Wabush Airport is 1 nautical mile northeast of Wabush and Labrador, Canada. It serves Labrador West as well as Quebec. Wabush Water Aerodrome Past three hours METARs, SPECI and current TAFs for Wabush Airport from Nav Canada as available
Schefferville is a town in the Canadian province of Quebec. Schefferville is in the heart of the Naskapi and Innu territory in northern Quebec, less than 2 km from the border with Labrador on the north shore of Knob Lake, it is located within the Caniapiscau Regional County Municipality and has an area of 25.11 square kilometres. Schefferville surrounds the autonomous Innu community of Matimekosh, it abuts the small community of Lac-John Reserve. Both of the latter communities are First Nations Innu reserves. Schefferville is close to the Naskapi reserved land of Kawawachikamach; the isolated town is not connected to the provincial road network but is accessible by airplane via the Schefferville Airport or by train. Schefferville is the northern terminus of Tshiuetin Rail Transportation with service to Sept-Îles. McGill University operates the McGill Subarctic Research Station in Schefferville. Schefferville was established as a town in 1954 by the Iron Ore Company Of Canada to support the mining of rich iron ore deposits in the area.
The original settlement was called "Burnt Creek" and was located some miles to the north of the current location of the town of Schefferville. When the plans were drawn up for the town, it was called "Knob Lake", after a prominent iron ore outcropping visible on a prominent hill south of the town site; the name Schefferville was adopted in honour of Bishop Lionel Scheffer, who served as the Vicar Apostolic of Labrador from March 14, 1946, until his death on October 3, 1966. At the time of the town's founding, Innu from Maliotenam and Naskapi from Fort Chimo were resettled to Schefferville to assist with geological exploration work and the railway construction. Following many years of neglect, in which they suffered destitute poverty, in 1968 parts of the town were set aside for them as a reserve. By 1972, housing units had been built. Most of the Naskapi and Innu moved to this new site, known today as Matimekosh Reserve. For some years in the late 1950s, NORAD operated a radar station in Schefferville as part of the Mid-Canada Line, part of North America's defences against possible Soviet attack across the arctic.
At its peak in the late 1960s, Schefferville counted some 5,000 residents. But iron ore mining ceased there in 1982, on orders from Brian Mulroney, president of the Iron Ore Company, he was elected as Prime Minister of Canada. When mine operations ceased, most of the 4,000 or so non-aboriginal occupants left; the remainder were aboriginal people who had settled there in the preceding 30 years. In 1986, the town ceased to exist as an incorporated legal entity, but this decision was reversed in 1990; some houses and public facilities were demolished, while other parts of the infrastructure were added to the Matimekosh Reserve. Many of the remaining houses in the town are used as company housing by businesses active in the iron industry. At the Canada 2011 Census, Schefferville had a population of 213 inhabitants, an increase of 5.4 percent from the 2006 census total of 202. In comparison, Matimekosh had a population of 540 and Lac-John, 21; the town counted 110 private dwellings occupied by usual residents out of a total of 178.
Many Naskapi first nation people live in the village of Kawawachikamach, northwest of Schefferville. They are Anglican and Protestant and speak English as their second language; the Innu people reside in Schefferville and Matimekosh. They are Roman Catholic and speak French as their second language; the Naskapi and Montagnais/Innu languages are mutually intelligible. Most local inhabitants are able to speak varying amounts of all the local languages, code-switching is common in conversation; the breakdown of mother tongues is: English as first language: 17.1% French as first language: 43.9% English and French as first language: 4.9% Other as first language: 34.1%Population trend: Population in 2011: 213 Population in 2006: 202 Population in 2001: 240 Population in 1996: 578 Population in 1991: 303 As a result of increased demand for steel and iron ore, two official projects are underway in the early 21st century to re-establish mining operations out of Schefferville. The first is the LabMag Iron Ore Project, 30 kilometres west of Schefferville.
