IVAO Canada > Controllers > Moncton FIR

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> Halifax International Operating Procedures

Moncton FIR

Halifax international procedures

Airspace

Halifax airport is a class D airport.
The 7nm control zone (D) is surrounded by a TCA extending up to FL230. The TCA is class D transponder airspace below 12'500ft, and B, then A above that.
Max radius is 35nm centered on the Halifax airport.

The Halifax TCA also covers the Military airport of Shearwater.

Frequencies

Clearance

An agreement has been set up between the airport and the ACC allowing the Ground controller to issue IFR clearances without requesting them from the ACC. In this arrangement the prefix "ATC clears" will be dropped, as the clearance is not being relayed. Also the phrase "Clearance on request" should not be used, as this implies that you are waiting for someone to give you the clearance. If you have to delay the clearance use something along the lines of "Standby, I'll call you" .

No specific routing restrictions exist in Halifax, though preferred routes exist and should be used whenever possible. See CFS for more info.

All IFR flights are to be cleared via the Halifax 3 (H3) Standard Instrument departure.

Squawk codes

• Internal flights (flights remaining in the Moncton FIR): 4320-4347
• External flights (flights leaving the Moncton FIR): 3120-3147

Ground

Standard ground procedures apply.

On departure if only 23 is active ground may taxi aircraft via 14. If 14 is active Grounds hands off to tower holding short 14 on H.

Tower

Runway configurations

All runways are available for arrival and departures, but only runway 23 and 32 is equipped with an ILS approach.

Departures

As with clearance delivery a permanent agreement is in place with the TCU controller which places the responsibility of ensuring the initial separation of IFR traffic with the Tower. The required radar wake turbulence separation minima must be ensured by the Tower controller and is described in M533.2 As these are important figures we will mention them here as well:

• Heavy behind a heavy - 4 nm
• Medium behind a heavy - 5 nm
• Medium behind a medium - 3 nm (minimum spacing in a TCA)
• Light behind a heavy - 6 nm
• Light behind a medium - 4 nm
• Light behind a light - 3 nm (minimum spacing in a TCA)

Besides providing the radar/wake turbulence separation between departures, the Tower controller must ensure that the initial separation between aircraft does not decrease. Factors such as aircraft performance and pilot technique vary even in the real world so be wary when attempting to run departures with minimum spacing, especially when departing a jet behind a prop, even if their wake category are the same.

During the day may be issued a turn off a SID by the Tower controller from any runway. The significance of this exemption is that by turning a Prop aircraft on departure, it allows subsequent departures to be expedited. The procedure is described in MANOPS section 554.1. No prior co-ordination with the Departures controller is required provided the aircraft are always turned away from the parallel runway by 30° or 60°, and the initial altitude is 5000ft. Remember to update the datatag if using this procedure with the assigned heading instead of the SID identifier, as described in the Clearance SOP.

IFR traffic is handed off to "Halifax Departures" with the take-off clearance.

Arrivals

Though it is a responsibility of the ACC to provide the appropriate separation between successive arrivals on final approach, responsibility for spacing between arriving aircraft may be transferred to the Tower once the aircraft crosses the Final Approach Fix (FAF).
With the use of radar the Tower assumes control of arrivals at the FAF regardless of the weather conditions. See MANOPS section 362.5 for the proper control transfer procedures.

If using IvAi in conjunction with FS to operate a visual tower viewpoint you may decrease the 3 nm separation of aircraft on final provided both aircraft are in sight. Aircraft conducting visual approaches in accordance with MANOPS section 566 and 567 are responsible for maintaining their own separation.

On Arrival traffic will be handed off to Tower once established on the approach (or any leg for visual approaches) prior to entering the control zone.

VFR traffic

Arrivals
VFR traffic will be transferred to tower approximately prior to entering the control zone.

Departures
Restrictions should only be applied for separation with other IFR traffic. There are no pre-defined guidelines.