Module Four: Aerodromes and Airspace. In This Module: 789 Lt. R Hampton Gray VC Squadron Ground School 2014 4.1 Aerodromes 4.2 The Canadian Airspace System

789 Lt R Hampton Gray VC Squadron Ground School

(2014)

Module Four: Aerodromes and Airspace

789 Lt. R Hampton Gray VC Squadron Ground School 2014

In This Module:

4.1 Aerodromes4.2 The Canadian Airspace System

4.1: Aerodromes


Aerodrome DefinitionsAerodrome: Any area of land or water designed for the arrival, departure, movement of servicing of aircraft and includes buildings, installations, and equipment there situated.

Airport: Any aerodrome in respect of which a certificate is in force. An airport certificate testifies that the airport meets airport certification safety standards.

Movement Area: The parts of an airport or aerodrome used for the surface movement of aircraft, including manoeuvring areas and aprons.

Manoeuvring Area: Those parts of the aerodrome intended for the taking off, landing, and movement of aircraft. I.e. Runways and taxiways.

Apron: The area intended for the loading and unloading of passengers and cargo, the refuelling servicing, maintenance, and parking of aircraft, and the movement of aircraft, vehicles, and pedestrians necessary for such purposes.


Types of AerodromesCertified for Public Use: • An airport issued a public use certificate.• Open to all aircraft.

Certified for Private Use:• An airport issued a private use certificate.• Private property and not open to itinerant aircraft except in emergency.• Permission of owner required prior to use.

Registered:• Not certified, but registered to publish information in the Canada Flight

Supplement.• Access may be open to the public or for private use only.

Military:• Open to non-military aircraft only if prior permission has been granted or in

the case of an emergency.


Concept Check

1) What is the difference between an aerodrome and an airport?

2) What are the four types of aerodromes in Canada?

3) Identify the parts of the aerodrome on the following slide.


Concept Check Cont’d


Runway Numbering

• Runway numbers are based on the runway’s magnetic bearing, to the nearest 10°, with the last zero omitted. (i.e. 237° = Runway 24)

• All runways have two numbers, at each approach end, 180° apart.

• In Northern Domestic Airspace, runway numbering is based on true bearing instead of magnetic bearing.

• Airports with parallel runways add L and R to designate left and right.


Runway Markings

1 2 3

54 6

1) Pre-Threshold Area: Paved, non-load bearing area. For overrun and undershoot only. Not designed to be landed on.

2) Displaced Threshold: Arrows pointing to the new threshold location and transverse stripe prior to new threshold.

3) Threshold Markings: Wide stripes parallel to the runway marking the threshold. Number of stripes determined by width of runway.

4) Runway Numbering: Identifies runway. Determined by runway bearing.

7 7


Runway Markings

1 2 3

54 6

5) Touchdown Zone Marking: Placed 500 feet from the runway threshold.

6) Centre-Line: Runway centreline helps pilots align their airplanes with the centre of the runway on takeoff and landing.

7) Aiming Point/Fixed Distance Markers: Placed in 500 foot intervals down the length of the runway. Thick bars indicate 1000 foot intervals. Thin sets of bars indicate 500 foot intervals.

7 7


Concept Check

1) How are runway numbers determined?

2) Describe aspects of the image below:


Taxiways

Taxiways provide a means for airplanes to get to and from runways without interfering with traffic taking off and landing.

• Marked with yellow centrelines as opposed to white lines on runways.• Broad yellow lines across a taxiway are “hold-short” lines and indicate where

an aircraft must stop before crossing a runway.• If no “hold-short” markings are established, 200m from the edge of the active

runway is considered a safe distance to stop at.• At airport with multiple taxiways, taxiways will be given letter designations.


Airside Guidance / Aerodrome Markings


Concept Check

1) What colour are the centrelines and markings on taxiways?

2) What do the solid lines across a taxiway before a runway indicate?

3) How are taxiways differentiated at airports with many?


Wind IndicatorsAll airports are required to have a device that indicates wind direction in order to determine which runway should be used and aid pilots in takeoffs and landings.

Wind Sock Wind Tetrahedron

• Wind goes in big end and out the small end.

• Angle indicates wind speed (i.e. horizontal at 15kts or more, ~30° below horizontal at 6kts)

• Small end points into the wind, big end in direction of wind.

• Does not indicate wind speed.


