Billy Bishop Toronto City Airport

Billy Bishop Toronto City Airport
IATA: YTZ – ICAO: CYTZ
Summary
Airport type		Public
Operator		Toronto Port Authority
Serves		Toronto, Ontario
Elevation AMSL		252 ft / 77 m
Coordinates		43°37′39″N 079°23′46″W / 43.6275°N 79.39611°W / 43.6275; -79.39611 (Billy Bishop Toronto City Airport)Coordinates: 43°37′39″N 079°23′46″W / 43.6275°N 79.39611°W / 43.6275; -79.39611 (Billy Bishop Toronto City Airport)
Website		www.torontoport.com
Runways
Direction	Length		Surface
	ft	m
06/24	2,933	894	Asphalt
08/26	3,988	1,216	Asphalt
15/33	2,979	908	Asphalt
Statistics (2008)
Aircraft Movements			93,253 (2008)
Passenger Traffic			508,574 (2008)[1]
Sources: Canada Flight Supplement[2] Statistics from Statistics Canada.[3]

Billy Bishop Toronto City Airport (IATA: YTZ, ICAO: CYTZ), also known as Toronto City Centre Airport or, most commonly, Toronto Island Airport is a small airport located on the Toronto Islands in Toronto, Ontario, Canada. It is used for civil aviation, medical flights and regional airlines using turboprop planes. Since 2000, the airport has become the centre of controversy between the City of Toronto and community groups wishing to close it and restore the site to parkland and the airport's operator, the Toronto Port Authority (TPA) and its primary tenant, Porter Airlines, who want to expand its usage.

The airport has had two previous official names. When it opened in 1939, it was named Port George VI Island Airport after the reigning monarch of the time. In 1994, it was renamed Toronto City Centre Airport. On November 10, 2009 the TPA officially renamed the airport to Billy Bishop Toronto City Airport after William Avery "Billy" Bishop.^[4] However, according to the TPA the airport will continue to be listed in aeronautical publications and weather reports as Toronto/City Centre Airport, until at least 11 February 2010.^[4][5]

Contents 1 Description 1.1 Airlines and destinations 1.2 Mainland access 2 History 3 Controversies surrounding the Island Airport 3.1 Expansion and bridge 3.2 Air Canada Jazz eviction 3.3 Dispute over payments in lieu of taxes to the City of Toronto 3.4 2009 ferry purchase 3.5 2009 pedestrian tunnel 3.6 2009 Late-night landings 4 Airport data 4.1 Lighting 4.2 Communications 4.3 Air navigation 4.4 Tenants and Terminals 4.5 Fire and Rescue 5 See also 6 Notes 7 References 8 External links

Description

The airport is located on the Toronto Islands, at the foot of Bathurst Street, south-west of downtown Toronto. The airport has one main east-west runway, two shorter runways and a seaplane base. The airport is used for regional airline service and for general aviation, including medical emergency flights (due to its proximity to downtown hospitals), small charter flights, and private aviation. Access is via passenger ferry.

The airport is operated by the Toronto Port Authority, a Federal public authority. TPA's director of operations for the airport is Ken Lundy. The airport is classified as an airport of entry by NAV CANADA and is staffed by the Canada Border Services Agency.^[6] The airport's hours of operation are 6:45 am to 10:45 pm, except for medevac flights.^[6] The airport's hours are governed by the 2003 update of the tripartite operating agreement which set the hours of operation.^[7] Airfield crash fire rescue and EMS services are provided by the TCCA Emergency Response Service, backed up by Toronto Fire Services and Toronto EMS.

Airlines and destinations

Airlines	Destinations
Porter Airlines	Boston, Chicago-Midway, Halifax, Montréal-Trudeau, Myrtle Beach [seasonal; begins February 28] Newark, Ottawa, Quebec City, St. John's, Thunder Bay, Mont-Tremblant [seasonal]

On October 19, 2009, the TPA published a press release indicating that other carriers were interested in using the airport and that it was accepting expressions of interest. The TPA noted that any increase in commercial traffic would be within the 1983 tripartite agreement governing usage and noise limits.^[8] Air Canada, which had operated at the airport in the past, had already publicly expressed interest in returning to the airport, possibly in 2010.^[9] Continental Airlines has also been reported as having interest in setting up Canada-U.S. flights from the airport.^[10]

