Misplaced Pages

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82-588: Buttonville Municipal Airport or Toronto/Buttonville Municipal Airport ( IATA : YKZ , ICAO : CYKZ ) was a medium-sized airport in the neighbourhood of Buttonville in Markham, Ontario , Canada, 29 km (18 mi) north of Downtown Toronto , which closed in November 2023. It was operated by Torontair . Due to its location within Toronto 's suburbs, there were several strict noise-reduction procedures for aircraft using

164-445: A Global Positioning System (GNSS) approach to runway 33 and a localizer approach to runway 15. Buttonville Airport was in a Class E control zone. Pilots were required to broadcast their intentions on the mandatory frequency 124.8 MHz prior to entering the control zone. After the control tower closed in 2019, standard uncontrolled aerodrome position reports were required be broadcast. The London Flight Information Centre had

246-520: A NOTAM was issued stating CYKZ was officially closed at 11:00 (EST) on November 24, 2023. Fred F. Gillies was the operator of Buttonville Airport and Gillies Flying Service starting in 1953 until he retired in 1958. Buttonville Airport began to really grow as a grass airstrip in 1953 when Leggat Aviation moved its operations from Barker Field in Toronto. The airstrip became an official airport in 1962. On January 17, 2006, Nav Canada announced plans for

328-479: A Remote Communications Outlet at the airport operating on the frequency 123.15 MHz. Toronto Terminal handled instrument flight rules (IFR) arrivals and departures and Visual Flight Rules (VFR) flight following on 133.40 MHz. Flightline is available on 123.50 MHz. There were two ground-based navigation aids attached specifically to the Buttonville airport: Tenants at Buttonville Airport included

410-543: A Walter RIV 2000, but it was retired. Fire and rescue at the airfield was later provided by Markham Fire and Rescue Stations 9-2 (10 Riviera Drive near Woodbine Avenue and 14th Avenue) or 9-3 (Woodbine and Major Mackenzie Drive East). IATA airport code The assignment of these codes is governed by IATA Resolution 763, and it is administered by the IATA's headquarters in Montreal , Canada. The codes are published semi-annually in

492-676: A back course may be available in conjunction with the localizer. Reverse sensing occurs on the back course using standard VOR equipment. With a horizontal situation indicator (HSI) system, reverse sensing is eliminated if it is set appropriately to the front course. This type of approach is similar to the ILS localizer approach, but with less precise guidance. Non-precision systems provide lateral guidance (that is, heading information), but do not provide vertical guidance (i.e., altitude or glide path guidance). Precision approach systems provide both lateral (heading) and vertical (glidepath) guidance. In

574-587: A contact or visual approach. A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure. A visual approach may be requested by the pilot or offered by ATC. Visual approaches are possible when weather conditions permit continuous visual contact with the destination airport. They are issued in such weather conditions in order to expedite handling of IFR traffic. The ceiling must be reported or expected to be at least 1000 feet AGL ( above ground level ) and

656-416: A decision altitude is measured above MSL (mean sea level).) The specific values for DH and/or DA at a given airport are established with intention to allow a pilot sufficient time to safely re-configure an aircraft to climb and execute the missed approach procedures while avoiding terrain and obstacles. While a DH/DA denotes the altitude at which a missed approach procedure must be started, it does not preclude

738-493: A few hundred combinations; a three-letter system of airport codes was implemented. This system allowed for 17,576 permutations, assuming all letters can be used in conjunction with each other. Since the U.S. Navy reserved "N" codes, and to prevent confusion with Federal Communications Commission broadcast call signs , which begin with "W" or "K", the airports of certain U.S. cities whose name begins with one of these letters had to adopt "irregular" airport codes: This practice

820-524: A navigation system for course deviation but does not provide glidepath information. These approaches include VOR , NDB , LP (Localizer Performance), and LNAV. PAs and APVs are flown to a decision height/altitude (DH/DA), while non-precision approaches are flown to a minimum descent altitude (MDA). IAP charts are aeronautical charts that portray the aeronautical data that is required to execute an instrument approach to an airport. Besides depicting topographic features, hazards and obstructions, they depict