Aerodrome Lighting

• Lights must be visible for 2nm in all directions. • White lights = runway edges (and centreline). ~200 feet apart.• Green lights = runway threshold (red when viewed from behind).• Blue lights = taxiway edges.• A fixed white light or strobe must be located at each runway end.• Lights extending before threshold are approach lights to help with

alignment.


Concept Check

1) What does the angle at which a wind sock sits indicate?

2) How far out must airport lights be visble?

3) Identify what the following coloured lights indicate:• White• Blue• Green


VASISVASIS = Visual Approach Slope Indicator System

• Uses 2 (or 3) sets of white and red lights to indicate glide slope.

• Both bars appear white = high of correct glide slope.

• Downwind (near) bars white and upwind (far) bars red = on correct glide slope (~ 2.5° - 3.0 °).

• Both bars appear red = below correct glide slope.

• Airplane will land in between the two sets of lights if followed correctly.


PAPIPAPI = Precision Approach Path Indicator

• More common now than VASIS.

• Uses four lights arranged in a row on the left side of the runway.

• On correct glide path, two lights will appear white and two will appear red.

• High of correct glide path, 3 or 4 lights will appear white.

• Low of correct glide path, 3 or 4 lights will appear red.


Concept Check

1) Which is more common at modern airports, VASIS or PAPI?

2) Explain how a VASIS works.

3) Explain how a PAPI system works.


Aerodrome Traffic Procedures

Downwind Leg

Bas

e L

eg

Upwind Side

Cro

ssw

ind

Leg

Final Approach

Upwind Side: Area on opposite side of landing area from downwind leg.

Downwind Leg: Parallel and opposite to landing direction. Sufficient distance from runway to allow a standard rate turn onto base.

Base Leg: flight path at right angle to direction of landing. Sufficient distance from approach end of runway to allow a min. ¼ mile approach after a rate 1 turn.

Final Approach: Flight path in the direction of landing. At least ¼ mile in length.


Traffic Circuit - Uncontrolled• Uncontrolled Airport = No Tower in Operation

• Approach runway from upwind side and enter crosswind at circuit height.

• Circuit may be joined on downwind leg if it is certain there is no conflict with other traffic.

• Be alert for other aircraft and monitor and communicate information on mandatory frequency (MF) or airport traffic frequency (ATF).

• Circuit height is 1000 feet AGL unless otherwise specified.

• Circuit height should be reached before entering the circuit.

At aerodromes with a mandatory frequency in effect, airplanes can also join circuit from the blue flight paths.


Traffic Circuit – Uncontrolled Cont’d

• If it is necessary to cross the airport before entering circuit, do so at least 500 feet above circuit height.

• Landing should be made on or parallel to the runway most aligned with the wind when possible.

• After landing, clear runway ASAP by turning off at nearest taxiway.

• Left hand circuits are standard unless otherwise specified.

• Before taking off, always check for incoming approach traffic before entering runway.

• Leave circuit straight ahead.

At aerodromes with a mandatory frequency in effect, airplanes can also join circuit from the blue flight paths.


Concept Check

1) What makes an airport uncontrolled?

2) At what height is circuit altitude?

3) If an aircraft must cross the airport, at what height should it be done?

4) At airports with no MF, where can aircraft joint the circuit?


Mandatory Frequency • Mandatory Frequencies (MF) are established at some uncontrolled

airports.

• MF’s are established in the interest of safety, since full exchange of information should help prevent unsafe conditions,.

• Airplanes in an MF area must have a radio.

• Pilots must report their positions, indicate intentions, and monitor the MF while in the specified area.

• Specified MF area is normally a 5nm radius from the airport and up to 3000 ft above airport elevation in altitude.

• Pilots intending to land or takeoff from an airport with a MF must establish contact with the ground station.


Mandatory Frequency • The MF, radio call sign, distances and other info are found in the Canada

Flight Supplement section for that airport.

• If the ground station fails to reply to reports on the MF, all subsequent reports should be broadcast (or sent out to no specific station, for the benefit of all pilots on the MF).

• En route aircraft should avoid passing through the MF specified area whenever possible to avoid conflicts with other traffic and reduce radio congestion.

• Only aircraft with a functioning two way radio can operate on the manoeuvring area of an airport with a MF established.

• NORDO aircraft are permitted only if prior notice has been given to the ground station.


Aerodrome Traffic Frequency• Aerodrome Traffic Frequencies (ATF) are established instead of MFs at

uncontrolled airports that are considered relatively active.