The objective is to develop mining and concentrating near Schefferville that will mine 33 million tonnes of crude iron ore per year, in order to produce 10 million tonnes per year of concentrate and pellets for a minimum of 20 years. Mining production began in 2011; the Naskapi Nation of Kawawachikamach owns 20% of the LabMag Iron Ore Project. In addition, Anglesey Mining had applied for final operational permits on its former Iron Ore Company of Canada deposits. Production was scheduled to start during late summer 2010, with output rising to two or three million tons of ore a year by 2012 before further deposits are developed. Innu protesters blocked access to Schefferville in July 2010, they delayed the start of mining with demands for increased compensation for the commercial exploitation of their traditional homelands. Schefferville has a subarctic climate. Schefferville has cool summers relative to its inland location; the cold winters are caused in part by the ice cover of Hudson Bay eliminating maritime moderation, causing an inland area between the Rockies and the Atlantic on the latitude.
Although, Schefferville is nearer the Atlantic, the cold Labrador Current brings cold air from the east. In summer, the Hudson Bay water is cold after just thawing, whereas the Labrador waters remains cool and prone to low-pressure systems under the Icelandic Low. Michele Audette, of Innu and French-Canadian ancestry, grew up near here. She
Canada Flight Supplement
The Canada Flight Supplement is a joint civil/military publication and is a supplement of the Aeronautical Information Publication. It is the nation's official airport directory, it contains information on all registered Canadian and certain Atlantic aerodromes and certified airports. The CFS is published, separately in English and French, as a paper book by Nav Canada and is issued once every 56 days on the ICAO AIRAC schedule; the CFS was published by Natural Resources Canada on behalf of Transport Canada and the Department of National Defence until 15 March 2007 edition, at which time Nav Canada took over production. The CFS presents runway data and departure procedures, air traffic control and other radio frequencies and services such as fuel, hangarage that are available at each listed aerodrome; as well, the CFS contains useful reference pages, including interception instructions for civil aircraft, chart updating data and search and rescue information. Most pilots flying in Canada carry a copy of the CFS in case a weather or mechanical diversion to another airport becomes necessary.
The Canada Flight Supplement is made up of seven sections: Special Notices — list of new or amended procedures. General Section — glossary, airport code listing, list of abandoned aerodromes, other introductory information. Aerodrome/Facility Directory — list all aerodromes alphabetically by the community in which they are located. A sketch of the airport is included showing runway layout, locations of buildings and tower. Included in the sketch is an obstacle clearance circle. Planning — general flight planning information, including flight plans and position reports, lists of significant new towers and other obstructions, chart updating, preferred IFR routes, similar information. Radio Navigation and Communications — listing of radio navigation aids and communication outlets, together with all known commercial AM broadcasters and their locations and frequencies. Military Flight Data and Procedures — military flight and reporting procedures for Canada and the U. S. Emergency — emergency procedures and guidelines for hijacks, fuel dumping and rescue, etc.
Carrying "current aeronautical charts and publications covering the route of the proposed flight and any probable diversionary route" is a requirement under CAR 602.60 for night VFR, VFR Over-The-Top and instrument flight rules flights. This Canadian Aviation Regulation does not require carriage of a copy of the CFS, but, one way to satisfy the regulation; because information in the CFS may be out of date with regard to such issues as runway closures and fuel availability, pilots should check NOTAMs before each flight. NOTAM information in Canada can be obtained from the Nav Canada Aviation Weather Website or by contacting the appropriate regional Nav Canada Flight Information Centre. While Nav Canada's CFS has the monopoly on paper-version airport directories in Canada, there are several competing internet publications, including the Canadian Owners and Pilots Association's Places to Fly user-editable airport directory. Nav Canada publishes the Water Aerodrome Supplement, as a single volume in English and French.