902-464: A navigation system that provides course and glidepath guidance. Examples include precision approach radar (PAR), instrument landing system (ILS), and GBAS landing system (GLS). An approach with vertical guidance also uses a navigation system for course and glidepath deviation, just not to the same standards as a PA. Examples include baro-VNAV , localizer type directional aid (LDA) with glidepath, LNAV /VNAV and LPV . A non-precision approach uses

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984-550: A new airport is built, replacing the old one, leaving the city's new "major" airport (or the only remaining airport) code to no longer correspond with the city's name. The original airport in Nashville, Tennessee, was built in 1936 as part of the Works Progress Administration and called Berry Field with the designation, BNA. A new facility known as Nashville International Airport was built in 1987 but still uses BNA. This

1066-444: A passenger died in the crash; however, nobody on the ground was seriously hurt. Markham Fire & Emergency Services crews quickly doused the flames; rescue crews were not able to go on top of the building to reach the plane due to possibility of structural collapse. On June 20, 2010, an accident occurred just outside the airport. A black four-seater banner-towing Cessna 172K Skyhawk, registration C-GQOR, crashed on Vogell Road near

1148-402: A precision approach, the decision height (DH) or decision altitude (DA) is a specified lowest height or altitude in the approach descent at which, if the required visual reference to continue the approach (such as the runway markings or runway environment) is not visible to the pilot, the pilot must initiate a missed approach . (A decision height is measured AGL (above ground level) while

1230-435: A safe landing interval behind the preceding aircraft, as well as responsibility for wake-turbulence avoidance, and to remain clear of clouds. A contact approach that may be asked for by the pilot (but not offered by ATC) in which the pilot has 1 SM flight visibility and is clear of clouds and is expected to be able to maintain those conditions all the way to the airport. Obstruction clearances and VFR traffic avoidance become

1312-457: A short distance from the airport in order to be assured of obstacle clearance (often within a couple of miles, even for faster aircraft). The pilot must maintain visual contact with the airport at all times; loss of visual contact requires execution of a missed approach procedure. Pilots should be aware that there are significant differences in obstacle clearance criteria between procedures designed in accordance with ICAO PANS-OPS and US TERPS. This

1394-1106: Is 3 to 6 NM from the IF/IAF. The basic-T is aligned with the runway centerline, with the IF 5 NM from the FAF, and the FAF is 5 NM from the threshold. The RNP approach chart should have four lines of approach minimums corresponding to LPV, LNAV/VNAV, LNAV, and circling. This allows GPS or WAAS equipped aircraft to use the LNAV MDA using GPS only, if WAAS becomes unavailable. These are the most precise and accurate approaches. A runway with an ILS can accommodate 29 arrivals per hour. ILS systems on two or three runways increase capacity with parallel (dependent) ILS, simultaneous parallel (independent) ILS, precision runway monitor (PRM), and converging ILS approaches. ILS approaches have three classifications, CAT I, CAT II, and CAT III. CAT I SA, CAT II and CAT III require additional certification for operators, pilots, aircraft and equipment, with CAT III used mainly by air carriers and

1476-450: Is GSN and its IATA code is SPN, and some coincide with IATA codes of non-U.S. airports. Canada's unusual codes—which bear little to no similarity with any conventional abbreviation to the city's name—such as YUL in Montréal , and YYZ in Toronto , originated from the two-letter codes used to identify weather reporting stations in the 1930s. The letters preceding the two-letter code follow

1558-653: Is a series of predetermined maneuvers for the orderly transfer of an aircraft operating under instrument flight rules from the beginning of the initial approach to a landing , or to a point from which a landing may be made visually . These approaches are approved in the European Union by EASA and the respective country authorities and in the United States by the FAA or the United States Department of Defense for