Mainland access

The only public access to the airport from the mainland is via the TPA TCCA1 ferry, which transports vehicles and passengers to the airport dock every 15 minutes from 5:30 am to midnight. At only 400 feet (120 m), it may be one of the world's shortest regularly-scheduled ferry routes. The TCCA1 which launched in 2006, carries 150 passengers on its upper deck and vehicles below. TCCA1 replaced an older ferry, Maple City, which dated from 1964. The old ferry is used as a back-up. In 2009, at the suggestion of Porter Airlines, the TPA approved the purchase of a new, 200-seat ferry for $5 million, to be financed by the airport improvement fee.^[11]

The 509 Harbourfront streetcar route serves the intersection of Bathurst Street and Queens Quay, one block north of the ferry dock. A small parking lot and taxi stand is also provided adjacent to the dock.

History

The airport is built on part of the Toronto Islands, a former peninsula jutting out in Lake Ontario, south of central Toronto. The island airport location was used previously for park lands, hotels and cottages, as an amusement park and it was the site of Toronto's first professional baseball stadium. The stadium was the site of Babe Ruth's first professional home run, commemorated by a plaque near the Hanlan's Point docks on the island.

The first proposal to build an airport was made in June 1929 by the Toronto Harbour Commission (THC) to the City of Toronto. The Commission proposed a four-stage plan, starting with an "air harbour" for seaplanes, while the final stages proposed filling the then-regatta course lagoon between the sandbar and Hanlan's Point.^[12] City Council at that time agreed to the "air harbour" but "in no way-either by implication or suggestion- implies approval of the ultimate development of a combined air harbor and airport."^[13] In 1935, in a different environment, City Council received approval from the federal government of R. B. Bennett to spend $1 million on a tunnel across the Gap and construction began, with the idea that the tunnel would make the airport feasible.^[14] Council itself approved the tunnel and airport projects on August 8, 1935 by a vote of 15–7, against the opposition of Toronto mayor Sam McBride.^[15] That fall, after construction began, a federal election was held and William Lyon Mackenzie King was elected. King's government reversed the previous government's decision, cancelling the tunnel project.^[15]

In 1936, mayor McBride died and the largest opponent to the airport was gone. Trans-Canada Airlines was expected to begin operations in 1937, so in November 1936, City Council formed an "Advisory Airport Committee" to advise on where to build a municipal airport.^[16] On July 19, 1937, after two days of debate, City Council voted 14–7 to approve the island airport project. The project demolished the baseball stadium, fifty-four cottages, amusement park attractions and the regatta course.^[17] The remaining cottages and cottagers were moved to today's Algonquin Island (then named Sunfish Island).^[17] Construction started in October 1938, using dredges to suck approximately 1,300,000 cubic yards (990,000 m³) from Toronto Harbour to provide the land needed for two 3,000 feet (910 m) runways.^[18]

After a hugely popular visit by King George VI in May 1939, the airport was named Port George VI Island Airport.^[19] The original 1939 wooden frame terminal building is still present and in use although not as a commercial passenger terminal. It is a designated historical site. The only major change to the structure was a change to sloping glass in the control tower to facilitate night operations, made during the early 1950s. Instead of the tunnel, ferry service was inaugurated instead and has operated ever since, across the narrow "Western Gap" channel. The first ferry service was a "cable ferry".

During World War II, the airport was used by the Norwegian Air Force for training. In 1943, because of the noise of their training flights, the Norwegians moved their facility out of the city. The airport was turned over to the Royal Canadian Air Force for the duration of the war. Barracks were built at the foot of Bathurst Street, which became emergency housing after the war, and were eventually demolished in 1957.^[20] The nearby 'Little Norway Park' is named in remembrance of the Norwegian community around the airport.

During the 1950s and 1960s the seaplane base was busy with private flights to Muskoka and Haliburton.^[21] Air traffic control was instituted in 1953. In 1957, Malton Airport was turned over to the Government of Canada in exchange for improvements at the island airport, including a lengthened runway and improved facilities. The 4,000 feet (1,200 m) main runway was opened in 1961. In 1962, the land was leased to the THC for 21 years, and the THC assumed financial responsibility for the airport. The THC now operated the airport as principals, not as agents for the City.^[22]

