Toronto Terminal Control Unit procedures

Airspace

The Toronto terminal is divided into 6 sectors: South Departures (SD), Arrivals (AA), Arrivals secondary (A2), East Satellite (ES) and West Satellite (WS). Procedures and sectors are listed below.

The Toronto TCA covers Pearson (CYYZ), Buttonville (CYKZ), City Centre (CYTZ), Downsview (CYZD), and Brampton (CNC3) airports, and the terminal control unit is responsible for providing service for Hamilton (CYHM), Kitchner-Waterloo (CYKF), and Oshawa (CYOO) airports and their surrounding area.

The TCA extends to FL230 and is class C transponder airspace below 12'500ft, then B, then A above that.

Click here to see the VFR Terminal chart for a close up of the Toronto control zone.

This document only covers Terminal procedures. For aerodrome procedures of Pearson, City-Centre, Hamilton, and other Toronto area airports please visit their designated pages in the menu to the left.



SFI Codes

Use the following SFI codes when appropriate.

Toronto Terminal Arrivals

  L All aircraft landing on runway 06L, 15L, 24L, 33L
  R All aircraft landing on runway 06R, 15R, 24R, 33R
  N All aircraft landing on runway 05, 23
  C All aircraft landing in CYTZ
  K All aircraft landing in CYKZ
  H All aircraft landing in CYHM

 

 

Sectors

South Departures - SD (Primary)

Callsign:
 CYTO_SD_DEP "Toronto Departures" *
Frequency:
 128.80
Description:
 The Departures sector handles all Pearson departures and overflights through the TCA. It is responsible for the airspace within the Toronto TCA above 3000ft, except the arrival corridors - See graphic above.
When Toronto is departing 05/06L or 23/24R and traffic requires a North Departures (ND) position may be opened on frequency 127.57. The airspace is split down the extended centerline of runway 06L/24R.
Co-ordination:
 TO TCU See arrival and departure techniques further down.
Toronto ACC Clear jet aircraft to FL230 or flight planned altitude, whichever is lower.
Clear prop aircraft to 15'000ft or flight planned altitude, whichever is lower.

Aircraft may be cleared direct OO, YCF, BULGE, ANCOL, ARTHR, CALON, TONNY without prior co-ordination.
Consolidation:
 SD is the primary sector of the Toronto TCU, and therefore assumes control for all unmanned sectors.
*Note:
 The Departures sector is the primary sector of the Toronto TCU, and will be opened before any of the arrival sectors. Callsign for arriving traffic remains "Toronto Arrivals"

Arrivals - AA

Callsign:
 CYTO_AA_APP "Toronto Arrivals"
Frequency:
 132.80
Description:
 The AA sector only handles arrivals into Pearson. Dimensions of the airspace vary depending on active runway, see graphic above.
Co-ordination:
 TO TCU See arrival and departure technique further down.
Consolidation:
 AA will assume the responsibility of A2 unless traffic is too high for one controller to manage.

Arrivals secondary - A2

Callsign:
 CYTO_SA_APP "Toronto Arrivals"
Frequency:
 124.47
Description:
 The A2 sector only handles arrivals into Pearson. Dimensions of the airspace vary depending on active runway, see graphic above.
In real-life both arrival sectors are configured to the same CJS: AA. As this is not possible on IVAO the A2 identifier was created.
Co-ordination:
 TO TCU See arrival and departure technique further down.
Consolidation:
 A2 will usually be consolidated with AA and may only be opened if SD is staffed.

East Satellite - ES

Callsign:
 CYTO_ES_APP "Toronto Terminal" *
Frequency:
 133.40
Description:
 The East Satellite sector is responsible for:
  1. The airspace inside the TCA to the east and south of the Toronto VOR to 20DME up to but not including 3'000ft,
  2. The airspace inside the TCA to the east and south of the Toronto VOR from 20 or 26DME up to but not including 4'000ft,
  3. The airspace east of the Toronto TCA as depicted on the sector file up to 6'000ft,
  4. The airspace south of the Toronto TCA bordering the Cleveland ARTCC as depicted on the sector file up to 5'000ft,
The exception to the above is the area which is required for an aircraft to conduct an approach to Pearson, which is owned by the Arrivals sectors. This airspace will move around as it depends on the runway(s) being used for arrivals in Pearson.
The airspace directly above is owned by the Departures controller, or the Arrivals controller under the FAA for the arrival runway(s). The responsibility of separating traffic operating below 3'000 (4'000 past 26DME) rests solely with the Satellite controllers.
Co-ordination:
 TO TCU See arrival and departure techniques further down.
Toronto ACC Cleear aircraft to the highest altitude of your sector (5000 or 6000)
Consolidation:
 ES may be consolidated with WS.
*Note:
 For departing aircraft radio callsign is "Departures", for arriving aircraft radio callsign is "Arrivals", and for transiting aircraft it's "Terminal"

