aircraft is to be manoeuvered (not groundspeed). The aircraft categories are defined as follows. Category E is not charted for civil approach procedures.

In this example, it would be Category C, regardless of the wind.

The question is asking what is the lowest useable Height above threshold. So use the ILS mins (in brackets) because it is a precision approach. For this question you do not need the actual alternate mins table.

The glideslope is unserserviceable so a LOC approach is a non-precision approach.

Since the minimum is considered "Standard" we can use the sliding scale.
800-2
becomes 900-1 1/2
becomes 1000 - 1

IFR Alternate minimums table are predicated upon the aerodrome having a TAF available.

Aerodromes served with a GRAPHIC AREA FORECAST (GFA) may qualify as an alternate, provided the forecast weather contains:
(a)  no cloud lower than 1 000 ft above the lowest usable HAT/HAA;
(b)  no cumulonimbus; and
(c)  a visibility that is not less than 3 mi.

IFR Alternate minimums table are predicated upon the aerodrome having a TAF available.

Aerodromes served with a GRAPHIC AREA FORECAST (GFA) may qualify as an alternate, provided the forecast weather contains:
(a)  no cloud lower than 1 000 ft above the lowest usable HAT/HAA;
(b)  no cumulonimbus; and
(c)  a visibility that is not less than 3 mi.

We use the circling mins this time because we cannot confirm the runway is unobstructed.

Reference: AIM RAC 9.19

The following exceptions to the above prohibitions apply to all aircraft when: 

(a) the below-minima RVR report is received, the aircraft is inbound on approach and has passed the FAF, or where there is no FAF, the point where the final approach course is intercepted; 

(b) the pilot-in-command has informed the appropriate ATC unit that the aircraft is on a training flight and that the pilot-in-command intends to initiate a missed approach procedure at or above the DH or the MDA, as appropriate; 

(c) the RVR is varying between distances less than and greater than the minimum RVR; 

(d) the RVR is less than the minimum RVR, and the ground visibility at the aerodrome where the runway is located is reported to be at least one-quarter statute mile; or 

(e) the pilot-in-command is conducting a precision approach to CAT III minima. 

Method 1: Draw a Compass Rose

This will help us visualize it better.

Draw the radial you are currently on (140°). Draw the desired radial (190°).

We notice that our desired radial is to our left. Remember VOR is position based only, not heading.

Take 190 + 90 = 280

Method 2: Use the VOR indicator

Put the desired inbound radial at the bottom of the VOR indicator. The needle now swings fully left. Since we are using an easy 90° intercept. Read the number at the left side of the VOR indicator, which is 280°.