IVAO Canada > Controllers > Winnipeg FIR

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> Thunder Bay Operating Procedures

Winnipeg FIR

Thunder Bay procedures

Airspace

The Thunder Bay airport is a class D airport.
The 5nm control zone (D) extending to 4000ft is surrounded by a TCA extending up to FL230.  It is irregularly shaped to the south due to the CA/US border.

The TCA is class E transponder airspace below 12'500ft, and B, then A above that. Max radius is 35nm cantered on the Thunder Bay airport.

Frequencies

Clearance

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" .

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 Thunder Bay 5 (B5) Standard Instrument departure

Squawk codes

• Internal flights (flights remaining in the Thunder Bay FIR): 2601-2625
• External flights (flights leaving the Thunder Bay FIR): 1401-1425
• VFR Remaining within the Thunder Bay TCA: 1240-1254

Ground

Standard ground procedures apply. Note taxiway E (north east of D) is uncontrolled . 

Tower

Runway configurations

All runways are available for arrival and departures, but note only runway 07 and 23 are equipped with an ILS.

Departures

A permanent agreement is in place with the Thunder Bay 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.

On Departure IFR traffic is handed to "Thunder Bay 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.

On Arrival traffic will be handed off to Tower once established on the approach, at or slightly before the FAF.

VFR traffic

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

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

Terminal

Arrival technique

Arrivals will be routed via the one of the two RNAV STARs or direct YQT VOR for vectors and will be cleared to 10'000 feet, or as requested. Winnipeg Centre will hand off aircraft to "Thunder Bay Arrivals' on 119.20 prior to entering the TCA.

Terminal will have to co-ordinate altitudes for arrivals from the south with the Minneapolis ARTCC.

Avoid descending non-straight-in traffic below 6000ft until clear of the departures end of the runway to avoid potential conflicts with departing traffic, which will be climbing to 5000ft.

Departure technique

Be cautious when vectoring departing and arriving traffic to avoid conflicts created by altitude - or lack thereof. There are no pre-determined techniques at any airports, but the terminal controller is responsible for spacing along the airways.

Clear all departures to FL230 or flight planned altitude, whichever is lower. Transfer departures to the Broadview sector (DR) Clear aircraft direct a waypoint further along the route whenever possible, after co-ordinating with Winnipeg ACC / Minneapolis ARTCC.