In 1974, the operational deficits of the airport led the Government of Canada to grant an annual subsidy to the Harbour Commission. The Province of Ontario agreed to pay for the costs of the airport ferry.^[22] The Government of Canada put a condition on the subsidy, that intergovernmental agreement needed to be reached on the future of the airport. While the Metro Toronto, Ontario and Canadian levels of government proposed to add STOL (Short TakeOff and Landing)-based airlines to the facility, this was opposed by the City of Toronto. In 1981, City Council agreed to a limited level of commercial STOL passenger service. It signed a memorandum of understanding between the THC, the City and Transport Canada, and in 1982, the Canadian Transport Commission issued a license to City Center Airways to operate DeHaviland Dash 7 planes between the island, Ottawa and Montreal.^[23]

In 1983, the City of Toronto, the THC, and the Government of Canada signed a Tripartite Agreement over operation of the Airport. The Agreement, in force until 2033, leases the land for the airport at a rate of $1 per year. The majority of the airport land is owned by the province of Ontario with two small sections owned by the Government of Canada and a small section owned by the city. The agreement made provisions for a restricted list of aircraft allowed to use the airport due to noise levels, prohibitions on jet traffic except for MEDEVAC flights and prohibition against the construction of a fixed link between Toronto Island and the mainland. The Agreement did not specify the maximum number of flights; flights were to operate within noise threshold parameters intended to limit the number of flights. The agreement was amended in 1985 to specifically allow the new DeHaviland Dash 8 planes, which are not considered STOL planes.^[24]

From 1984 until 1991, the City Express regional airline operated at the airport, peaking at 400,000 passengers annually in the mid 1980s.^[25] In 1990, Air Ontario (later to become Air Canada Jazz) started operating regional airline service to Ottawa and Montreal. In 1994, the Harbour Commission renamed the airport 'Toronto City Centre Airport.' In 1998, U.S. Airways Express started a short-lived service to Syracuse, New York and White Plains, New York. In 1999, the operation of the airport was turned over to the new Toronto Port Authority, which took over the responsibilities of the former THC, including the airport and port functions.^[26]

By 2005, the airport recorded about 68,000 flights,^[3] down from a historic high of 240,000 in 1967.^[27] In 2005, REGCO Holdings acquired City Centre facilities, including the terminal, and evicted Air Canada Jazz in 2006. REGCO-owned Porter Airlines renovated the terminal with upgraded lounges, new food services and electronic check-in terminals, and began regional airline service with flights to Ottawa in the fall of 2006. It has since expanded to other destinations in Canada and the United States. The airport handled over 93,000 takeoffs and landings in 2008.^[3] Air Canada has since expressed interest in returning to the airport, possibly in 2010.^[9]

At its annual meeting on September 3, 2009, the TPA announced that it would rename the airport after William Avery "Billy" Bishop, a Canadian First World War flying ace. The name would become the "Billy Bishop Toronto City Airport". The proposal drew criticism from TPA critics such as Adam Vaughan, charging "the port authority is putting together a "feel-good story" to prevent people from asking tough questions about how the island airport is governed."^[28] On November 10, 2009, after approval from Transport Canada, the TPA officially renamed the airport to Billy Bishop Toronto City Airport.^[4] It is the second airport in Canada, after Owen Sound Billy Bishop Regional Airport, to be named for Bishop.^[29]

Controversies surrounding the Island Airport

Expansion and bridge

The future of the Island Airport has been a public issue since 1978, when then-Transport Minister Otto Lang announced a plan to provide daily scheduled airline service between the airport and Ottawa and Montreal, using DeHaviland Dash 7 STOL planes.^[30] The plan was opposed by then-Mayor John Sewell and Toronto City Council, representing local residents. Local proponents at the time were the Toronto Board of Trade and unionized workers at the De Haviland plant in Downsview. In 1980, the Canadian Transport Commission turned down the plan stating that the airport's services were not satisfactory and required upgrading.^[31] Service was eventually established in 1984 after agreements on noise, jet bans and funding were made in 1983 between the City and Transport Canada. With the ending of direct federal subsidies of the airport in the early 1990s, the Toronto Harbour Commission and its successor the Toronto Port Authority (TPA) became dependent on subsidies from the City of Toronto.^[32]

Since 1935, there have been repeated plans to construct either tunnels or a bridge to the airport. The airport continued to require public subsidies and various expansion plans, including jets and airport enlargement were seen as a way to increase its usage and make the airport self-sufficient. Meanwhile during this time, the downtown area surrounding the airport was redeveloped. Whereas it was once port lands and industrial buildings, the area changed with the coming of Harbourfront Centre, which sparked condominium tower development along the waterfront near the airport and increasing the number of residents in the area.