1640-451: Is a transition from the en route structure to the terminal environment which provides minimum altitudes for obstacle clearance. The TAA is a "T" or "basic T" design with left and right base leg IAFs on initial approach segments perpendicular to the intermediate approach segment where there is a dual purpose IF/IAF for a straight-in procedure (no procedure turn [NoPT]), or hold-in-lieu-of procedure-turn (HILPT) course reversal. The base leg IAFs

1722-518: Is different from the name in English, yet the airport code represents only the English name. Examples include: Due to scarcity of codes, some airports are given codes with letters not found in their names: The use of 'X' as a filler letter is a practice to create three-letter identifiers when more straightforward options were unavailable: Some airports in the United States retained their NWS ( National Weather Service ) codes and simply appended an X at

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1804-448: Is especially true in respect of circling approaches where the assumed radius of turn and minimum obstacle clearance are markedly different. A visual maneuver by a pilot performed at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted. A useful formula pilots use to calculate descent rates (for

1886-513: Is in conjunction to rules aimed to avoid confusion that seem to apply in the United States, which state that "the first and second letters or second and third letters of an identifier may not be duplicated with less than 200 nautical miles separation." Thus, Washington, D.C. area's three airports all have radically different codes: IAD for Washington–Dulles , DCA for Washington–Reagan (District of Columbia Airport), and BWI for Baltimore (Baltimore–Washington International, formerly BAL). Since HOU

1968-487: Is not followed outside the United States: In addition, since three letter codes starting with Q are widely used in radio communication, cities whose name begins with "Q" also had to find alternate codes, as in the case of: IATA codes should not be confused with the FAA identifiers of U.S. airports. Most FAA identifiers agree with the corresponding IATA codes, but some do not, such as Saipan , whose FAA identifier

2050-502: Is permitted while doing so because of the vertical momentum involved in following a precision approach glide-path. If a runway has both non-precision and precision approaches defined, the MDA of the non-precision approach is almost always greater than the DH/DA of the precision approach, because of the lack of vertical guidance on the non-precision approach. The extra height depends on the accuracy of

2132-406: Is published in tabular form. The PAR provides vertical and lateral guidance plus range. The ASR only provides heading and range information. This is a rare type of approach, where a radar installed on the approaching aircraft is used as the primary means of navigation for the approach. It is mainly used at offshore oil platforms and select military bases. This type of approach takes advantage of

2214-410: Is under radar control , air traffic control (ATC) may replace some or all of these phases of the approach with radar vectors (ICAO radar vectoring is the provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar). ATC will use an imaginary "approach gate" when vectoring aircraft to the final approach course. This gate will be 1 nautical mile (NM) from

2296-416: Is used for William P. Hobby Airport , the new Houston–Intercontinental became IAH. The code BKK was originally assigned to Bangkok–Don Mueang and was later transferred to Suvarnabhumi Airport , while the former adopted DMK. The code ISK was originally assigned to Gandhinagar Airport (Nashik's old airport) and later on transferred to Ozar Airport (Nashik's current airport). Shanghai–Hongqiao retained

2378-561: The Canadian transcontinental railroads were built, each station was assigned its own two-letter Morse code : When the Canadian government established airports, it used the existing railway codes for them as well. If the airport had a weather station, authorities added a "Y" to the front of the code, meaning "Yes" to indicate it had a weather station or some other letter to indicate it did not. When international codes were created in cooperation with

2460-471: The list of Amtrak station codes . Airport codes arose out of the convenience that the practice brought pilots for location identification in the 1930s. Initially, pilots in the United States used the two-letter code from the National Weather Service (NWS) for identifying cities. This system became unmanageable for cities and towns without an NWS identifier, and the use of two letters allowed only

