Certain changes could be made to the YYZ STARs to lessen the impact of noise over residential areas in Oakville.


These include ...

1. Increase downwind arrival speeds.

2. A continuous descent should be used from cruising level. This will decrease the use of flaps and speedbrakes.

3. Descents from 6,000 ft should be handled by air traffic control, based on actual traffic, not prescribed by STARs. 

4. Downwind legs should all be 5 miles wide during preferential runway operations. 

5. The use of direct tracks to reduce miles flown. This will reduce residential overflight.

6. Allow continuous climb operations for departures.


All of the above will save millions of dollars in fuel costs and millions of KG of carbon emissions.


These solutions have presented to NAV CANADA and the GTAA in written correspondence and during the recent roundtable meetings held in September 2015. To date no serious interest on the part of NAV CANADA or the GTAA has been forthcoming.


This shows what can be done


This Review is very detailed but the first four pages show what can be attempted if people of goodwill get together. Gatwick Airport Limited (GAL) is roughly the equivalent of the GTAA. NATS equals NAV CANADA, UK Civil Aviation Authority (CAA) equals Transport Canada and the Department of Transport (DfT) is the Minister’s Department.

What the Review says is equally applicable to all other airports worldwide and that includes Toronto Pearson. The GTAA and its Board of Directors would do well to follow a similar line and make a serious effort to influence NAV CANADA for the benefit of the residents of the GTA.”


We encourage you to read this review  Gatwick Review


We highlight the following section of the review (page 4)
















Of Interest ...


EUROCONTROL, www.eurocontrol.int, the European Air Traffic Organization, has developed the Point Merge method for sequencing arrival traffic. This method is operational at a number of international and regional airports worldwide with reported success in reducing flight time, fuel consumption and emissions.


A description of this method was published in the ICAO Continuous Descent Operations (CDO) Manual in 2010, where it is referenced as a technique to support continuous descent operations.


A suggestion was made to NavCanada and the GTAA that this method be given serious consideration for implementation. To date, no interest has been shown.


NATS, the UK’s leading air traffic management company has been reaccredited in the 2016 Responsible Business Awards for its work in continuing to demonstrate the positive effects of a campaign for Continuous Descent Operations.  An overview of NATS work in this area may be found at  http://www.nats.aero/news/nats-reaccredited-in-responsible-business-award-for-continuous-descent-campaign/ Additional information on the experience with Continuous Decent Operations may be found in the article  http://www.nats.aero/news/continuous-descent-operations-campaign-launches/


The success of the NATS Continuous Decent Operations is seen in their award for their work  at http://www.bitc.org.uk/our-resources/case-studies/nats-continuous-descent-campaign





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R.A.N.G.O - Residents' Air Noise Group of Oakville

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