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Toronto FIR

Hamilton procedures

Frequencies		Noise abatement		Clearance		Ground		Tower		Terminal

Airspace

Hamilton airport is a class D airport. The 5nm control zone (D) extends to 4000ft ASL. The Toronto TCA lies just North-East of the airport extending up to FL230. The TCA is class C transponder airspace below 12'500ft, and B, then A above that. Max radius is 26nm centred over the Toronto airport. See See VFR Terminal chart for a detailed overview.

IFR service is provided by the Toronto TCU's West Satellite (CYTO_WS_APP) sector. Satellite sectors are responsible for the airspace within the Toronto TCA below 3000ft inside 20DME YYZ, and below 4000ft outside 20DME YYZ (class C transponder airspace) as well as a rather large area around the TCA, extending to 6'000.

Frequencies

Sector ID	Radio Callsign	Frequency	Airspace
CYTO_WS_APP	Toronto Terminal	128.27	The Violet area as depicted in the sector overview. The West Satellite sector provides service for Hamilton, and Kitchner-Waterloo.
CYTO_SD_DEP	Toronto Terminal	128.80	The Blue area as depicted in the sector overview, above 3000ft. Departures manages all through traffic not landing in Pearson which will include arrivals to Hamilton via the YYZ VOR.
CYHM_TWR	Hamilton Tower	125.00	The 7nm control zone to 4000ft ASL
CYHM_GND	Hamilton Ground	121.60	All taxiways.

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

Noise abatement procedures

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

A major point to remember is: Overflight of the area to the north of the airport below 3000 is prohibited to all aircraft over 28 000kg, unless on final for runway 24, or climbing out of runway 06.

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 Hamilton, though preferred routes exist and should be used whenever possible. See CFS for more info.

All IFR flights are to be cleared via a Standard Instrument departure. There are 2 in Hamilton. Which one is used depends on the active runway.

• Clear aircraft departing runways 06, 12, 24 via the Hamilton 7 (H7) Departure.
• Clear aircraft departing runway 30 via the Glanbrook 1 (G1) Departure.

Squawk codes

• Internal flights (flights remaining in the Montreal FIR): 4340-4357
• External flights (flights leaving the Montreal FIR): 2240-2257

Ground

Standard ground procedures apply.

When 06/24 is the only active runway ground may use 12/30 to taxi aircraft. If 12/30 is also being used aircraft are to be handed off to tower holding short.

Tower

Runway configurations

During the day all runways are available for arrival and departures, but only runway 12/30 is equipped with conventional instrument approaches.

Night procedures are applied every day from 23h00 till 07h00 lcl. During these times refer to the Noise abatement procedures in the CAP for preferential runway assignment.

Departures

The Toronto Terminal has the responsibility of ensuring the initial separation and release of IFR traffic, therefore a release must be requested from the West Satellite sector for each IFR departure. If West Satellite is not online request release from Toronto Departures (TD)

IFR traffic is handed off to the West Satellite sector (callsign Toronto Terminal ) with the take-off clearance.

Arrivals

Though it is a responsibility of the TCU 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.

Visual approaches from the North will be restricted to 3000ft by the Terminal. The tower will clear aircraft to continue down once clear of the no-fly zone.
(Phraseology: Sierra Bravo Uniform, clear of noise sensitive area, continue own descent...)

VFR traffic

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

Departures
Assign a maximum altitude of 3,000 feet to all VFR departures. A higher altitude may be requested from Terminal.

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