• Designated ATF is normally the ground station, on UNICOM frequency 122.8 MHz.

• If no ground station exists, the ATF will normally be 123.2 MHz in broadcast mode.

• The specified area of an ATF, like an MF, is normally 5nm in radius around the airport and up to 3000ft AAE in altitude.

• ATF, call sign, distances, and other info are in the Canada Flight Supplement.

• Procedures for operating in an ATF area are the same for an MF area.


Concept Check

1) What is the purpose of a mandatory frequency?

2) What should aircraft do if the MF ground station does not respond?

3) What radius and elevation do MF and ATFs extend from the aerodrome?


Traffic Circuit - Controlled• Similar to uncontrolled in structure.

• Aircraft must establish and maintain contact with the control tower prior to entering the control zone.

• Pilots must call the control zone and give identification, position, and request instructions.

• Best done ~5 mins before entering.

• The controller will advise of pertinent info and clear the aircraft to the circuit, meaning clear to join on the downwind leg.


Traffic Circuit – Controlled Cont’d

• The tower may clear aircraft for a straight in approach, meaning joining on final.

• Upon joining the circuit, advise the tower of your position.

• Aircraft must have specific landing clearance before landing. If it has not been given on short-final, the pilot can not land.

• Clear runway ASAP after landing.

• Airplanes taking off must contact ground control for taxi instructions before proceeding to active runway.


Concept Check

1) What makes an aerodrome controlled?

2) What must pilots do prior to entering the control zone? Prior to landing?

3) What must aircraft getting ready to leave a controlled aerodrome do?


Sequential and Simultaneous Operations

Simultaneous Intersecting Runway Operations (SIRO):

• Permitted on intersecting runways only if both planes or arriving or one is arriving and one departing.

• There must be sufficient runway length for the arriving plane to stop and hold short of the intersecting runway.

Land and Hold Short Operation (LASHO):

• Can only be accepted by the pilot if he is sure he can land and hold short of the intersecting runway or turn off before it.

• LASHO clearance must be strictly adhered to and read back in full.


NORDOAircraft with no radio (NORDO) may be permitted to operate at some controlled airports.

Pilots must contact control and get clearance to operate NORDO before entering controlled airspace.


Ground Control Signals


Concept Check

1) Fill in the blanks of the chart below.

4.2: The Canadian Airspace System


Domestic AirspaceNorthern Domestic Airspace:

• Areas near the magnetic north poll where magnetic navigation is inaccurate due to dip.

• Flight levels, runway numbering, and wind direction are all in degrees true.

• Aircraft flying at night or under IFR must have gyroscopic direction indicators.

Southern Domestic Airspace:

• Flight levels, runway numbering, and wind direction are all in degrees magnetic


Altimeter RegionsStandard Pressure Region:

• Composed of the area depicted and all airspace above 18,000 feet in Canada.

• Altimeters for cruising flight must be set to standard pressure (29.92” Hg)

• Altimeter should be set for airport pressure for takeoff and landing.

Altimeter Setting Region:

• Altimeters for cruising flight must be reset to the nearest station along the route of flight.

• For takeoff and landing, altimeter must be set to airport altimeter setting.

• Includes airspace depicted up to 18,000 ft.


Identification Zones

• Air Defence Identification Zones (ADIZ) are established by Can/U.S. governments for safe control of air traffic.

• Canada’s ADIZ lies off either coast and across the roof of the continent.

• Pilots must be familiar with the boundaries and locations of the ADIZs.


Concept Check

1) Northern Domestic Airspace differs from Southern Domestic Airspace in what important way?

2) The Standard Pressure Region includes all airspace in Canada above what altitude?

3) How do altimeter settings differentiate between the Standard Pressure Region and Altimeter Setting region?

4) What is the purpose of Air Defence Identification Zones?


Uncontrolled Airspace

• In uncontrolled airspace, aircraft may operate free of the control of ATC.

• All flight activities must still be conducted within the aviation regulations.

• Pilots should monitor frequency 126.7MHz and make periodic position reports, and report changes in altitude in order to help avoid collisions.

• Mandatory frequencies or aerodrome traffic frequencies may be in effect at airports in uncontrolled airspace.


Controlled Airspace – High Level Airspace

High level airspace is any airspace in Canada 18000’ ASL and above. It is broken into three zones. All traffic in these zones is controlled.

Southern Control Area has the same boundaries as Southern Domestic Airspace. It comprises airspace 18000’ ASL and up.

