AREA CONTROLLER VIDEO
http://takecharge.navcanada.ca/video/IFR_EN.flvACC Toronto
Nav Canada
6055 Midfield Rd.
Mississauga
ON L4W 2P7
Canada
Phone: (905) 676-4509
Phone: (905) 676-5045
https://maps.google.de/maps?client=opera&oe=utf-8&channel=suggest&q=6055+Midfield+Rd.+Mississauga+Ontario&ie=UTF-8&hq=&hnear=0x882b3922af0082a3:0x877877f76544a4e4,6055+Midfield+Rd,+Mississauga,+ON+L4W+1S9,+Canada&gl=de&ei=yfzOUtLzHJDPsgaamYDQCw&ved=0CDEQ8gEwAA
http://mapq.st/1lFBWgL"Toronto Area Control Centre (ICAO: CZYZ) is one of 7 Area Control Centres in Canada operated by NAV CANADA. The ACC is based out of a building a short distance away from the control tower at Toronto Pearson International Airport.
From this ACC, air traffic controllers provide en route and terminal control services to aircraft in the Toronto Flight Information Region (FIR). The Toronto FIR airspace covers most of Southern Ontario (the extreme southwest covered by Cleveland Air Route Traffic Control Center), Central Ontario, and parts of eastern Ontario. To the east are the Montreal Area Control Centre and Boston ARTCC; to the south are the Minneapolis Air Route Traffic Control Center, Cleveland Air Route Traffic Control Center, and New York Air Route Traffic Control Center; to the west is the Winnipeg Area Control Centre/FIR."
http://en.wikipedia.org/wiki/Toronto_Area_Control_Centre"Nav Canada
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Nav Canada
Type Non-share capital corporation/ Statutory
Industry Civil aviation
Founded 1996
Headquarters Ottawa, Ontario, Canada
Products Civil air navigation
Employees 4,650
Website
www.navcanada.ca The Calgary Nav Canada Tower
Nav Canada is a privately run, not-for-profit corporation that owns and operates Canada's civil air navigation system (ANS). It was established in accordance with the Civil Air Navigation Services Commercialization Act (ANS Act).
The company employs approximately 2,000 air traffic controllers (ATCs), 800 flight service specialists (FSSs) and 700 technologists. It has been responsible for the safe, orderly and expeditious flow of air traffic in Canadian airspace since November 1, 1996 when the government transferred the ANS from Transport Canada to Nav Canada. As part of the transfer, or privatization, Nav Canada paid the government CA$1.5 billion.[1]
Nav Canada manages 12 million aircraft movements a year for 40,000 customers in over 18 million square kilometres, making it the world’s second-largest ANSP by traffic volume.[2]
Nav Canada, which operates independently of any government funding,[2] is headquartered in Ottawa, Ontario.[3] It is only allowed to be funded by publicly traded debt and service charges to aircraft operators.
Contents [hide]
1 Facilities
2 Corporate governance
3 History
3.1 Rate Stabilization Fund
4 2008–09 Recession
5 References
6 External links
Facilities[edit]
Nav Canada's operations consist of various sites across the country. These include:
About 1,400 ground-based navigation aids
56 flight service stations[4]
8 flight information centres,[4] one each in:
Kamloops - most of British Columbia
Edmonton - all of Alberta and northeastern BC
Winnipeg - northwestern Ontario, all of Manitoba and Saskatchewan
London - most of Ontario
North Bay - all of Nunavut and Northwest Territories, most of the Arctic waters
Quebec City - all of Quebec, south western Labrador, tip of eastern Ontario
Halifax - all of New Brunswick, Nova Scotia, Prince Edward Island, and most of Newfoundland and Labrador
Whitehorse - northwestern British Columbia and all of Yukon
42 control towers[4]
46 radar sites and 5 automatic dependent surveillance-broadcast (ADS-B) ground sites
7 Area Control Centres,[4] one each in:
Vancouver (CZVR) - Surrey, BC
Edmonton (CZEG) - Edmonton International Airport
Winnipeg (CZWG) - Winnipeg International Airport
Toronto Centre (CZYZ) - Toronto Pearson International Airport
Montreal Centre (CZUL) - Montreal International Airport
Moncton (CZQM) - Moncton International Airport
Gander (CZQX) - Gander International Airport
North Atlantic Oceanic control centre: Gander Control
NAV Canada has three facilities not located at an airport:
National Operations Centre: Ottawa (77 Metcalfe Street)
Technical Systems Centre: Ottawa (280 Hunt Club Road)
NAV Canada Training and Conference Centre (formerly the Nav Canada Training Institute (NCTI)) - 1950 Montreal Road in Cornwall, Ontario[5]
Corporate governance[edit]
As a non-share capital corporation, Nav Canada has no shareholders. The company is governed by a 15 member board of directors representing the four stakeholder groups that founded Nav Canada. The four stakeholders appoint 10 members as follows:Air carriers 4
General and business aviation 1
Federal government 3
Bargaining agents (unions) 2
These 10 directors then elect four independent directors, with no ties to the stakeholder groups. Those 14 directors then appoint the president and chief executive officer who becomes the 15th board member.
