IVAO Canada > Controllers > Montreal FIR

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> Montreal Trudeau Operating Procedures

Montreal FIR

Montreal P. Elliott Trudeau procedures

Airspace

CYUL landing 06L/R CYUL landing 10 CYUL landing 24L/R CYUL landing 28

Montreal-Trudeau airport is a class C airport. The 7nm control zone (C) joins with the St. Hubert control zone to form an egg-shaped airspace. The Trudeau control zone extends to 3000 ft ASL. Two modifications have been made:

A) The part of the control zone covering the extended centreline of St. Hubert's runway 06L/24R is permanently delegated to the Montreal TCU.
B) A portion of the class C airspace north of the Trudeau control zone below 2000ft has been delegated to the Tower by the TCU.

Both areas are marked on the VFR terminal chart.

The airport lies within the Montreal TCA, which also covers Mirabel (CYMX), St. Hubert (CYHU), St.Jean (CYNJ) and many smaller uncontrolled airfields. The TCA extends to FL230 in the east sector, and 17'000ft in the west sector, and is class C and D transponder airspace below 12'500ft, and B, then A above that. Shape is very irregular. See VFR Terminal chart for a detailed overview.

Frequencies

Note: See the Montreal TCU page for Terminal/Arrival/Departure procedures.

Noise abatement procedures

Noise abatement procedures exist at Montreal Trudeau during the day (0700-2300 local), as well as at night (2300-0700 local). Please see charts for complete noise abatement procedures.
Bear in mind all times are local (UTC -5/-4 in summer).

Clearance

Due to the volume of traffic departing Trudeau an agreement has been set up between the airport and the TCU allowing the Clearance controller to issue IFR clearances without requesting them from Terminal. 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" .

To co-ordinate the smooth flow of aircraft away from departing airport area all departing aircraft must comply with the following routing restrictions.

Exits via FRANX, YMX, CATOG, MAIRE, ABCOT and PLB are only permitted if flight planned altitude is 5000ft or lower.

All IFR flights are to be cleared via a Standard Instrument departure. Which one you use depends on the aircraft type and time of day.

• Clear all Jet aircraft departing between 0700-2300 local (day) via the Dorval 6 (D6) Departure.
  
• Clear all Jet aircraft departing between 2300-0700 local (night) via the Kipax 2 (K2) Departure.
  
• Clear all Propeller aircraft via the Jadee 6 (J6) Departure.

Squawk codes

• IFR Internal flights (flights remaining in the Montreal FIR): 4201-4217
• IFR External flights (flights leaving the Montreal FIR): 1001-1037
• VFR Local: 1251-1275
• VFR to CYHU CYMX CYOW CYQB: 0401-0420

Ground

Standard ground procedures apply.

When the 24s are active aircraft exiting on B2, G, the end of 24R, A4 and the end of 24L will be handed off directly to the Apron on 122.07 (when active). Proper co-ordination between ground and tower is required for all aircraft taxiing on Alpha if both the 24s and runway 28 are active.

Tower

Runway configurations

During the day all runways are available for arrival, and departures. Make use of the following configurations.

 

When winds are calm or up to 5 knots use option 1. Do not use 10/28 as primary landing runway unless the crosswind component is at least 10 knots for runways 06L/R or 24L/R. At night all jet traffic must use the north runway for noise abetment purposes. A pilot may request a different runway and the request should be approved unless it would create a conflict with other traffic, or violate noise abatement regulations. In low visibility conditions only 06L can be used for arrivals and departures as it's equipped with a cat II ILS.

Departures

A permanent agreement is in place with the Montreal TCU which places the responsibility of ensuring the initial separation and release of IFR traffic with the Tower. The required radar wake turbulence separation minima must be ensured by the Tower controller and is described in MANOPS section 533.2. 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, all IFR propeller departures will be assigned, a standard heading with the take-off clearance as follows:

If a turn-off is not issued inform the receiving Terminal controller as soon as possible after take-off. Remember to update the datatag when using this procedure with the assigned heading instead of the SID identifier, as described in the Clearance SOP.

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

Arrivals

Though it is a responsibility of the Arrival controller to provide the appropriate separation between successive arrivals on final approach, responsibility for spacing between arriving aircraft is transferred to the Tower automatically 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.

The parallel runways at Trudeau have enough distance between them that an aircraft may be departed from one runway, regardless of the distance back on final an arrival is on the other runway, but IFR departures must be properly sequenced.

On Arrival traffic will be handed off to Tower once established on the approach, at or slightly before the FAF. Distance between aircraft will depend on the runway configuration in use. (See table above)

VFR traffic

VFR traffic is handled somewhat differently in Montreal, mainly due to the odd shape of the control zone, and the proximity of St. Hubert and Mirabel airports.

The airspace below 2000ft between the Trudeau and Mirabel control zones is permanently delegated to the Mirabel FSS.
The Trudeau tower manages the "Ville-Marie" VFR sightseeing circuit. Aircraft join this circuit vertical the Tunnel Lafontaine. Tower may assign VFR aircraft any altitude below 2500ft, without prior co-ordination with the Terminal.
The tower may authorise SVFR within it's control zone without advising the TCU.

Arrivals
Jets and twin-engine aircraft will be integrated into the IFR sequence by Terminal and advised to turn final at 3,000 feet or higher and to contact the Tower before the FAF.
Single-engine aircraft will be vectored over the following VFR entry points :
a)       Lafontaine tunnel
b)       3 NM south of the Mercier Bridge
c)       Highway13 Bridge (rivière des Milles-Îles)
d)       Trans-Canada Bridge (l'Île aux Tourtes)
and a communication transfer will be completed to Montreal-Trudeau Tower before the aircraft reaches a VFR entry point at a minimum altitude of 2,500 feet.

Departures
Assign departing VFR jets runway heading and an altitude of 3,000 feet to and transfer the aircraft to DP or TS sector.
Assign a maximum altitude of 2,000 feet and one of the standard VFR headings to VFR propeller aircraft as follows : to the DP sector : heading 260°, or 360°; to the TS sector : heading 180°.

Aircraft passing through the Mirabel or St. Hubert control zones will be handed off directly to the respective towers / FSS.