2542-514: The FAF and at least 5 NM from the landing threshold. Outside radar environments, the instrument approach starts at the IAF. Though ground-based NAVAID approaches still exist, the FAA is transitioning to approaches which are satellite-based (RNAV). Additionally, in lieu of the published approach procedure, a flight may continue as an IFR flight to landing while increasing the efficiency of the arrival with either

Buttonville Municipal Airport - Misplaced Pages Continue

2624-506: The Highway 404 and 16th Avenue interchange in Richmond Hill. The pilot, the aircraft's only occupant, was killed in the crash. On July 12, 2018, a pilot was killed in a Bellanca 8KCAB when it crashed in a nearby field southwest of the airport. On February 27, 2020, a US-registered Dassault Falcon 50 corporate jet (tail number N951DJ), was set on fire late at night. The fence surrounding

2706-511: The IATA Airline Coding Directory. IATA provides codes for airport handling entities, and for certain railway stations. Alphabetical lists of airports sorted by IATA code are available. A list of railway station codes , shared in agreements between airlines and rail lines such as Amtrak , SNCF , and Deutsche Bahn , is available. However, many railway administrations have their own list of codes for their stations, such as

2788-462: The MDA, and may maintain it, but must not descend below it until visual reference is obtained, and must initiate a missed approach if visual reference has not been obtained upon reaching the missed approach point (MAP). DH/DA, the corresponding parameter for precision approach, differs from MDA in that the missed approach procedure must be initiated immediately on reaching DH/DA, if visual reference has not yet been obtained: but some overshoot below it

2870-497: The Nav Canada Auxiliary Radar Display System and the company's state-of-the-art voice communications switch. NAV Canada shut down operations of the air traffic control tower on January 3, 2019. Buttonville Airport was privately owned, and was threatened with closure due to lack of funds. The Greater Toronto Airports Authority (GTAA) ceased funding the airport causing a $ 1.5 million loss. The GTAA blamed

2952-506: The PT fix, to establish the aircraft inbound on the intermediate or final approach segment. When conducting any type of approach, if the aircraft is not lined up for a straight-in approach, then a course reversal might be necessary. The idea of a course reversal is to allow sufficiently large changes in the course flown (in order to line the aircraft up with the final approach course), without taking too much space horizontally and while remaining within

3034-511: The U.S. For example, several airports in Alaska have scheduled commercial service, such as Stebbins and Nanwalek , which use FAA codes instead of ICAO codes. Thus, neither system completely includes all airports with scheduled service. Some airports are identified in colloquial speech by their IATA code. Examples include LAX and JFK . Instrument approach In aviation , an instrument approach or instrument approach procedure ( IAP )

3116-481: The United States, because "Y" was seldom used in the United States, Canada simply used the weather station codes for its airports, changing the "Y" to a "Z" if it conflicted with an airport code already in use. The result is that most major Canadian airport codes start with "Y" followed by two letters in the city's name (for example, YOW for O tta w a , YWG for W innipe g , YYC for C algar y , or YVR for V ancouve r ), whereas other Canadian airports append

3198-413: The aircraft from descending below the prescribed DH/DA. In a non-precision approach (that is when no electronic glideslope is provided), the minimum descent altitude (MDA) is the lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure. The pilot may descend to

3280-440: The airport itself instead of the city it serves, while another code is reserved which refers to the city itself which can be used to search for flights to any of its airports. For instance: Or using a code for the city in one of the major airports and then assigning another code to another airport: When different cities with the same name each have an airport, they need to be assigned different codes. Examples include: Sometimes,

3362-425: The airport was cut through and a jerrycan was found at the scene. The aircraft, parked outside near a hangar, was written off, damaged beyond repair. The fire was considered arson. On August 10, 2021, a Cessna on final approach struck a drone operated by York Regional Police, causing major damage to the aircraft, although there were no injuries. The airport had one aircraft rescue and firefighting unit (ARFF),