This contains information on all Canadian water aerodromes as shown on visual flight rules charts and other information such as navaids. The WAS is published on an annual basis. Airport/Facility Directory – U. S. publications equivalent to the Aerodrome/Facility and Planning chapters of the CFS, but divided into several volumes covering different regions. Official website
According to the International Civil Aviation Organization, a runway is a "defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft". Runways may be a natural surface. In January 1919, aviation pioneer Orville Wright underlined the need for "distinctly marked and prepared landing places, the preparing of the surface of reasonably flat ground an expensive undertaking there would be a continuous expense for the upkeep." Runways are named by a number between 01 and 36, the magnetic azimuth of the runway's heading in decadegrees. This heading differs from true north by the local magnetic declination. A runway numbered 09 points east, runway 18 is south, runway 27 points west and runway 36 points to the north; when taking off from or landing on runway 09, a plane is heading around 90°. A runway can be used in both directions, is named for each direction separately: e.g. "runway 15" in one direction is "runway 33" when used in the other. The two numbers differ by 18.
For clarity in radio communications, each digit in the runway name is pronounced individually: runway one-five, runway three-three, etc.. A leading zero, for example in "runway zero-six" or "runway zero-one-left", is included for all ICAO and some U. S. military airports. However, most U. S. civil aviation airports drop the leading zero. This includes some military airfields such as Cairns Army Airfield; this American anomaly may lead to inconsistencies in conversations between American pilots and controllers in other countries. It is common in a country such as Canada for a controller to clear an incoming American aircraft to, for example, runway 04, the pilot read back the clearance as runway 4. In flight simulation programs those of American origin might apply U. S. usage to airports around the world. For example, runway 05 at Halifax will appear on the program as the single digit 5 rather than 05. If there is more than one runway pointing in the same direction, each runway is identified by appending left and right to the number to identify its position — for example, runways one-five-left, one-five-center, one-five-right.
Runway zero-three-left becomes runway two-one-right. In some countries, regulations mandate that where parallel runways are too close to each other, only one may be used at a time under certain conditions. At large airports with four or more parallel runways some runway identifiers are shifted by 1 to avoid the ambiguity that would result with more than three parallel runways. For example, in Los Angeles, this system results in runways 6L, 6R, 7L, 7R though all four runways are parallel at 69°. At Dallas/Fort Worth International Airport, there are five parallel runways, named 17L, 17C, 17R, 18L, 18R, all oriented at a heading of 175.4°. An airport with only three parallel runways may use different runway identifiers, such as when a third parallel runway was opened at Phoenix Sky Harbor International Airport in 2000 to the south of existing 8R/26L — rather than confusingly becoming the "new" 8R/26L it was instead designated 7R/25L, with the former 8R/26L becoming 7L/25R and 8L/26R becoming 8/26.
Runway designations may change over time because Earth's magnetic lines drift on the surface and the magnetic direction changes. Depending on the airport location and how much drift occurs, it may be necessary to change the runway designation; as runways are designated with headings rounded to the nearest 10°, this affects some runways sooner than others. For example, if the magnetic heading of a runway is 233°, it is designated Runway 23. If the magnetic heading changes downwards by 5 degrees to 228°, the runway remains Runway 23. If on the other hand the original magnetic heading was 226°, the heading decreased by only 2 degrees to 224°, the runway becomes Runway 22; because magnetic drift itself is slow, runway designation changes are uncommon, not welcomed, as they require an accompanying change in aeronautical charts and descriptive documents. When runway designations do change at major airports, it is changed at night as taxiway signs need to be changed and the huge numbers at each end of the runway need to be repainted to the new runway designators.
In July 2009 for example, London Stansted Airport in the United Kingdom changed its runway designations from 05/23 to 04/22 during the night. For fixed-wing aircraft it is advantageous to perform takeoffs and landings into the wind to reduce takeoff or landing roll and reduce the ground speed needed to attain flying speed. Larger airports have several runways in different directions, so that one can be selected, most nearly aligned with the wind. Airports with one runway are constructed to be aligned with the prevailing wind. Compiling a wind rose is in fact one of the preliminary steps taken in constructing airport runways. Note that wind direction is given as the direction the wind is coming from: a plane taking off from runway 09 faces east, into an "east wind" blowing from 090°. Runway dimensions vary from as small as 245 m long and 8 m wide in s
Nav Canada is a run, not-for-profit corporation that owns and operates Canada's civil air navigation system. It was established in accordance with the Civil Air Navigation Services Commercialization Act; the company employs 1,900 air traffic controllers, 650 flight service specialists and 700 technologists. It has been responsible for the safe 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. 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 air navigation service provider by traffic volume. Nav Canada, which operates independently of any government funding, is headquartered in Ottawa, Ontario, it is only allowed to be funded by service charges to aircraft operators. Nav Canada's operations consist of various sites across the country.