Opposition to the airport was formalized into the Community AIR (Airport Impact Review) volunteer association in 2001, headed by the late activist and former councillor Allan Sparrow. It was formed by local residents to oppose expansion on the grounds of increased air and noise pollution, safety concerns and that the increase in air traffic will hamper recent government initiatives to rejuvenate the Toronto waterfront.^[33] In July 2001, at a news conference held with representatives of the Sierra Club, the David Suzuki Foundation and the Toronto Environmental Alliance, the group proposed converting the 200 acres (81 ha) airport to parkland.^[34] Community Air was and is supported by the City councillors of the area.

After the formation of the TPA in 1999, one of its first tasks was a review of the Airport operations by an outside consultant firm, Sypher-Mueller. In its December 2001 report, the consultant concluded that the airport "is not sustainable and will likely lead to continued financial losses."^[35] Passenger volumes had declined to 140,000 annually from a peak of 400,000 in 1987. The consultants concluded that if services were upgraded to include small jets, that possibly 900,000 passengers could be carried by 2020. The report proposed a $16 million bridge and $2 million in runway upgrades.^[35]

It emerged during 2002, that Robert Deluce, former executive with Canada 3000, proposed to fly regional turboprop planes from the island airport. Deluce's proposal was initially conditional on the construction of a fixed link to the airport. In 2002, the TPA made plans to link the island to the mainland by a new bridge to serve expanded services.

At the same time, the TPA was pursuing a $1 billion law-suit against the City of Toronto over some 600 acres (240 ha) of port-lands it claimed were transferred improperly to the Toronto Economic Development Corporation by the TPA's predecessor, the Toronto Harbour Commission (THC), in the early 1990s during the mayorship of June Rowlands^[36] The port-lands had been transferred under the direction of THC directors appointed by the City in exchange for a permanent subsidy of the THC under agreements made in 1991 and 1994.^[37] The lands had been earmarked for waterfront revitalization by the City after the Crombie Commission. The lawsuit would emerge as a factor in the TPA's plans for expansion of the airport, and City Council support for the TPA's plans for a new bridge became conditional upon the lawsuit being dropped.

The proposal to link the airport with a bridge had been previously approved by Toronto City Council in 1995 and 1998, with the proviso that a business plan would be presented for approval by the THC and later the TPA for operating the airport. In November 2002, City Council met to debate the competing proposals, that of closing the airport in favour of some parkland, or of approving the TPA's plans and having uncontested title to the port lands. Despite pleas from former mayor David Crombie, urban planner/activist Jane Jacobs and Harbourfront residents, the TPA plan was supported by then-mayor Mel Lastman, who argued that the estimated $190 million of annual economic benefit the airport would create, was too good to pass up.^[38] On November 28, 2002, Council in a day-long debate, made two votes to settle the issue. First, Council voted 32–9 to accept a settlement to end the TPA port-lands lawsuit in exchange for an immediate payment of $5.5 million and an annual subsidy of $5.5 million to the TPA until 2012.^[38] Council then voted 29–11 to approve the amendment of the tripartite agreement to permit a fixed link and the construction of a lift bridge.^[39]

The next year, a municipal election year, saw public opinion change to oppose the bridge.^[40] In October 2003, a Toronto Star poll listed 53% of residents city-wide opposed the airport bridge, while 36% supported it.^[41] Bridge supporter Mel Lastman was retiring. Councillor David Miller ran for Mayor on a platform to stop the building of the bridge, a position supported by Community Air and other local community groups. Other mayoral candidates Barbara Hall and John Tory supported the bridge. Although the bridge was an election issue, and the bridge project still required two federal approvals, the TPA continued developing the project, progressing to the point that contracts were signed with major participants (including companies operating from the airport).^[42]

In November 2003, Mr. Miller was elected Mayor of Toronto with 44% of the vote.^[43] While construction workers prepared the construction site, Miller immediately started the process to cancel the bridge project, sparking threats of another lawsuit from the TPA.^[44] The incoming City Council voted 26–18 in December 2003 to withdraw its support of the bridge project^[45] and federal Transport Minister David Collenette announced that the federal government would accept the Council's position on the bridge and withdraw its support.^[46]