Buttonville Municipal Airport - Misplaced Pages Continue

3444-418: The airport's former name, such as Orlando International Airport 's MCO (for Mc C o y Air Force Base), or Chicago's O'Hare International Airport , which is coded ORD for its original name: Or char d Field. In rare cases, the code comes from the airport's unofficial name, such as Kahului Airport 's OGG (for local aviation pioneer Jimmy H ogg ). In large metropolitan areas, airport codes are often named after

3526-400: The airport, as the other runways might lack instrument procedures or their approaches cannot be used for other reasons (traffic considerations, navigation aids being out of service, etc.). Circling to land is considered more difficult and less safe than a straight-in landing, especially under instrument meteorological conditions because the aircraft is at a low altitude and must remain within

3608-457: The airport, which was open and staffed 24 hours a day, 365 days a year. In 2014, Buttonville was Canada's 20th busiest airport by aircraft movements. There was also a weather station located at the airport, which was still operational on the site but closed along with the airport (weather data for Markham is now referencing to Toronto City Centre Airport by Environment Canada). The airport was classified as an airport of entry by Nav Canada and

3690-401: The airport. A circle-to-land maneuver is an alternative to a straight-in landing. It is a maneuver used when a runway is not aligned within 30 degrees of the final approach course of the instrument approach procedure or the final approach requires 400 feet (or more) of descent per nautical mile, and therefore requires some visual maneuvering of the aircraft in the vicinity of the airport after

3772-406: The approach area, runways, and taxiways, and the location of emergency equipment. There must be redundant electrical systems so that in the event of a power failure, the back-up takes over operation of the required airport instrumentation (e.g., the ILS and lighting). ILS critical areas must be free from other aircraft and vehicles to avoid multipathing . In the United States, the requirements and

3854-417: The arrival direction and the final approach course are not too different from each other. The direct approach can be finished with a straight-in landing or circle-to-land procedure. Some approach procedures do not permit straight-in approaches unless the pilots are being radar vectored. In these situations, pilots are required to complete a procedure turn (PT) or other course reversal, generally within 10 NM of

3936-491: The code SHA, while the newer Shanghai–Pudong adopted PVG. The opposite was true for Berlin : the airport Berlin–Tegel used the code TXL, while its smaller counterpart Berlin–Schönefeld used SXF; the Berlin Brandenburg Airport has the airport code BER, which is also part of its branding. The airports of Hamburg (HAM) and Hannover (HAJ) are less than 100 nautical miles (190 km) apart and therefore share

4018-464: The confines of protected airspace. This is accomplished in one of three ways: a procedure turn, a holding pattern, or a teardrop course reversal. Circle-to-land is a maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable, and only after ATC authorization has been obtained and the pilot has established and maintains required visual reference to

4100-504: The construction of a new air traffic control tower at Buttonville Airport. It is located at the south end of the now-closed airport next to FlightExec offices on Allstate Parkway. The new tower, representing an investment of over $ 2 million, replaced the existing facility, which was built in 1967 and had reached the end of its useful life. Construction began in the fall of 2006 and became fully operational on June 26, 2007. The new tower provided expanded operational space, optimal visibility and

4182-595: The decrease of traffic at Pearson Airport for eliminating the subsidy. In September 2009, the Sifton family, owners of the airport, announced plans to re-develop the airport from 2009 to 2016 into a mixed use of commercial, retail and residential development. In 2010, a joint real estate venture purchased the 170-acre property on 7 October, with the intention of redeveloping the property by Cadillac Fairview . Plans included condominiums , retail shops, and office space. Due to planning delays, in 2018 Cadillac Fairview announced

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4264-919: The end. Examples include: A lot of minor airfields without scheduled passenger traffic have ICAO codes but not IATA codes, since the four letter codes allow more number of codes, and IATA codes are mainly used for passenger services such as tickets, and ICAO codes by pilots. In the US, such airfields use FAA codes instead of ICAO. There are airports with scheduled service for which there are ICAO codes but not IATA codes, such as Nkhotakota Airport/Tangole Airport in Malawi or Chōfu Airport in Tokyo, Japan. There are also several minor airports in Russia (e.g., Omsukchan Airport ) which lack IATA codes and instead use internal Russian codes for booking. Flights to these airports cannot be booked through