These include: About 1,400 ground-based navigation aids 55 flight service stations 8 flight information centres, 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, southwestern Labrador, tip of eastern Ontario, northern New Brunswick Halifax – most of New Brunswick, Nova Scotia, Prince Edward Island, most of Newfoundland and Labrador Whitehorse – northwestern British Columbia and all of Yukon 41 control towers 46 radar sites and 15 automatic dependent surveillance-broadcast ground sites 7 Area Control Centres, one each in: Vancouver – Surrey, BC Edmonton – Edmonton International Airport Winnipeg – Winnipeg-James Armstrong Richardson International Airport Toronto Centre – Toronto-Pearson International Airport Montreal Centre – Montreal-Trudeau International Airport Moncton – Riverview, New Brunswick Gander – Gander International Airport North Atlantic Oceanic control centre: Gander ControlNav Canada has three other facilities: National Operations Centre: Ottawa Technical Systems Centre: Ottawa The Nav Centre – 1950 Montreal Road in Cornwall, Ontario 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 elect 10 members as follows: These 10 directors elect four independent directors, with no ties to the stakeholder groups; those 14 directors 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. 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; the company was formed on November 1, 1996 when the government sold the country's air navigation services from Transport Canada to the new not-for-profit private entity for CAD$1.5 billion. The company was formed in response to a number of issues with Transport Canada's operation of air traffic control and air navigation facilities.
While TC's safety record and operational staff were rated its infrastructure was old and in need of serious updating at a time of government restraint. This resulted in system delays for airlines and costs that were exceeding the airline ticket tax, a directed tax, supposed to fund the system; the climate of government wage freezes resulted in staff shortages of air traffic controllers that were hard to address within a government department. Having TC as the service provider, the regulator and inspector was a conflict of interest. Pressure from the airlines on the government mounted for a solution to the problem, hurting the air industry's bottom line. A number of solutions were considered, including forming a crown corporation, but rejected in favour of outright privatization, the new company being formed as a non-share-capital not-for-profit, run by a board of directors who were appointed and now elected; the company's revenue is predominately from service fees charged to aircraft operators which amount to about CAD$1.2B annually.
Nav Canada raises revenues from developing and selling technology and related services to other air navigation service providers around the world. It has some smaller sources of income, such as conducting maintenance work for other ANS providers and rentals from the Nav Centre in Cornwall, Ontario. To address the old infrastructure it purchased from the Canadian government the company has carried out projects such as implementing a wide area multilateration system, replacing 95 Instrument Landing System installations with new equipment, new control towers in Toronto and Calgary, modernizing the Vancouver Area Control Centre and building a new logistics centre Nav Canada felt the impact of the late-2000s recession in two ways: losses in its investments in third party sponsored asset-backed commercial paper and falling revenues due to reduced air traffic levels. In the summer of 2007 the company held $368 million in ABCP. On 12 January 2009 final Ontario Superior Court of Justice approval was granted to restructure the third party ABCP notes.
