YZ TCU frequencies

[stick'n'rudder]

Hello all,

Could someone who has solid source or understanding confirm which frequencies are used by Toronto TCU.

The charts seem to indicate that departures are 127.57 and 128.8, with arrivals being 132.8, 124.47 and 125.4, however over the past year or so, on liveatc.net I've heard 134.17 used a lot for handoffs both from the ACC and in between the TCU sectors.

I do remember reading someplace about 134.17 being PAR or something such. Can someone confirm this?

Also, if anyone knows(And can spare the time), what are the sector splits like within the TCU? There seems to be some talk about inner/outer and north/south and whatnot, flying around the internet.

Thanks

[YYZJuice]

134.17 is used by ILS Monitor. It is used when there are parallel approaches in IMC conditions.

Inner/Outer and North/South are 2 different operations used to divide workload dependant on runway configuration, staffing, etc.

[stick'n'rudder]

134.17 is used by ILS Monitor. It is used when there are parallel approaches in IMC conditions.

Huh interesting. So are you saying that they get sent to 134.17, before going to TWR? I always thought parallel monitors listened to final and tower frequencies and intervened when needed.

The reason I ask, is because as I said above, on liveatc you can hear the frequency being used both for incoming from CTR and later in between TCU sectors.

Inner/Outer and North/South are 2 different operations used to divide workload dependant on runway configuration, staffing, etc.

Riiight....however got anything more descriptive, such as rough workload/responsibility/duties for each during various configs?

[Married a Canadian]

Live atc.net does scroll between frequencies so I doubt that you heard 134.17 being used for handoff from anything other than the YYZ arrival positions (and I work as a terminal controller in Toronto).

134.17 is as you say, there to make sure aircraft don't wander off their respective ILS's in non visual conditions, and yes we do monitor the tower frequencies and can intervene right down to short final if required (never seen it happen..for an aircraft to wander into the opposite runway on short final would require a monumental **** up...especially as said aircraft are aware of parralel traffic!)

Positions in the terminal and workload. Well workload depends on numerous factors not just traffic flow....anyway a rough outline.

132.8 Arrival or Arrival 1...either working ALL the arrivals...or working outer/south arrival depending on the configuration. When arrival is split...it normally means it is getting busy
124.47 Arrival 2.. inner/north arrival.
125.4 Arrival 3. Opened at peak arrival rates. Arrival 1 sequences aircraft into the downwind, Arrival 3 spaces them on the ILS. Normally opened when in the triple operation.

128.8 Departure or south Depature (one frequency when quiet, when busy North departure is opened and 128.8 deals with departures off the south runway.
127.57 North departure (opened when busy in departure, working traffic off north runway) Normally direction dependent..but not always the case.

You can normally guarantee when all positions are open that YYZ is running at peak rates. However positions are opened and closed for other reasons such as weather, emergencies, training, overflights etc etc.

As for staffing? 4 arrival positions (A1 A2 A3 and ILS monitor. a co-ordinator, Data board and possibly two departure controllers. You can work it out.

[stick'n'rudder]

Thank you.

I'm 100% positive on the non-intra-arrival 134.17 handoff, as it was issued by the center controller. The same guy/voice would each time work a lot of other center stuff....hence why I asked. I don't think that feed is up anymore, as they seem to have only left TWR and ARR now.

[Married a Canadian]

I'm 100% positive on the non-intra-arrival 134.17 handoff, as it was issued by the center controller

An enroute controller cannot hand a guy over to 134.17 when that frequency is being used as the ILS monitor. Why you may ask? Because the arrival controllers are the guys putting the aircraft on the ILS in the first place. It is not the job of any other sector outside the terminal to vector aircraft onto the ILS at YYZ and transfer to the tower or ILS monitor.

I am not sure what you heard...but take it from me 100% positive...work the sector in question....centre controllers do not switch guys to 134.17 when it is used as ILS monitor. Consider the airspace and levels the enroute works.

The only thing that you may have heard was 134.17 being used as a spare frequency elsewhere in the building (when another one is U/S). This can happen from time to time...but it will only be on a gin clear VFR day as when we lose visuals in the terminal..we need that frequency ready to open.

[stick'n'rudder]

Hi again,

I'm not questioning your experience - I'm asking on this forum because I want solid answers from those that'd know

The only thing that you may have heard was 134.17 being used as a spare frequency elsewhere in the building (when another one is U/S). This can happen from time to time...but it will only be on a gin clear VFR day as when we lose visuals in the terminal..we need that frequency ready to open.

Yep, that's exactly what I've been pointing at and why I'm inquiring about 134.17. I thought it was clear enough that we were already on the same page with the idea of a spare

Thanks again for the other info.

[Married a Canadian]

Thanks again for the other info

No probs. The only reason I queried your assertion earlier is that although liveatc.net is great (I have listened to it myself from time to time), sometimes people lose track of the frequencies that it is scanning......and you hear the question of why is the approach guy clearing the aircraft to land...when in fact it is a tower frequency that is being listened to.

It is rare to use spare frequencies round the room that are common usage in a certain sector. As I said for another specialty to use 134.17 they would have to ask the terminal first and find out if we are visualling, if we will continue to do so and if the weather is OK for the foreseeable future. It isn't a freq they can just say..."Oh we will borrow this for the enroute". I would be interested to know when you heard 134.17 being used for non ILS monitor traffic...was it in the summer?

[stick'n'rudder]

I would be interested to know when you heard 134.17 being used for non ILS monitor traffic...was it in the summer?

Yah roughly June/July I'd say. Heard it a few times since, but as you alluded, it was mostly summer months.

[I WAS Birddog]

It's funny I was going to start a thread about the Final Appr freq because I had the same questions about the function of this extra step on the radio comm.

Question: If this protocol is to be used. in IMC..I'm wondering if consideration is can be made to find freq's easier to dial up?

Final approach is a critical phase of flight for us. We all know that. And it's a little troubling to go from 124.47 then up to 133.17 then down to 118.70 when we should really be concentrating on the needles and not fumbling around transitioning to a wide varied set of freq's in such close proximity to the threshold.

Thoughts?