A technical explanation for Etobicoke overflights
Hi Richard,
I can try to answer your questions in "general" terms since I don't have specific weather or radar data to view for the selected flights in question.
I work for NavCanada but be clear that I am not their spokesperson on this issue. My input is simply an attempt to help explain this issue to you based on my former experience as a Controller at The Island Airport and knowledge of their procedures.
1) "GPS calibrations" have absolutely nothing to do with flights on visual approaches (like on sunny clear days). As you were previously informed, these flight paths are specifically used during poor weather conditions to facilitate a safe approach clear of obstacles and a safe landing.
2) These calibrations take place at ALL airports that have Instrument Landing Systems (ILS) 2 times per year. If there is a specific problem with the equipment, this may necessitate additional "flight checks" to ensure signal accuracy. Therefore, expect to see the NavCanada Bombardier Challenger 2 times per year. This has been standard practice for as long as these systems have existed.
3) The fact that with an East wind Porter is overflying Royal York and Lakeshore Rd. (after plotting this route on a map) appears normal to me.
That is to say, a Q400 will turn onto the final approach course to line up with runway 08 right around the Mimico Go Transit Yards +/- 1km from this area.
If the Q400 were to stay over water and turn final closer to the airport, it becomes more difficult to fly a "stabilized" approach by cutting in too close to the runway. Think of it like a parking lot and how we usually widen out a bit before turning into a spot - even more if you have a minivan like me
Small, slower single engine aircraft have no trouble staying closer to the runway so they rarely overfly Mimico and therefore are rarely seen by residents in your area.
4) For comparison, at Pearson Airport, aircraft on Visual approaches Normally turn final to line up with the runway 7 km from the runway. This would equate to an area near Islington or Kipling for a Porter flight.
5) I'm not sure what or where the "TriPartite Agreement flight approaches zone" is. I am quite sure that No rules are being broken by Porter for overflying Mimico on their approach.
6) You should be informed that NavCanada and Porter have created a new GPS approach that is further out over the Lake for use during bad but not the worst weather. Essentially, it moves flights 1-2KM further south away from the shoreline during bad weather. However, the original route that NavCanada flight checks is used during the worst Fog conditions as it is more accurate & directly aligned with the runway. This approach is only for Porter's use which means that another airline would still fly the old route over the shoreline.
In closing, the runways at the TCCA are more than adequate for the Q400 and Porter flys right by the Hearn Stack just 4.5km from the airport everyday without issue.
Take Care!
Joe
I can try to answer your questions in "general" terms since I don't have specific weather or radar data to view for the selected flights in question.
I work for NavCanada but be clear that I am not their spokesperson on this issue. My input is simply an attempt to help explain this issue to you based on my former experience as a Controller at The Island Airport and knowledge of their procedures.
1) "GPS calibrations" have absolutely nothing to do with flights on visual approaches (like on sunny clear days). As you were previously informed, these flight paths are specifically used during poor weather conditions to facilitate a safe approach clear of obstacles and a safe landing.
2) These calibrations take place at ALL airports that have Instrument Landing Systems (ILS) 2 times per year. If there is a specific problem with the equipment, this may necessitate additional "flight checks" to ensure signal accuracy. Therefore, expect to see the NavCanada Bombardier Challenger 2 times per year. This has been standard practice for as long as these systems have existed.
3) The fact that with an East wind Porter is overflying Royal York and Lakeshore Rd. (after plotting this route on a map) appears normal to me.
That is to say, a Q400 will turn onto the final approach course to line up with runway 08 right around the Mimico Go Transit Yards +/- 1km from this area.
If the Q400 were to stay over water and turn final closer to the airport, it becomes more difficult to fly a "stabilized" approach by cutting in too close to the runway. Think of it like a parking lot and how we usually widen out a bit before turning into a spot - even more if you have a minivan like me
Small, slower single engine aircraft have no trouble staying closer to the runway so they rarely overfly Mimico and therefore are rarely seen by residents in your area.
4) For comparison, at Pearson Airport, aircraft on Visual approaches Normally turn final to line up with the runway 7 km from the runway. This would equate to an area near Islington or Kipling for a Porter flight.
5) I'm not sure what or where the "TriPartite Agreement flight approaches zone" is. I am quite sure that No rules are being broken by Porter for overflying Mimico on their approach.
6) You should be informed that NavCanada and Porter have created a new GPS approach that is further out over the Lake for use during bad but not the worst weather. Essentially, it moves flights 1-2KM further south away from the shoreline during bad weather. However, the original route that NavCanada flight checks is used during the worst Fog conditions as it is more accurate & directly aligned with the runway. This approach is only for Porter's use which means that another airline would still fly the old route over the shoreline.
In closing, the runways at the TCCA are more than adequate for the Q400 and Porter flys right by the Hearn Stack just 4.5km from the airport everyday without issue.
Take Care!
Joe
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