Northern Control Area is bounded by the SCA and a line approx. following the 72°N parallel. It comprises airspace FL230 and up.

Arctic Control Area is bounded to the south by the SCA and NCA and extends to the north poll. It comprises airspace FL270 and up.


High Level Airspace Cont’d

High level airspace in between 18000’ ASL and the Northern Control Area and Arctic Control Area is uncontrolled.

High Level Airways exist in high level airspace and are prescribed tracks between radio navigational aids where air traffic control is provided.

High Level Air Routes are the same except that air traffic control is not provided.


Concept Check

1) High level airspace is any airspace above what altitude?

2) At what altitude does the Southern Control Area begin? Northern Control Area? Arctic Control Area?

3) What type of airspace is the airspace above 18,000’ ASL but below the Northern and Arctic Control Areas?

4) What is the main difference between high level airways and high level air routes?


Low Level Airspace

• All airspace in Canada below 18,000’ ASL is considered low level airspace.

• Not all low level airspace is controlled.

• Controlled low level airspace includes: • low level airways• control area extensions• control zones, transition areas• terminal control areas• military terminal control areas• Class F restricted airspace• Class F advisory airspace • Class F danger areas


Low Level Airways• Airways are routes along which aircraft can

follow non-directional beacon (NDB) or VHF omni-directional range (VOR) signals.

• VHF/UHF (VOR) airways are navigated by following the signals from stations ~100 miles apart.

• LF/MF (NDB) airways are navigated by reference to signals from LF transmitters like NDBs.

• Width of VOR airways = 4nm per sideWidth of NDB airways = 4.33 nm per side

• Base of airways is 2,200 feet AGL. Below 12,500 feet ASL airways are Class E airspace. From 12,500’ – 18,000’ ASL, Class B airspace.


Concept Check

1) What comprises low level airspace?

2) Name the two main types of low level airways and what types of frequencies they run on.

3) What is the base height of low level airways?


Control Area Extensions• CAE’s established at some airports to

provide additional controlled airspace for IFR traffic.

• Circular, with a defined radius.

• Extend upwards from 2,200’ AGL to 18,000’ ASL.

• Class E airspace from 2,200’ AGL to 12,500’ ASL. Class B airspace from 12,500’ ASL to 18,000’ ASL.

• Transitional area established between 700’ AGL and 2,200’ AGL.


Control Zones• Established at some airports to keep IFR

aircraft in controlled airspace and assist with controlling VFR and IFR aircraft.

• Operating control tower must be present.

• Begins at the surface and goes up to 3,000’ AGL unless otherwise noted.

• When associated with a terminal control area have a 7nm radius. Otherwise may have a 5nm radius, or as low as 3nm.

• Control zones may be classified as B, C, D, E, or F airspace.


Terminal Control Area• Established at high volume airports to

provide IFR control to arriving, departing, and en route aircraft.

• May be Class A, B, C, D, or E airspace.

• Usually extend into high level airspace.

• Class B above 12,500’ ASL.

• Any portion above 18,000’ ASL is Class A.

• Airspace between the floor of the TCA and the ground is uncontrolled Class G airspace.

• Airplanes operatign below TCA must exercise caution.


TCA Cont’dThe terminal control zone is circular and centred around the aerodrome. It is tired in shape vertically as follows:

Level 1: 12nm in radius and based 1,200’ AAE.



The base of each level may be converted to ASL on maps for ease of navigation.


Concept Check

1) Control Area Extensions start at what height and extend to what height?

2) The airspace starting at the ground and extending to 3000’, with a 7nm or 5nm radius around the airport is called what?

3) The tiered airspace extending up at progressively larger radiuses from an airport designed to provide IFR control to arriving, departing, and en route aircraft is called what?


Class A Airspace

Class A airspace includes all high level airspace between 18,000’ ASL and FL600 inclusive.

• Southern Control Area, Northern Control Area, and Arctic Control Area are all Class A airspace.

• IFR flight only is permitted.

• ATC clearance is required to enter Class A airspace. IFR flight rules must be observed, the pilot must have an instrument rating, and the plane must be IFR equipped.

• Plane must have functioning transponder, and approved and functioning automatic pressure altitude reporting equipment.


Class B Airspace

Class B airspace includes all controlled low level airspace between 12,500’ ASL up to but not including 18,000’ ASL.

• VFR and IFR aircraft can operate, but all aircraft are subject to ATC clearances and instructions. ATC separation is provided to all aircraft.

