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.

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

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;

Let us refer to the approach plate. We see that for the ILS approach the HAT is 200 ft AGL and the advisory visibility is 1/2 SM. 

Use the 'One Useable Precision Approach' mins for your alternate since we only have one available runway.

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.

In Summary:

On the exam there can be 3 possible answer choices:

1) 600-2 and 300-1 above HAT

2) 700-1 1/2 (sliding scale)

3) 800 -1 (sliding scale)

Ensure that the TAF is at or above one of those 3 for planning purposes. The you can use the airport as an alternate. Once you takeoff these planning alternate minimums do not apply, just use the approach chart minimums instead after takeoff.

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.

Based on the above we must then take 1000-3 and add it to the HAT

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. 

Based on the above we must use 1000-3. Also, we should 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.