CYHZ ILS

[ourkid2000]

Hey folks....

I am wondering if CYHZ has a category 2 or 3 ILS system? I can't seem to find this info online anywhere.

[complexintentions]

I'm not sure you would find it online, but our company has published Cat II minimums of 126 feet radalt on the ILS 23 in CYHZ. No Cat III.

Cat II or III use the same ILS system as Cat I, there are just a raft of requirements for aircraft equipment, pilot training, and airport procedures.

[Tim]

its in the CAP

[Siddley Hawker]

YHZ is in 50 and 1/8 country.

[OceansEdge]

I'm not sure you would find it online, but our company has published Cat II minimums of 126 feet radalt on the ILS 23 in CYHZ. No Cat III.

Cat II or III use the same ILS system as Cat I, there are just a raft of requirements for aircraft equipment, pilot training, and airport procedures.

The significant difference is in the level of monitoring of the system - and different requirements for shut down in the event that the monitoring detects a fault. For instance a CATI must self shut down within 10 secs of a fault detection, but a CATIII shuts down in less than 2 secs.

Thus not every CATI system can be used for CATIII approach - even if you have the training and your aircraft has a HUD - as the airport has to be equipped with the appropriate level of system monitoring gear, and the system must be set up for the required tolerances

[Defy Gravity]

Looks like CYYT is getting a CAT III

Airport Authority Receives Funding for its $25.8 million Accessibility Initiative

March 23, 2011
St. John’s International Airport Authority to undergo infrastructure improvements that will support the implementation of a Category 3 Instrument Landing System.

ST. JOHN’S, NL, March 23, 2011 – St. John’s International Airport Authority received notice today that its tri-partite funding proposal to improve the accessibility of the airport during low-visibility conditions was accepted by both the federal and provincial governments. The announcement was made by the Honourable Peter MacKay, Minister of National Defence, on behalf of the Honourable Keith Ashfield, Minister of State for the Atlantic Gateway, and Susan Sullivan, Minister of Innovation, Trade and Rural Development with the Government of NL at a press conference located at St. John’s International Airport.

“The accessibility of a region is generally understood to be a basic building block for economic growth and development. This has certainly been recognized by our federal and provincial government partners today and we thank them,” said Fraser Edison, Chair of the St. John’s International Airport Authority’s Board of Directors. “This project will strengthen our provincial and federal transportation systems and will offer significant, long-term benefits for the social and economic development of our region. As the premier gateway to Newfoundland and Labrador, this project is truly a great investment in our entire province.”

The Accessibility Initiative involves the installation of a Category 3 Instrument Landing System (Cat 3 ILS) on the Airport’s principal runway and a number of associated infrastructure improvements required to support this technology. The result of this project is a significant improvement in the usability of the airport during extreme fog conditions by lowering the minimum operational requirements for an aircraft to take-off and land. The addition of this technology will increase the airport usability to 98.9%, putting St. John’s International Airport on par with the top 8 airports in Canada. It also means that of those 1000 flights and 100,000 passengers that are presently impacted by low visibility conditions on an annual basis, 700 flights and 70,000 passengers will be able to arrive and depart on time with the use of this technology. As a result, significant benefits will be realized by passengers, airlines and the business community.

The greatest value associated with this project is the economic benefit associated with reversing our reputation for being inaccessible. This means that conference groups that previously discounted our region as an option for national meetings may now include it in its rotation schedule; the province will become a more attractive place for businesses to invest and tourists to visit; and it will become easier to attract new airlines to the region.

This is a multi-year, $25.8 million construction project that will involve capital improvements on both of the airport’s main runways. Extensive planning has already taken place in anticipation of a favourable response to the funding proposals. As a result of the announcement today, work will begin in earnest to complete the project design in 2011 with the hope of starting construction before the end of the year.

The majority of the construction will be concentrated in 2012 and will involve the installation of new, energy-efficient runway approach lighting systems, in-pavement touchdown zone lighting systems, and aircraft taxi in-pavement lighting systems. Runway end safety areas (RESAs) will also be constructed on our principle runway (runway 11-29). This project will also involve asphalt paving, the removal of terrain obstacles, and other related civil and electrical works. In 2012, Nav Canada will install the new Instrument Landing System technology and will begin the certification process to become Category 3 compliant. It is anticipated that the travelling public will see the full benefits of this airport accessibility initiative in 2013.

The Airport Authority presented a proposal to the provincial government and the federal government in September 2009 to enter into a tri-partite funding arrangement. The partnership between the Airport Authority, the provincial government and the federal government will see each party contributing $8.6 million to this project. This is a one-time, strategic capital funding initiative that will generate a rate of return for government in the form of growth in GDP, employment and economic development.


“The value of this project is well-understood within our community and has certainly resonated strongly with many of our stakeholders who have been as equally passionate about this project as we have,” added Mr. Edison. “I would particularly like to thank Mayor Dennis O’Keefe with the City of St. John’s, the St. John’s Board of Trade, and Destination St. John’s for their continuous support for this project. I would also like to thank Nav Canada who assisted us in quantifying our existing and anticipated airport usability levels and will provide and maintain the technology that will enable our airport to be Category 3 capable.”