West Satellite - WS

Callsign:
 CYTO_WS_APP "Toronto Terminal" *
Frequency:
 128.27 / 119.30
Description:
 The West Satellite sector is responsible for:
  1. The airspace inside the TCA to the west of the Toronto VOR to 20DME up to but not including 3'000ft,
  2. The airspace inside the TCA to the west of the Toronto VOR from 20 or 26DME up to but not including 4'000ft,
  3. The airspace west of the Toronto TCA as depicted on the sector file up to 6'000ft,
The exception to the above is the area which is required for an aircraft to conduct an approach to Pearson, which is owned by the Arrivals sectors. This airspace will move around as it depends on the runway(s) being used for arrivals in Pearson.
The airspace directly above is owned by the Departures controller, or the Arrivals controller under the FAA for the arrival runway(s). The responsibility of separating traffic operating below 3'000 (4'000 past 26DME) rests solely with the Satellite controllers.
Co-ordination:
 TO TCU See arrival and departure techniques further down.
Toronto ACC Clear aircraft to 6000ft.
Consolidation:
 WS may be consolidated with ES.
*Note:
 For departing aircraft radio callsign is "Departures", for arriving aircraft radio callsign is "Arrivals", and for transiting aircraft it's "Terminal"


Arrival technique

General

Control of the Toronto TCA is shared between The 2 arrivals sectors, the Departure sector and the 2 Satellite sectors. In the real world the airspace is somewhat more complex, but traffic levels on IVAO aren't high enough to warrant operating all sub sectors. The airspace limits are clearly defined in the graphic at the top of the page. The arrival boxes will "move around" depending on active runway, and are divided into three zones.

Arrival Corridors
Jet aircraft inbound to Pearson via one of the three arrival corridors will enter at 250kts and at an altitude of either 9'000 10'000 or 11'000 depending on which bedpost they enter from. If required for spacing prop arrivals may enter the terminal at 8'000. The Arrival controller’s airspace within the three corridors is from 11'000 to 8'000. The lowest the Arrival Controller can assign an aircraft in this region is 8,000.

Pre-Descent Area
The pre-descent area is the chevron shaped region which sits directly off the departure end of the arrival runways. The shape of the chevron region is different for each of the arrival boxes, as is the degree to which they wrap around the runways. The purpose of this region is to permit aircraft in an arrival corridor to continue descent to 6'000. Thus within the pre-descent area an Arrival aircraft may be at an altitude from 11,000 to 6,000. Departing aircraft are automatically separated vertically from any arrival thanks to the SIDs, as the initial altitudes are 3'000 or 5'000ft.

Final Approach Area
Aircraft will enter the Final Approach Area from either the straight-in fix, or one of the two downwind legs. Aircraft entering from a downwind leg will leave the PDA at 6'000 or higher, and jet aircraft arriving from the straight-in fix will be at 7'000 and 210kts. Within the FAA the Arrival controller owns the airspace from 11'000 to 4'000 inclusive between 20-26DME YYZ, and 11'000 to 3'000 inclusive inside 20DME YYZ. The airspace up to but not including 3'000 or 4'000 (except for the area which is required for an aircraft to conduct an approach to Pearson) is owned by the East/West Satellite sectors, and the airspace from 12,000 to FL230 is owned by Departures. The other terminal sectors may not climb any departing aircraft through the Final Approach Box unless specifically approved by the Arrival controller.

Toronto - Pearson (CYYZ)

When the sector is split the duties of both arrival controllers will vary greatly depending on which runway(s) are used for landing. These duties are described below.