In January 2004, the federal government would put approval of the project on hold, preventing its construction.^[47] Immediately, Deluce would file a $505 million lawsuit against the City of Toronto, claiming that Miller "abused his powers", by threatening councillors, had Toronto Fire Services and Toronto Hydro "interfere with the construction of a fixed link" and lobbying the federal government to "withhold certain permits."^[47] The federal government later transferred $35 million to the TPA in May 2005 to settle claims arising from the cancellation from Deluce, Aecon Construction and Stolport Corp.^[48] Compensation terms were not disclosed.^[48] TPA CEO (Lisa Raitt) commented "You will never hear about the bridge again." and "We have been working very hard since December of 2003 to deal with the request of the City of Toronto not to build a bridge, and we are very happy that the matter has been dealt with."^[49] New federal regulations were introduced to ban any future plans to build a fixed link to the airport.^[49] The monies from the federal settlement were used by the TPA to purchase a new, larger passenger ferry and by Deluce to renovate the airport terminal.

Air Canada Jazz eviction

A further controversy erupted in 2006, when Air Canada Jazz lost access to terminal space at the airport. Jazz had been leasing terminal space month-to-month from City Centre Aviation Limited (CCAL), a private company that was taken over by REGCO Holdings (owners of Porter Airlines). On January 31, 2006 CCAL issued Jazz with a 30-day termination notice.^[50] Two days later, on February 2, the new Porter Airlines venture was announced.^[51] Jazz contacted the TPA on February 3 to find other space. However the TPA did not have any space for Jazz to use^[52] and on February 15, 2006, Jazz announced a 'temporary' suspension of flights for the month of March.^[50] This subsequently became permanent.

In the September 17, 2009 La Presse newspaper, Air Canada president and CEO Calin Rovinescu was quoted as saying that the term of exclusivity for Porter at the airport ends in 2010 and that Air Canada is considering a return to the airport in 2010, if acceptable terms can be arranged.^[53][54] Later in September, Jazz chief executive officer Joseph Randell reiterated the comments stating that they intended to restore service as early as April 2010.^[9]

Dispute over payments in lieu of taxes to the City of Toronto

Federal agencies such as the TPA never pay property taxes per se, but instead some negotiated amount to account for municipal services. For the period from 1999 until 2008, the TPA did not make payments in lieu of property tax to the City of Toronto on the Island Airport in a dispute over the amount of the payment. By 2009, the City estimated that the TPA owed $37 million in unpaid payments in lieu of property tax (PILT). The PILT payments were based on the assessed value as calculated by the Municipal Property Assessment Corporation, which assesses all property for the province of Ontario. The City and the TPA presented their case before a federal dispute resolution process. On January 26, 2009, the Dispute Advisory Panel recommended an amount of $5 million that the TPA must pay. This value was based on similar payments made by other airports, which make the payments based on passenger numbers. Pearson Airport at the time of the ruling paid 94 cents per passenger. The ruling by the Dispute Panel works out to 80 cents per passenger.^[55] On February 10, 2009, the City applied for a judicial review to the Federal Court of Canada.^[56]

2009 ferry purchase

In January 2009, it was announced that the TPA would purchase a second, larger ferry to support Porter's activities. The ferry is to be financed out of the airport's improvement fee charged to passengers.^[11] The ferry had been proposed by Porter CEO Robert Deluce to the TPA's Board of Directors over the period of March–June 2008.^[57] The decision to approve the $5 million ferry precipitated a conflict-of-interest investigation of TPA director Colin Watson, who is a self-described friend of Deluce's, and who voted in a 5-4 decision to approve the ferry.^[58] Watson was cleared of the charge by the federal ethics commissioner Mary Dawson in June 2009.^[59]

2009 pedestrian tunnel

In 2009, the TPA proposed to build a $38 million pedestrian tunnel to the airport from the foot of Bathurst Street. The TPA proposed that the project be paid for in the majority from federal and provincial economic stimulus funds. Critics such as Olivia Chow and Adam Vaughan criticized the proposal as a benefit to a small number of privileged users and a subsidy to Porter Airlines' business. The project was not included on a City-approved list of projects submitted to the federal government.^[60] On October 6, 2009, the TPA, having not yet received approval for the tunnel project, announced that it was now too late to proceed to meet the March 2011 completion date deadline condition for the project to receive federal infrastructure stimulus funds.^[61]