• VFR flights must file a flight plan and receive ATC clearance prior to entering Class B airspace.

• Aircraft must be capable of 2-way communication with the appropriate ATC facility.

• Aircraft must be capable of using radio nav. aids to maintain course.

• Airplane must be operated in VFR weather conditions at all times.

• Aircraft must be equipped with a functioning pressure altimeter and a Mode C transponder.


Class C Airspace• Both IFR and VFR flights are permitted, but VFR limits must be cleared by

ATC to enter.

• ATC separation is provided between IFR flights and to resolve VFR conflicts if necessary.

• Terminal control areas and control zones may be Class C airspace.

• Class C airspace becomes Class E airspace if the ATC unit is not operating.

• Airplanes must be equipped with a working two-way radio, and a Mode C transponder.

• Before entering Class C airspace, the pilot must contact ATC and relay: type, registration, position, altitude, destination, and transponder status.


Class D Airspace• Both IFR and VFR flights are permitted. VFR flights must establish two-way

contact with ATC prior to entering Class D airspace.

• ATC separation is provided only to IFR traffic.

• Terminal control areas and control zones may be classified as Class D.

• Class D becomes Class E airspace when the ATC unit is not in operation.

• VFR aircraft entering Class D must be equipped with: radio capable of two-way communication, and in some cases, a functioning Mode-C transponder.


Class E Airspace• Class E airspace is designated where the need for controlled airspace exists

but the airspace does not meet the requirements for Class A, B, C, or D.

• Both IFR and VFR flights are permitted to enter Class E airspace.

• ATC separation is provided to IFR flights only.

• Low level airways, control area extensions, transition zones, and control zones at airports without an operating tower all may be classified as Class E.

• Certain Class E airspace may be specified as a transponder zone requiring a functioning Mode-C transponder.


Class F Airspace• Airspace of defined dimensions in which operations must be limited due to

their nature and in which limitations may be imposed on aircraft not part of those activities.

• Can be controlled or uncontrolled.

• Designated as either advisory (A) or restricted (R).

• When areas of Class F airspace are inactive, they assume the properties of the surrounding airspace.

• Activities within Class F airspace may include: aerobatics, aircraft testing, hang gliding, military operations, parachuting, soaring, and training.

• All Class F airspace is given an identification code. I.e. CYA 511(T)(CY = Canada, A=advisory, 511=advisory area in Ontario, T=training)


Class F Advisory Airspace• Advisory airspace exists where an activity is in effect that VFR flights should

be aware of.

• No specific restrictions exist, but VFR flights are encouraged not to enter unless participating in the activity.

• IFR flights will not get ATC clearance into Advisory airspace unless they have been given permission by the users.

• Pilots entering advisory airspace should exercise extra vigilance, maintain radio watch, and broadcast position and intentions to help avoid conflict.


Class F Restricted Airspace• Restricted airspace is of defined dimensions above land or territorial water of

Canada in which certain restrictions exist on the operation of aircraft.

• No one may conduct aerial activity in Class F Restricted airspace without permission from the user agency.

• Restricted airspace established over international waters is designated a “danger area”.

• Temporary restrictions on certain airspace may be established during natural disasters or emergency operations to ensure flight safety of aircraft in support of operations. These are not technically considered Class F airspace.


Class G Airspace• Class G is airspace that has not been designated as Class A, B, C, D, E, or F.

• Air traffic control has neither the authority nor the responsibility to control aircraft within Class G airspace (i.e. Uncontrolled.)

• ATC units and flight service stations do provide flight information and alerting services for Class G airspace.

• Flight in instrument meteorological conditions (IMC) is permitted in Class G airspace only if the pilot holds a valid instrument rating.

• Class G airspace includes low level and high level air routes, and aerodrome traffic zones.


Class G Airspace Cont’dLow Level / High Level Air Routes

• Air routes are similar to airways except that ATC services are not available.

• Air routes extend between MF/HF or VOR navigation aids in Class G airspace, mainly in Northern Canada.

• They extend from the surface of the earth up to the height of Class A airspace.

• Air routes are 9nm wide and are designated by a colour and number (i.e. Amber Route 5)


End of Module 4

Documents

Module Four: Aerodromes and Airspace. In This Module: 789 Lt. R Hampton Gray VC Squadron Ground School 2014 4.1 Aerodromes 4.2 The Canadian Airspace System