4346-557: The first three letters of the city in which it is located, for instance: The code may also be a combination of the letters in its name, such as: Sometimes the airport code reflects pronunciation, rather than spelling, namely: For many reasons, some airport codes do not fit the normal scheme described above. Some airports, for example, cross several municipalities or regions, and therefore, use codes derived from some of their letters, resulting in: Other airports—particularly those serving cities with multiple airports—have codes derived from

4428-474: The following format: Most large airports in Canada have codes that begin with the letter "Y", although not all "Y" codes are Canadian (for example, YUM for Yuma, Arizona , and YNT for Yantai , China), and not all Canadian airports start with the letter "Y" (for example, ZBF for Bathurst, New Brunswick ). Many Canadian airports have a code that starts with W, X or Z, but none of these are major airports. When

4510-506: The following. They either relocated to other airports near Toronto or ceased operations: The airport was located next to Highway 404 at the 16 Avenue interchange with connections to nearby Highway 407 , with Highway 401 further to the south. On May 25, 2010, a Cirrus SR20 4-seater plane crashed on the roof of a building just 500 m (1,600 ft) from the airport in Markham ( Woodbine Avenue near Apple Creek Boulevard). The pilot and

4592-593: The form of " YYZ ", a song by the rock band Rush , which utilizes the Morse code signal as a musical motif. Some airports have started using their IATA codes as brand names , such as Calgary International Airport (YYC) and Vancouver International Airport (YVR). Numerous New Zealand airports use codes that contain the letter Z, to distinguish them from similar airport names in other countries. Examples include HLZ for Hamilton , ZQN for Queenstown , and WSZ for Westport . Predominantly, airport codes are named after

4674-484: The information about the weather but it's the pilot who makes a decision if the weather is suitable for landing. Once the pilot has accepted the clearance, he/she assumes responsibility for separation and wake turbulence avoidance and may navigate as necessary to complete the approach visually. According to ICAO Doc. 4444, ATC continues to provide separation between the aircraft making a visual approach and other arriving and departing aircraft. The pilot may get responsible for

4756-443: The instrument portion of the approach is completed to align the aircraft with the runway for landing. It is very common for a circle-to-land maneuver to be executed during a straight-in approach to a different runway, e.g., an ILS approach to one runway, followed by a low-altitude transition, ending in a landing on another (not necessarily parallel) runway. This way, approach procedures to one runway can be used to land on any runway at

4838-482: The international air booking systems or have international luggage transferred there, and thus, they are booked instead through the airline or a domestic booking system. Several heliports in Greenland have 3-letter codes used internally which might be IATA codes for airports in faraway countries. There are several airports with scheduled service that have not been assigned ICAO codes that do have IATA codes, especially in

4920-416: The latest in air navigation equipment and technology for 10 air traffic controllers and one support staff who provided service to 84,000 aircraft movements per year at the airport. It is located on the south side of the airport – the opposite side of the old tower. The new tower was designed and built using a modular design enabling the facility to be relocated in the future. New equipment and technology include

5002-481: The military. Simultaneous parallel approaches require runway centerlines to be between 4,300 and 9,000 feet apart, plus a "dedicated final monitor controller" to monitor aircraft separation. Simultaneous close parallel (independent) PRM approaches must have runways separation to be between 3,400 and 4,300 feet. Simultaneous offset instrument approaches (SOIAs) apply to runways separated by 750–3,000 feet. A SOIA uses an ILS/PRM on one runway and an LDA/PRM with glideslope for