2009 Late-night landings

At the 2009 TPA annual meeting, concern were raised about a 2008 landing by Porter after 11 pm, when the airport was closed. The plane was advised to divert to Pearson, but instead landed at Bishop although control tower staff were not present (a practice common at many Canadian airports). Porter was given an undisclosed fine, though under the airport's curfew agreement, each commercial landing outside the airport's curfew may be subject to a fine of $5,000.^[62]

Airport data

Lighting

• Runway 08 - AS(TE HI) P1: Runway Identification Lights, High intensity runway, threshold, & end lights, variable 5 settings, Precision Approach Path Indicator (PAPI) for aircraft with eye-to-wheel height up to 3 metres (10 ft).
• Runway 26 - AZ(TE HI) AP: Visual Alignment Guidance system and Runway Identification Lights, High intensity runway edge lights, variable 5 settings. APAPI for aircraft with eye-to-wheel height up to 3 metres (10 ft).
• Runway 15 - AP: APAPI for aircraft with eye-to-wheel height up to 3 metres (10 ft).

Communications

• ATIS 133.6, Automatic Terminal Information Service
• Ground 121.7, 06:45 to 23:00 hrs. local, daily
• Tower City 118.2, 119.2, 226.5, 06:45 to 23:00 hrs. local
• Emergency Frequency 121.5.
• ATF Aerodrome Traffic Frequency, traffic 118.2, 22:45 to 06:45 hrs local, daily, within Control Zone TO BELOW 2500 ASL
• Arrival Toronto 133.4, 358.1
• Departure Toronto 133.4, 363.8
• VDF 118.2, 119.2, 121.7 limited hours, VHF Direction Finder.

Air navigation

• Non-directional beacon (NDB) GIBRALTAR POINT TZ 257 (NDB power output less than 50 watts)
• Distance measuring equipment (DME) ITZ 110.15 Ch38(Y) N43 37 38 W79 23 58 (antenna elevation 90 m (296 ft) ASL) at aerodrome XTC Localizer, ITZ DME unmonitored when tower closed
• Instrument landing system (ILS) ITZ 110.15 Ch 38(Y), RVR
• Localizer (LOC) XTC 110.15

Tenants and Terminals

There are 2 terminals and several hangars:

• Terminal A - old terminal building
• Porter Airlines Terminal
• Hangars 4A - home to MOH and Canadian Helicopters
• Porter FBO Hangars 5 and 6 - home to Porter, Airborne Sensing Corp
• Trans Capital FBO operates a small hangar facility at the northeast end of the airport.

Tenants include:

• Cameron Air Service - Air charters and seaplane services.
• Canadian Flyers International, Flight School and Charters
• Ornge Transport Medicine (Ontario Air Ambulance/MOHLTC)
• CHC Helicopter - On contract to ORNGE/MOHLTC
• Island Air Flight School & Charters (Hangar 4)
• Porter Airlines - airline
• Trans Capital Air - air charters and FBO operations.
• (Others listed at the Toronto Port Authority web site)

Source: "Tenant List". Toronto Port Authority. http://www.torontoport.com/airport_tenants.asp. Retrieved 2010-10-15. 

Fire and Rescue

The airport operates its own fire and rescue service:

• Oshkosh Striker 1500 Airport crash tender

See also

Wikimedia Commons has media related to: Toronto City Centre Airport

• Harbourfront
• List of airports in the Greater Toronto Area

Notes

References

• Gibson, Sarah (1984). More Than an Island. Toronto, Canada: Irwin Publishing. ISBN 0772014469. 
• Tassé, Roger (November 2, 2006) (PDF). Review of Toronto Port Authority Report. Transport Canada. http://www.tc.gc.ca/pol/en/report/torontoPortAuthority/tpa.pdf. Retrieved 2009-02-06. 
• Dawson, Mary (June 25, 2009). The Watson Report. Office of the Conflict of Interest and Ethics Commissioner. 
• Sypher-Mueller Consulting International (December 2001). Toronto City Centre Airport: General Aviation and Feasibility Study. Toronto Port Authority. http://www.torontoport.com/PortAuthority/uploadedFiles/Airport/News/Report_Items/TCCAFinaDec.pdf. 

External links

• Past three hours METARs, SPECI and current TAFs for Toronto City Centre Airport from NAV CANADA as available.

• Toronto City Centre Airport Homepage
• Toronto Port Authority
• Community AIR
• Friends of Toronto's Island Airport

Tenants

• Canadian Flyers International, Flight School and Charters
• Toronto Island Airport Flight School

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