Jeppesen Canada Atc Para 76 Upd Exclusive Jun 2026

Canadian domestic airspace is strictly bifurcated into two regional altimetry zones: Advisory Circular (AC) No. 700-039 - Transports Canada

The keyword represents more than a routine chart revision. It signals a shift in how Canada manages its most unforgiving airspace. The removal of NDBs, the introduction of CPDLC logon codes, and the revised lost comms waypoint (CP76F) change the risk profile of every flight crossing the 55th parallel north.

: In the Jeppesen Canada ATC section, paragraph-level details often correspond to specific Rules of the Air and Air Traffic Services (RAC) derived from the Transport Canada Aeronautical Information Manual (TC AIM) Likely Topics jeppesen canada atc para 76 upd

Involves an earlier reduction of power, often maintaining a lower acceleration speed until higher altitudes.

“If conducting the LOC/DME approach, the Visual Reference Point is established at 3.1 DME. Do not descend below 820’ until crossing the 3.1 DME fix.” Canadian domestic airspace is strictly bifurcated into two

The update had brought more than just a refreshed look to the charts; it had also streamlined communication between ATCs and pilots. The aviation community hailed Jeppesen's update as a major success, improving the efficiency and safety of air travel in Canada.

If you are viewing this reference in a , it likely alerts you to these upcoming changes in how Canadian air traffic control expects clearances to be handled or how personnel must maintain their Aviation Document Booklets . The removal of NDBs, the introduction of CPDLC

Nav Canada is aggressively decommissioning ground-based navaids. The removes the reference to the YBQ (Churchill) and ZWN (York Factory) NDBs for enroute navigation. These waypoints are now marked as "Out of Service" with an amber crosshatch.

When PARA 76 is updated, it could reflect a revision to any of these elements. For example, a recent Jeppesen Chart Alert for Churchill, Manitoba (CYYQ) advised of a new ATIS frequency (118.2) that could not be incorporated in time for the regular AIRAC cycle, requiring crews to manually annotate affected charts. Such time‑critical information often first appears in a “Chart Alert” or “NavData Change Notice” before being formalized in a standard cycle update.

Jeppesen is the dominant supplier of aeronautical charts and navigation data worldwide, and Canada is no exception. In Canada, instrument approach procedures are developed by Transport Canada in accordance with TP 308 (Criteria for the Development of Instrument Procedures) and are published in both the government’s Canada Air Pilot and privately in the Jeppesen Airways Manual . Commercial operators and many general aviation pilots rely on Jeppesen products for their:

NAV CANADA, in coordination with the FAA and Eurocontrol, moved away from the simple "Heavy/Medium/Light" weight-based classification to a performance-based classification. This update was reflected in Jeppesen charts and the ATC MANOPS.