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5084-644: The military. The ICAO defines an instrument approach as "a series of predetermined maneuvers by reference to flight instruments with specific protection from obstacles from the initial approach fix , or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if landing is not completed, to a position at which holding or en route obstacle clearance criteria apply." There are three categories of instrument approach procedures: precision approach (PA), approach with vertical guidance (APV), and non-precision approach (NPA). A precision approach uses

5166-417: The minimum safe altitude (MSA) for emergencies. A cross depicts the final approach fix (FAF) altitude on NPAs while a lightning bolt does the same for PAs. NPAs depict the MDA while a PA shows both the decision altitude (DA) and decision height (DH). Finally, the chart depicts the missed approach procedures in plan and profile view, besides listing the steps in sequence. Before satellite navigation (GNSS)

5248-612: The name of the airport itself, for instance: This is also true with some cities with a single airport (even if there is more than one airport in the metropolitan area of said city), such as BDL for Hartford, Connecticut 's B ra dl ey International Airport or Baltimore's BWI, for B altimore/ W ashington I nternational Airport ; however, the latter also serves Washington, D.C. , alongside Dulles International Airport (IAD, for I nternational A irport D ulles) and Ronald Reagan Washington National Airport (DCA, for D istrict of C olumbia A irport). The code also sometimes comes from

5330-463: The navaid the approach is based on, with ADF approaches and SRAs tending to have the highest MDAs. An instrument approach wherein final approach is begun without first having executed a procedure turn, not necessarily completed with a straight-in landing or made to straight-in landing minimums. A direct instrument approach requires no procedure turn or any other course reversal procedures for alignment (usually indicated by "NoPT" on approach plates), as

5412-416: The one they are located in: Other airport codes are of obscure origin, and each has its own peculiarities: In Asia, codes that do not correspond with their city's names include Niigata 's KIJ , Nanchang 's KHN and Pyongyang 's FNJ . EuroAirport Basel Mulhouse Freiburg , which serves three countries, has three airport codes: BSL, MLH, EAP. Some cities have a name in their respective language which

5494-458: The other. These approaches use VOR facilities on and off the airport and may be supplemented with DME and TACAN. These approaches use NDB facilities on and off the airport and may be supplemented with a DME. These approaches are gradually being phased out in Western countries. This will be either a precision approach radar (PAR) or an airport surveillance radar (ASR) approach. Information

5576-543: The pilot's responsibility. A visual approach that has a specified route the aircraft is to follow to the airport. Pilots must have a charted visual landmark or a preceding aircraft in sight, and weather must be at or above the published minimums. Pilots are responsible for maintaining a safe approach interval and wake turbulence separation. These approaches include both ground-based and satellite-based systems and include criteria for terminal arrival areas (TAAs), basic approach criteria, and final approach criteria. The TAA

5658-470: The procedures and airport diagram. Each procedure chart uses a specific type of electronic navigation system such as an NDB, TACAN , VOR, ILS/ MLS and RNAV . The chart name reflects the primary navigational aid (NAVAID), if there is more than one straight-in procedure or if it is just a circling-only procedure. A communication strip on the chart lists frequencies in the order they are used. Minimum, maximum and mandatory altitudes are depicted in addition to

5740-401: The runway or more commonly, the oil platform, standing out from its surrounding environment when viewed on a radar. For additional visibility on a radar, radar reflectors may be installed alongside the runway. These approaches include a localizer approach, localizer/DME approach, localizer back course approach, and a localizer-type directional aid (LDA). In cases where an ILS is installed,

5822-501: The same first and middle letters, indicating that this rule might be followed only in Germany. Many cities retain historical names in their airport codes, even after having undergone an official name/spelling/transliteration change: Some airport codes are based on previous names associated with a present airport, often with a military heritage. These include: Some airports are named for an administrative division or nearby city, rather than

5904-459: The same runway, but from opposite directions. Aircraft approaching from the north must make visual contact with the airport at a higher altitude than a flight approaching from the south, because of rapidly rising terrain south of the airport. This higher altitude allows a flight crew to clear the obstacle if a landing is not feasible. In general, each specific instrument approach specifies the minimum weather conditions that must be present in order for