Runway 05 - 06L/R or 23 - 24L/R active
When operating in an east-west configuration Arrivals (AA) will manage south runways (24s/06s), and Arrivals secondary (A2) will manage the north runway (05/23). The two positions operate almost independently of one another with arrivals inbound via ROKTO and FLINE being assigned the north runway, and arrivals inbound via LINNG and WASIE being assigned the south runway. If an aircraft specifically requests the "wrong" runway or if traffic flow from one of the bedposts is too high to be accommodated aircraft may be switched using the following technique. For the following example we will assume 23/24R is active.

  • Arrivals from LINNG or FLINE will continue on the crosswind heading to overfly the airport at 6'000, 190kts. Handed off before crossing your runway's centreline.
  • Arrivals from WASIE will be assigned the appropriate STAR variant (let's say 23 en lieu of 24R) and be handed off at 6'000, 210kts at the point where the STAR splits (XEXAX)
  • Arrivals from ROKTO will be assigned the appropriate STAR variant (let's say 24R en lieu of 23) and be handed off at 5'000, 190kts before the point where the STAR splits (BONED).

In all cases it is essential to advise the receiving controller of the manoeuvre well in advance. Sequencing with the receiving controller's traffic flow remains the responsibility of the original controller until hand-off.

Runway 15L/R or 33L/R active
In this configuration one controller manages the 3 arrival corridors, and the other one manages the straight-in fix, the downwind legs and the approach sequencing. Here is it essential both controllers remain in constant communication, as the final controller depends on the initial controller to provide proper sequencing. For the following example we will assume 33L or 33R is the arriving runway.

  • The Arrivals (AA) controller will accept traffic arriving from LINNG (the straight-in fix) at 7'000ft, 210kts indicated. The Arrivals controller also receives the downwind flow from Arrivals secondary, then merges all 3 flows into one ILS approach. Co-ordinate incoming traffic flow with Arrivals secondary or the Centre as required to maintain a somewhat orderly flow of traffic within the TCA.
  • The Arrivals secondary (A2) controller, will accept traffic arriving from WASIE, FLINE and ROKTO, then manage and sequence the traffic flows to form 2 downwind legs. Hand off to Arrivals is abeam the airport, while the aircraft is in the turn to downwind. Unless otherwise requested hand-off at 6'000ft, 210kts indicated. Preferred spacing is 5-6 miles, to allow compression further down, though this may be co-ordinated otherwise with the South controller.

Other airports

Traffic not arriving at Pearson is handled by one of the Satellite sectors.

Arrivals not transiting through the Toronto TCA will be handed off from by Toronto Centre cleared to 1'000ft above the ceiling of your airspace. For example in a hand off from Toronto Centre to the West Satellite sector the aircraft would be cleared to 7'000, then handed off. This altitude should be vacated promptly.

Aircraft transiting through the TCA (arrivals to Hamilton via YYZ for example) will first be handed off to Toronto Departures, then to the appropriate Satellite sector.

When possible aircraft inbound Hamilton will use the RNAV STARs, or will be on a vector which puts them as close as possible to the STAR.
Aircraft inbound City Centre are to enter the TCA south of the Toronto VOR, and will be vectored to the approach. Use extra care if Pearson is landing 33R/L
Aircraft inbound all other airports will be cleared along the flight planned route, and may be vectored as required.

Always keep traffic well clear of the Pearson Arrival flows.

Always respect local noise abatement procedures for departures as well as arrivals. In general overflights of the city is prohibited at all times. Exceptions are MEDEVAC flights and Police helicopters.

 

Departure technique

General

The primary function of Departures controller is to guide departing aircraft away from the airport as efficiently as possible, and in a manner that will permit them to continue their climb free of any conflict. Aircraft departing Pearson will be climbing to either 3,000 or 5,000. The next altitude available to the Departure controller is 7,000. If no conflict will occur with arrival or other terminal traffic, departure may issue climb to props to as high as 15,000 or up to FL230 for jets (which is the ceiling of the TCA). When these specific departure altitudes are used, they work in conjunction with the arrival altitudes to ensure vertical separation between departing and arriving aircraft is maintained in the terminal area.

Control of the Toronto TCA is shared between The 2 arrivals sectors, the Departure sector and the 2 Satellite sectors. In the real world the airspace is somewhat more complex, but traffic levels on IVAO aren't high enough to warrant operating all sub sectors. The airspace limits are clearly defined in the graphic at the top of the page. In summary the Departures sector is responsible for all the airspace within the TCA above 3000ft, excluding the arrival boxes. If the Satellite sectors are unmanned DEP also takes responsibility for their airspace.