The company expects that the non-credit related fai
Air Inuit is an airline based in the Montreal borough of Saint-Laurent, Canada. It operates charter and cargo services in Nunavik and Nunavut, its main base is Kuujjuaq Airport. The airline was established and started operations in 1978 using a de Havilland Canada DHC-2 Beaver aircraft; the airline is collectively owned by the Inuit of Nunavik through the Makivik Corporation. In 2012, Air Inuit relocated their headquarters to a new multi-purpose facility on Côte-Vertu Boulevard near the Montreal-Trudeau International Airport. In 2016, Air Inuit pilot Melissa Haney became the first female Inuk pilot to reach the rank of captain, she was featured on a commemorative postage stamp released by the Canadian Ninety-Nines. Air Inuit operates scheduled services to the following domestic destinations: Kattiniq - via Val-d'Or - Nunavik Nickel mining project Air Inuit offers other charter services to anywhere in Canada, the United States and abroad; as of April 2018 the Air Inuit fleet includes the following aircraft: Air Inuit has access to a Eurocopter Ecureuil through Nunavik Rotors and a de Havilland Canada DHC-3 Otter through Johnny May's Air Charters.
On 1 March 2016, Bombardier Inc. announced that Air Inuit would be the launch customer for the Bombardier Q300 Large Cargo Door freighter. On 16 March 1981, Douglas C-47A C-FIRW was damaged beyond repair when it broke through the frozen surface of Lac Bienville while taxiing for take-off on a cargo flight. Official website
Kuujjuaq Airport, is located 1.5 nautical miles southwest of Kuujjuaq, Canada. The airport site at Fort Chimo was located and surveyed on 12 July 1941 by a USAAF team under Captain Elliott Roosevelt, operating by amphibious aircraft out of Gander and Labrador; the chosen site was five miles upstream on the opposite shore. River access was difficult due to sandy banks and ice and high tides in the estuary. Code-named Crystal I, Fort Chimo was founded on 10 October 1941 by about a 12-man weather station and radio communications crew under Antarctic veteran Lt. Cdr. Isaac Schlossbach. Runway construction commenced next summer; the Crystal stations were part of the Crimson East project for trans-Atlantic ferry flights, Chimo being referred to as "Bookie". Fort Chimo did not serve in this intended capacity, but the station was useful for weather reporting and local support duties. Canada took control in 1944, although American crews remained for a period. Seasonal resupply was by U. S. Coast Guard cutters.
Fort Chimo was one of three "Crystal" sites in the Canadian Arctic Region, Frobisher Bay Air Base, Northwest Territories being "Crystal II", a station on Padloping Island being "Crystal III". A detachment of the 8th Weather Squadron, Air Transport Command took up residence at the station on 1 October 1942; the initial mission of the Crystal sites was to provide long-range weather information to the combat forces building up in the United Kingdom. Crystal I was planned to be a transport hub between the Eastern Route, which originated at Presque Isle Army Airfield and the Central Route, which originated at Romulus Army Airfield, Michigan. From Crystal I, the aircraft would be ferried via Baffin Island; the development of the Mid-Atlantic Transport through the Azores and improved performance of the Gander-Iceland main route led to the cancellation of the Crimson Route project in 1943. The United States presence at Crystal I was reduced to a skeleton weather squadron. Nav Canada opened a $7-million air traffic control facility near the airport.
The radar station allows controllers in Montreal to monitor the steady stream of transatlantic air traffic over northern Quebec. A large-scale terminal expansion project was carried out at the airport between 2006 and 2008; the $14.9 million project included the expansion of the airport apron and the construction of a brand new 1,225m2 terminal to replace the cramped building built in 1972. The building, designed by architect Alain Fournier, received a silver certification under the Canadian Leadership in Energy and Environmental Design program. Kuujjuaq Airport is a mandatory frequency airport with an operating Flight Service Station. Passenger Cargo Christie, Carl: Ocean Bridge The History of RAF Ferry Command. Toronto and Buffalo: University of Toronto Press, 1995 Hansen, Chris: Enfant Terrible: The Times and Schemes of General Elliott Roosevelt. Able Baker, Tucson, 2012 Pocock, Arthur: Red Flannels and Green Ice. Random House, New York, 1949. See station reports at AFHRA, Maxwell AFB, Alabama.
Past three hours METARs, SPECI and current TAFs for Kuujjuaq Airport from Nav Canada as available