5986-406: The separation with preceding aircraft in case he/she has the preceding aircraft in sight and is instructed so by ATC. In the United States, it is required that an aircraft have the airport, the runway, or the preceding aircraft in sight. It is not enough to have the terrain in sight (see #Contact approach ). When a pilot accepts a visual approach, the pilot accepts responsibility for establishing

6068-492: The site would continue to operate as an airport until at least 2023. On May 31, 2023, the president of Torontair Limited formally notified the tenants of the airport that the Toronto Buttonville Municipal Airport would cease operations on November 30, 2023, although the airport actually closed down six days before this date on November 24th. There were two non-precision instrument approaches available:

6150-437: The standard 3° glide slope): or For other glideslope angles: where rate of descent is in feet per minute, and ground speed is in knots . The latter replaces tan α (see below) with α/60 , which has an error of about 5% up to 10°. Example: The simplified formulas above are based on a trigonometric calculation: where: Example: Special considerations for low visibility operations include improved lighting for

6232-618: The standards for establishing instrument approaches at an airport are contained in the FAA Order 8260.3 "United States Standard for Terminal Instrument Procedures (TERPS)". ICAO publishes requirements in the ICAO Doc 8168 "Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS), Volume II: Construction of Visual and Instrument Flight Procedures". Mountain airports such as Reno–Tahoe International Airport (KRNO) offer significantly different instrument approaches for aircraft landing on

6314-497: The station code of Malton, Mississauga , where it is located). YUL is used for Montréal–Trudeau (UL was the ID code for the beacon in the city of Kirkland , now the location of Montréal–Trudeau). While these codes make it difficult for the public to associate them with a particular Canadian city, some codes have become popular in usage despite their cryptic nature, particularly at the largest airports. Toronto's code has entered pop culture in

6396-446: The surface in sight. ATC must ensure that weather conditions at the airport are above certain minima (in the U.S., a ceiling of 1000 feet AGL or greater and visibility of at least 3 statute miles) before issuing the clearance. According to ICAO Doc. 4444, it is enough if the pilot reports that in his/her opinion the weather conditions allow a visual approach to be made. In general, the ATC gives

6478-504: The two-letter code of the radio beacons that were the closest to the actual airport, such as YQX in Gander or YXS in Prince George . Four of the ten provincial capital airports in Canada have ended up with codes beginning with YY, including: Canada's largest airport is YYZ for Toronto Pearson (as YTZ was already allocated to Billy Bishop Toronto City Airport , the airport was given

6560-405: The visibility is at least 3 SM (statute miles). A pilot may accept a visual approach clearance as soon as the pilot has the destination airport in sight. According to ICAO Doc. 4444, it is enough for a pilot to see the terrain to accept a visual approach. The point is that if a pilot is familiar with the terrain in the vicinity of the airfield he/she may easily find the way to the airport having

6642-823: Was available for civilian aviation, the requirement for large land-based navigation aid (NAVAID) facilities generally limited the use of instrument approaches to land-based (i.e. asphalt, gravel, turf, ice) runways (and those on aircraft carriers ). GNSS technology allows, at least theoretically, to create instrument approaches to any point on the Earth's surface (whether on land or water); consequently, there are nowadays examples of water aerodromes (such as Rangeley Lake Seaplane Base in Maine , United States) that have GNSS-based approaches. An instrument approach procedure may contain up to five separate segments, which depict course, distance, and minimum altitude. These segments are When an aircraft

6724-535: Was serviced by the Canada Border Services Agency (CBSA) on a call-out basis from Oshawa Executive Airport during weekdays and Billy Bishop Toronto City Airport on the Toronto Islands during weekends. CBSA officers at this airport handled general aviation aircraft only, with no more than 15 passengers. In May 2023, the airport operators announced plans to close the airport to its tenants, and

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