First let's look at the terminal airspace: Arrival Box are used within the Toronto TCA for the purpose of dividing the airspace into distinct sections, and thus avoid having 2 controllers managing the same area of sky. The airspace within each of the sections is owned by either the Departure or one of the Arrival controllers. The sections are defined both laterally and vertically and each controller must ensure that the aircraft they are working does not enter the other controller’s airspace. Essentially the Arrival Box consists of:

  1. Three narrow arrival corridors (ACs), which lead aircraft towards the Toronto VOR from the three non-straight-in "bedposts"(i.e. not lined up with the active runway). Airspace between 8'000 and 11'000ft is owned by the Arrivals controller(s), and the balance above 3000 is owned by Departures.
  2. A pre-descent area (PDA), which is the chevron shaped region which sits directly off the departure end of the arrival runways. The shape of the chevron region is different for each of the arrival boxes, as is the degree to which they wrap around the runways. Airspace between 6,000 to 11,000ft is owned by the Arrival controller(s), and the balance above 3000 is owned by Departures.
  3. And one large final approach area (FAA), which is the large square area surrounding the Localisers for the active arrival runways. Airspace between 3'000ft and 11'000ft is owned by the Arrival controller; airspace above 12'000 is owned by Departures.

Note: Between 20-26DME YYZ the 3'000ft floor is raised to 4'000ft, with the airspace below 4'000 being owned by the Satellite sectors.

To illustrate the above we will assume that arrival and departure runways are 05 and 06L, though the same principle applies for other configurations. In a 05/06L configuration, the three arrival corridors run from FLINE, WASIE and LINNG towards the Toronto VOR, along V164, V37 and V36 respectively. Aircraft flying one of the FMS STARs (MANS/FLINE, SIMCO/WASIE, or YOUTH/LINNG) will fly inbound along the same track as the Victor airways. Aircraft entering the terminal area from the straight-in bedpost will fly immediately into the final approach area. In a 05/06L configuration, the straight-in fix is ROKTO.

Toronto - Pearson (CYYZ)

Aircraft handed off to Departures with the take-off clearance, which means they are under the responsibility of Departures immediately once the aircraft is airborne. Pearson Tower is responsible for providing initial radar separation between departing aircraft. In addition, the Pearson Tower is to ensure separation between any aircraft conducting a missed approach from any preceding departure. If a situation arises where separation may be compromised between aircraft handed off from Tower, the Departure controller is to take appropriate action in order to avoid a loss of separation.

The first altitude available after 5'000ft is 7'000ft. You may clear departing aircraft directly to 7'000ft provided:

  • That they will be clear of the arrival box before passing 5'000,
  • There is no inbound traffic within 20DME of the Toronto VOR,
  • Departing traffic will pass BEHIND arriving traffic. In all cases the responsibility of separating departures and arrivals rests with the Departure controller.

Once clear of the arrival boxes you may clear aircraft at your discretion provided the do not fly through the arrival boxes.

Let's go back to our example and say JZA8791 a CRJ has departed 06L bound for Detroit (JZA8791 FL240 ANCOL V443 YQO//KDTW) There are two options available to get him around the LINNG arrival corridor: restrict climb to 7'000, and pass the aircraft under the Arrival Corridor; or keep the aircraft on a southbound heading and climb to cross the Arrival Corridor above 12'000ft. As CRJs climb rather swiftly the second option would seem most appropriate - but no two situations are the same. If you opt for the "overtop" option aircraft may be cleared directly to FL230 (highest clearable altitude). As always anticipate hand-off so that the aircraft won't have to level off.

For noise abatement reasons Jet aircraft may not be turned off the departure heading (SID) until passing 3600ft (or MALTN for runways 33L/R)

Other airports

Traffic not departing from Pearson is handled by one of the Satellite sectors.

Aircraft handed are off to you with the take-off clearance, which means they are under your responsibility immediately once the aircraft is airborne. As the individual release technique is used providing initial radar separation between departing aircraft is also your responsibility.

Aircraft may be cleared to the top of your sector, then handed off the the appropriate adjoining controller. As always try to anticipate hand-off so the the aircraft won't have to level off in it's climb. As most of your traffic will be low-medium performance don't expect exceptional climb rates.


© 1998-2012 IVAO Canada - Terms of use