Halifax airport is a class D airport. The 7nm control zone (D) is surrounded by a Terminal Control Area (TCA) extending up to FL230. The Halifax Terminal Control Area is class D airspace below 12500ft, and B, then A above that. Max radius is 35nm centered on the Halifax airport.
The Halifax TCA also is responsible for the Military airport of Shearwater.
The Halifax TCA, extending up to FL230. Halifax terminal provides service for Shearwater (CYAW).
7nm Control zone to 3500ft ASL excluding McEwen airfield
||All Taxiways excluding the Aprons
Ground controller's issue IFR clearances without requesting them from the Moncton Center. No specific routing restrictions exist in Halifax, though preferred routes exist and should be used whenever possible. All IFR flights are to be cleared via the Halifax Three Standard Instrument Departure (SID).
Standard ground procedures apply. On departure if only 23 is active ground may taxi aircraft via runwat 14. If runway 14 is active Grounds hands off to tower holding short of runway 14 on taxiway Hotel (H).
Runway configurations - All runways are available for arrival and departures, but only runways 23 and 14 are equipped with an ILS approach.
Tower has the responsibility of ensuring the initial separation of IFR traffic. The required radar wake turbulence separation minima must be ensured by the Tower controller and is described in M533.2
Heavy behind a heavy - 4 nm
Medium behind a heavy - 5 nm
Medium behind a medium - 3 nm
Light behind a heavy - 6 nm
Light behind a medium - 4 nm
Light behind a light - 3 nm
Besides providing the radar/wake turbulence separation between departures, the Tower controller must ensure that the initial separation between aircraft does not decrease. Factors such as aircraft performance and pilot technique vary even in the real world so be wary when attempting to run departures with minimum spacing, especially when departing a jet behind a prop, even if their wake category are the same.
At anytime during the course of a day the Tower Controller may issue an exemption to the requirement of the Halifax Three SID on the departure of an aircraft. The significance of this exemption is that by turning a Prop aircraft on departure, it allows subsequent departures to be expedited. The procedure is described in MANOPS section 554.1. No prior co-ordination with the Departures controller is required provided the aircraft are always turned away from the parallel runway by 30° or 60°, and the initial altitude is 5000ft. Remember to update the datatag if using this procedure with the assigned heading instead of the SID identifier, as described in the Clearance SOP.
IFR traffic is handed off to "Halifax Terminal" with the take-off clearance as follows in this example:
"CXA999 Halifax Tower Once Airborne Contact Halifax Terminal Winds 230 at 14 cleared for takeoff runway 23"
Though it is a responsibility of Halifax Terminal to provide the appropriate separation between successive arrivals on final approach, responsibility for spacing between arriving aircraft may be transferred to the Tower once the aircraft crosses the Final Approach Fix (FAF). Aircraft conducting visual approaches in accordance with MANOPS section 566 and 567 are responsible for maintaining their own separation.
With the use of radar the Tower assumes control of arrivals at the FAF regardless of the weather conditions. See MANOPS section 362.5 for the proper control transfer procedures.
Aircraft conducting visual approaches in accordance with MANOPS section 566 and 567 are responsible for maintaining their own separation.
On Arrival traffic will be handed off to Tower once established on the approach (or any leg for visual approaches).
Arrivals - VFR traffic will be transferred to tower prior to entering the control zone.
Departures - Restrictions should only be applied for separation with other IFR traffic. There are no pre-defined guidelines.