This structure ensures that the interests of individual stakeholders do not predominate and no member group could exert undue influence over the remainder of the board.[6] To further ensure that the interests of Nav Canada are served, these board members cannot be active employees or members of airlines, unions, or government.[7]
History[edit]
Rate Stabilization Fund[edit]
Early in its history the company established a rate stabilization fund, consisting of retained assets. This fund was used to provide funding for the company during periods of lower revenues caused by seasonal and other fluctuations of air traffic and hence the customer fees that primarily fund the company. The fund was generally kept at $80–100 million, except during the early 2000s recession when it was drawn down to zero and later replenished. In 2008 the company announced that the fund had been reduced to $4M "due to variances from planned results".[8][9]
At the end of the company's third fiscal quarter, 31 May 2009 the rate stabilization fund stood with a recoverable asset balance of $27 M.[10]
2008–09 Recession[edit]
Nav Canada felt the impact of the late-2000s recession in two ways: due to losses in its investments in asset-backed commercial paper (ABCP) and because of falling air traffic levels.
In an attempt to provide stable income for the company Nav Canada, invested heavily in ABCP. On 13 August 2007 the company announced that certain third-party sponsors of these instruments had become "illiquid" and on 16 August 2007 the company joined with other companies in the Montreal Accord, forming a Pan Canadian Investors Committee, to try to solve the problem. On 12 January 2009 final Ontario Superior Court of Justice approval was granted to restructure the debt as new notes that will mature in several years.[9][11]
As a result of these proceedings Nav Canada wrote off a total of $164M in ABCP losses by January 2009. In July 2009 the company indicated that $66M worth of "asset-backed commercial paper investments should be recoverable over the time that the Company continues to hold them."[9][10][12]
During the recession, commercial air traffic levels dropped as airlines reduced the number of flights scheduled in response to lower customer demand. The company reported that "Traffic during the third quarter (2009) was 8.1 per cent lower than in the third quarter of 2008." This resulted in lower revenues for Nav Canada, with third quarter revenues reported as $284M, compared to $305M in the same period in 2008. Operating expenses were $241M, $9M lower than the same period in 2008 as the company reduced overtime and employee numbers to contain costs, despite large settlements in union contracts. The company expenses were $2M higher than revenues in the third quarter of 2009, but were offset by use of the rate stabilization account.[10]
In dealing with the recession as well as the investment losses, CEO John Crichton said in July 2009:“ Working with employees and all our stakeholders, the Company has been able to absorb the impact of declining air traffic and revenues without having to increase our service charges. We announced in June that no rate increase is planned at this time.[10] ”
Results for the company's fiscal year 2009, which ended on 31 August, showed that air traffic was down. The company reported: "Traffic for the complete fiscal year 2009 was 6.0 per cent lower than 2008, or 5.8 per cent on a normalized basis given that February 2009 had one less day than February 2008 due to the leap year".[13]"
http://en.wikipedia.org/wiki/NAV_CANADAWebsite of the company:
http://www.navcanada.ca/en/Pages/default.aspx"Canadian airspace
From Wikipedia, the free encyclopedia
Jump to: navigation, search
Canadian airspace is the region of navigable airspace above the surface of the Earth that falls within a region roughly defined by the Canadian land mass, the Canadian arctic, the Canadian archipelago, and areas of the high seas.[1] Airspace is managed by Transport Canada and detailed information regarding exact dimensions and classification is available in the Designated Airspace Handbook which is published every fifty-six days by NAV CANADA.[2]
Contents [hide]
1 Canadian Domestic Airspace
2 Airspace classes
3 Other important features
3.1 Saint Pierre and Miquelon
4 References
Canadian Domestic Airspace[edit]
The Canadian Domestic Airspace includes all of Canada and extends out over the Pacific, Arctic, and Atlantic Oceans. It is broadly divided into the Northern Domestic Airspace (NDA) and the Southern Domestic Airspace (SDA).