St. John’s International Airport Authority is a private, not-for-profit organization with the mandate to provide the region with a safe, cost-efficient transportation facility that is a catalyst for economic growth. Under the provisions of a long-term Ground Lease with the Federal Government of Canada, the Airport Authority is responsible for the airport’s operations on behalf of the community it serves.

http://www.stjohnsairport.com/press/pre ... .cfm?id=27

[Pavese]

YHZ is in 50 and 1/8 country.

LOL! DEI SOP.

D

[OceansEdge]

thats damned good news - if anywhere needs a CATIII it's St John's

[ourkid2000]

Thanks for the info fellas!

I was asking because back in 2007 they shut down one of the runways for quite some time for some upgrades at YHZ. I was just assuming that they would be upgrading to Cat 3 or something but as it turns out, seeing as they already had a Cat II runway and that's still all they have, I don't have a clue what they did.

Anyone know?

[OceansEdge]

probably pulled out an OLD CATII system, and replaced it with a new more reliable CATII system - this happens fairly regularly

according to my old man - takes a crew of 4 about 4 weeks to do a swap (thats presuming using the same building and some of the same infrastructure - antenna pads, maybe the same masts)

[ourkid2000]

That is a good possibility.....

On another note, I'm curious what the other runways, beside 23, have for their approaches? I've been pretty ignorant to all this stuff over the years. I had always just assumed there was ILS approaches on all runways but it turns out to be far from that......

At a typical airport like YHZ, which usually has just one Cat II ILS, what do they use for the other approaches?

Thanks again for the info!

[kevenv]

I believe 23 was closed last summer to replace the center line lighting. It will be closed again this year, though I've no idea why. As for approaches, 05 is a LOC, 14 a Cat 1 ILS and 32 an RNAV (which half of the aircraft can't do).

[OceansEdge]

huge question...
the only answer is - it depends

I'm not sure how 'typical' YHZ is - maybe 'typical' mid size international airport, there are a LOT more smaller domestic airports.

Nav aids are all dependant on a lot of things, weather, airport usage, and political will all play a role in determining need. For instance YYT is apparently now getting a CATIII - they've 'needed' it for some time - based on weather patterns, but oil money in NL has now increased usage and the political will.

YHZ has an ILS on 14 as well as 23, on the recipricols you have the localizer backcourse (leakage from the ILS), but there are also NDB and DME approaches. At other airports you may have NDB, VOR, or DME approaches and of course now RNAV - who gets what is a complicated formula based on the above. And it goes both ways, more / better equipment (National ILS Replacement Programme), or decommissioning equipment as it becomes redundant or obsolete or is no longer justified by usage. NavCanada publishes the notices of these changes on their home page http://www.navcanada.ca/NavCanada.asp?L ... efault.xml

[OceansEdge]

an good article from WINGS magazine on the Canadian ILS replacement programme
http://www.wingsmagazine.com/content/view/486/38/

[Luscombe]

When did the LOC\BC for 32 disappear? It is now just an RNAV, but the BC signals can still be read. Was it a cost cutting thing or a certification thing? It's a lot more convenient for the guys who can do RNAV, however for the little guys without the equipment, it limits 32 for those not-so-nice VFR-ish days that seem to happen in Atlantic Canada a little too often.

[Justjohn]

thats damned good news - if anywhere needs a CATIII it's St John's

Won't make a Lick of difference. Cat III is auto land, no ? Most often on the day's when it would be used, the Wind will push it out of limits. Nothing like the CYYT Death Roll with that 'Precipitous Terrain'.

I heard it will mostly be used by International flights who can use it for a Cat III Alternate on a Crossing. That I believe.

[C-FABH]

When did the LOC\BC for 32 disappear? It is now just an RNAV, but the BC signals can still be read. Was it a cost cutting thing or a certification thing? It's a lot more convenient for the guys who can do RNAV, however for the little guys without the equipment, it limits 32 for those not-so-nice VFR-ish days that seem to happen in Atlantic Canada a little too often.

It was revoked with the AIRAC update on April 8 2010. The effects are slightly larger than just "the little guys" - the majority of the Air Canada narrowbody Airbus fleet isn't certified for GPS, as an example. It's been a real pain in the ass from what I understand.

[swordfish]

Hey, imagine this: 3 airports in CANADA to have Cat3 ILS's. Ain't that spectacular performance for a country larger than the USA and one that spends 1/3 of its year in winter weather?

[G.N. Thompson]

Just a reminder, gents,

There is a snow storm somewhere in Canada every day, and ILS can be upset by:
a) snow depth
b) snow drifts
c) snow blower activity

Fly safe.

[YYZatcboy]

Aparantly all LOC BC approaches are either being replaced with LOC only approaches or GPS approaches. LOC BC is no longer authorised in Canada, or won't be very soon as they install the LOC beams or set up the GPS approaches.

[swordfish]

LOC-BC approaches are not in other countries. We were the odd man out.

[it'sme]

LOC-BC approaches are not in other countries. We were the odd man out.

Um, I flew the LOC (BACK CRS) Rwy 25 at Orlando Executive, KORL, 3 weeks ago.

[DowneastGuy]

I was told that as ILS systems come up for replacement, or a new one is installed, any back course associated with them is lost because the new ILS's don't support BC's. Wherever possible, an RNAV approach is commissioned to replace the BC.

[swordfish]

LOC-BC approaches are not in other countries. We were the odd man out.

Um, I flew the LOC (BACK CRS) Rwy 25 at Orlando Executive, KORL, 3 weeks ago.

The States may have some, but they're unheard of in Europe and Australia.