This article breaks down Jeppesen Enroute Chart ATC-76, the nature of the "UPD" (Update), and what Canadian and international pilots need to know before filing their next flight plan. Jeppesen divides Canadian airspace into several ATC (Air Traffic Control) enroute charts. Unlike the United States' IFR High/Low enroute charts, Canada’s vast, sparsely populated northern territories require specific chart series.
Before your next flight from Winnipeg to Rankin Inlet, open Jeppesen FliteDeck Pro. Search "ATC-76." Check the effective date in the title block. If you don't see the "UPD" flag and the new CPDLC frequencies, call your dispatcher. Do not depart. jeppesen canada atc para 76 upd
Disclaimer: This article is for informational purposes only. Always refer to official Nav Canada publications and your current Jeppesen subscription for actual navigation. This article breaks down Jeppesen Enroute Chart ATC-76,
But what exactly is PARA 76? Why is this update critical? And how does this change impact your en-route navigation, lost communication procedures, and fuel planning? Before your next flight from Winnipeg to Rankin
Historically, lost comms procedures for this specific area were printed in paragraph 76 of the Canada Air Navigation Order (ANO) or Nav Canada’s Designated Airspace Handbook (DAH). The new UPD changes the trigger point. Before the UPD (Old Procedure) On losing comms, pilots would proceed to the "PARA 76 Fix" (often the YPO (Peawanuck) NDB) and hold as published. After the UPD (New Procedure) The chart now designates a GPS waypoint named CP76F (Comms Point 76 Final). The update requires pilots to fly the last cleared route to CP76F, then proceed via the "Alert Route" to a specific MEA for 30 minutes before proceeding to a "weather alternate."
typically covers a critical transition zone. While Jeppesen occasionally shuffles its grid, historical data and current NOTAMs suggest that ATC-76 predominantly covers the airspace transitioning from Northern Ontario/Manitoba towards the Hudson Bay lowlands or the lower Arctic. This is a high-altitude enroute chart (often covering FL180 to FL450) that bridges the gap between Winnipeg (CYWG) low-level sectors and the remote Iqaluit (CYFB) or Churchill (CYYQ) radar gaps.
A: Indirectly. If you are VFR on the ground, no. If you are flying VFR OTT (Over The Top), you must comply with IFR lost comms procedures if you enter cloud. So, yes—study the chart.