There are three main differences between the two areas. Most importantly, the NDA is designated as a "standard pressure" region while the SDA is an "altimeter setting" region. This means that pilots operating in the SDA will calibrate their altimeter to atmospheric pressure according to information available at airports and through weather services. Conversely, in the NDA, pilots calibrate their altimeters to 29.92 inches of mercury (1013 hPa) regardless of the actual atmospheric pressure. This is done because weather information is not available for all areas of the far north, so it is better that all pilots use a standard setting in order to avoid collisions.
Another major difference between the NDA and SDA is that magnetic declination is not used in the NDA. Because the magnetic north pole is in the NDA, magnetic declinations are very large; sometimes even 180°. This is further complicated by the fact that magnetic north moves approximately 200 miles (320 km) in an elliptical path every day. For these reasons, "true" tracks</ref> are always used in the NDA while magnetic tracks are frequently used in the SDA for convenience.
The final difference between the NDA and the SDA has to do with the location of Class A airspace in each region. This is explained in more detail below.
Airspace classes[edit]
There are seven classes of airspace in Canada, and each is designated by a letter (A through G).
Class A airspace exists exclusively between FL180 and FL600. In the SDA, it begins at 18,000. However, in the NDA it does not. The NDA is divided into two Control Areas: the Arctic Control Area (ACA) and the Northern Control Area (NCA). In the NCA, Class A airspace extends upwards from FL230, and FL 270 (formerly 280) in the ACA.
For entry into Class A airspace, an aircraft needs a functional Mode C transponder and an IFR clearance.
Class B airspace is any controlled airspace between 12,500 ft (3,800 m) and 18,000 ft (5,500 m) Occasionally, Class B airspace exists in other locations, though this is unusual.
For entry into Class B airspace, an aircraft needs a functional Mode C transponder and either an IFR or a CVFR (Controlled VFR) clearance.
Class C airspace is usually a control zone (CZ) for a large airport. These areas usually have a 10 nautical mile radius and a height of 3,000 ft (910 m) above aerodrome elevation (AAE).
For entry into a Class C control zone, an aircraft needs a functional Mode C transponder and an ATC clearance.
Class D airspace is usually a control zone for smaller airports or aerodromes that has a 5-nautical-mile (9.3 km) radius and a height of 3,000 ft (910 m) AAE. Airports in extremely busy airspace may have only a 3-nautical-mile (5.6 km) radius control zone.
For entry into a Class D control zone, an aircraft needs to contact ATC. Some Class D control zones require transponders, and NORDO flight is not permitted at night in a Class D zone.
Class E airspace is used for low-level flight routes and for aerodromes with very little traffic. ATC is available, but is not required. Some Class D control zones change to Class E at night if the control tower shuts down.
Any aircraft may fly in Class E airspace.
Class F airspace is restricted. Any Class F zone will be designated either CYR, CYD, or CYA. CYR stands for restricted, CYD means danger (usually used for CYR areas over international waters), and CYA stands for advisory. CYA zones will also have a letter identifying the type of activity in the zone: A - aerobatics, F - aircraft testing, H - hang gliding, M - military, P - parachuting, S - soaring, T - training.
For entry into a CYR or CYD zone, an aircraft needs the permission of the operating authority. Pilots may enter CYA zones at their discretion, but are encouraged to avoid them unless taking part in the activity.
Any airspace that is not designated is Class G airspace. This airspace is uncontrolled, and ATC is not usually available (though exceptions are made).
Any aircraft may fly in Class G airspace.
Airspace classes A through E are controlled. Class F can be controlled or uncontrolled. Class G is always uncontrolled.[1] Airspace is managed by Transport Canada and detailed information regarding exact dimensions and classification is available in the Designated Airspace Handbook which is published every fifty-six days by NAV CANADA.[2]
Other important features[edit]
Some control zones have unique procedures because of terrain or air traffic demands. These procedures are published in the Canada Flight Supplement. Another important feature of Canadian airspace is the Air Defense Identification Zone (ADIZ) that surrounds North America. (...)"
http://en.wikipedia.org/wiki/Canadian_airspace
