Transport Canada Moves to Certify Water Aerodromes

[vc_row][vc_column][vc_column_text]Last week, Transport Canada (TC) unveiled its latest proposal (the previous one goes back several decades) of a certification regime for water aerodromes – particularly affecting those where scheduled passenger service operates. COPA has been aware for some time that a proposal was in the works, despite the lack of consultation by the regulator with industry associations and seaplane operators. The Notice of Proposed Amendment (NPA 2019-014) was circulated to stakeholders on the Canadian Aviation Regulation Advisory Council (CARAC) in early July, with a public comment period ending on August 22nd, 2019. The proposal names a long list of criteria and conditions a water aerodrome operator would have to meet in order to obtain certification, such as minimum length, width and depth of takeoff/landing channels, identification of the perimeter of the water airport, the establishment of obstacle limitation surfaces and marking of hazardous objects, among many others. The NPA also proposes two different eligibility criteria defining those water aerodromes who would be affected and required to re-certify or obtain new certification:

  • All water aerodromes located within the built-up area of a city or town OR those that have scheduled passenger service;
  • All water aerodromes located within the built-up area of a city or town OR those that receive more than 14 scheduled passenger movements per day, or those that receive any aircraft providing scheduled passenger service with nine or more passenger seats.

The NPA identifies 6 currently certified water aerodromes who would be required to re-certify under the new regime, including: Montreal’s Boisvert et Fils (CSA4), Hydro Aéroport de Montreal (CHA3), Marina Venise (CST8); Nanaimo’s Long Lake (CAT3); Quebec City’s Lac St-Augustin (CSN8); and Victoria’s Inner Harbour (CYWH).

As well, the regulator has identified at least 48 other registered water aerodromes, both private and commercial, that have been deemed to be within a built-up area OR who have scheduled passenger service, and therefore would be subject to the new regulations. A comprehensive list was not published with the NPA and has not been made public as of yet.

COPA appreciates the regulator’s efforts to improve safety for the fare-paying public, as well as taking the opportunity to position Canada as a world leader in both commercial and private seaplane operations. However, the proposal in its current form has many issues that will not improve safety and that will place an undue administrative burden on water aerodrome operators, as well as putting owners of private or unregistered water aerodromes at significant legal risk. COPA intends to submit written comments ahead of the August 22nd deadline, and in the meantime will work with TC and industry partners to address the major issues within the proposal.

Interested members can read the NPA in its entirety here:

[/vc_column_text][vc_column_text]COPA invites members to submit their comments to us by August 1st, via the form below, for inclusion in our submission and discussions with the regulator.[/vc_column_text]

  • par exemple: Terminal de Montréal
  • YYYY slash MM slash DD
  • :

Is Canadian Flight Training Passing Muster Abroad?

Apparently not, according to an Advisory Circular released by Transport Canada – Civil Aviation (TCCA) recently.

The following is a quote directly from the document:

“Present Transport Canada (TC) management involved with pilot training and licensing and some of the foreign Civil Aviation Authorities are questioning the veracity and quality of flight training in Canada, revealed by the marginal competence of some Canadian flight training and licensing graduates when they perform flight duties upon their return to their native country. These foreign authorities are now contemplating alternative countries for the training of their airline cadets.”

TCCA attempts to assess new pilot skills as objectively as possible. They use a number-based evaluation method to assess the skill levels of pilot candidates. The scale is 1 to 4, with 2 indicating a major error or deviation.

However, as a consequence of the negative feedback from abroad, and after an analysis that revealed a high number of pilots earning their licence or rating despite having been awarded a large number of ‘2’s, TCCA has decided to change the evaluation policy by limiting the number of ‘1’s and ‘2’s accumulated during a Part IV flight test to a number lower than has been the practice in the past.

The full six-page Advisory Circular is appended below.


Places To Fly – West: Fairmont Hot Springs

A free pancake breakfast and barbecue await those who arrive at Fairmont Hot Springs airport (CYCZ) for their 8th Annual Fly-In being held from July 12 to 14.

Located in British Columbia’s Rocky Mountain Trench, about 75 nm southwest of Calgary, Alberta, the resort town has plenty to offer with hot-spring pools, spas, resorts and a golf course among the main attractions. Camping is possible and shuttles to the pools will be running. Passes and discounts to the attractions are available.

There will be a 50/50 charity draw, with all funds raised going to the Chris Rose Therapy Centre for Autism.

The elevation of CYCZ is 2,661 feet and the runway length (15-33) is 6,005 feet. 100LL and Jet-A fuel is available.

For more information and discount codes, phone the Columbia Valley Airport Society at 250-345-2121 or send an email.

Places to Fly – East: Midland/Huronia

The Northern Regional Recreational Aircraft Association (RAA) Fly-In is happening this Saturday (July 13) at the Midland/Huronia airport (CYEE) in Tiny, Ontario.

Attendance to the event is free. Breakfast and lunch will be available. The event hours are 09:00 to 15:00. On display will be antique, classic and new airplanes as well as aircraft in the amateur and ultralight categories. Vintage cars and motorcycles will vie for attention as well.

The guest speaker is retired Air Canada captain Bob Pearson of Gimli Glider fame. Tickets for the 10 am speaker event are $10, $15 if you want lunch included. Advance ticket sales are available at the airport.

Zenair is celebrating their 45th anniversary and their nearby factory will be open for tours.

The length of the asphalted runway (16-34) is 3,996 feet, and both 100LL and Jet-A fuel is available.

Phone any of the following numbers for more information: 705-795-3857, 705-717-2399 or 705-526-8086. You may also consult the Huronia airport website for more information.


uAvionix tailBeacon TSO’d

by Phil Lightstone

The uAvionix-manufactured tailBeacon ADS-B IN received TSO authorization from the FAA last week. Much like their skyBeacon, the tailBeacon contains multiple TSOs in one integrated package that takes less than an hour to install. In addition to the ADS-B OUT (978 MHz only) system, the tailBeacon includes an integrated WAAS GPS (the first TSO-C145e GPS in the world), a barometric altimeter and an LED rear position light. The tailBeacon joins uAvionix’s skyBeacon as cost-effective solutions by simplifying the installation process.

Neither the skyBeacon nor the tailBeacon will comply with what, all indications are, will be the TCCA/Nav Canada mandate of 1090 MHz ADS-B OUT with antenna diversity. However, for those Canadian aircraft owners who need or want to equip their aircraft in time for the U.S.’s January 1, 2020 deadline for ADS-B OUT compliance, this may be the simplest and most economical solution.

uAvionix still has the STC process to complete before the product can be shipped. The company does not anticipate any issues that would keep their customers from meeting the FAA’s 2020 deadline for ADS-B OUT equipage. They expect it will be much sooner than that, with more information to be released as things progress.

uAvionix is now accepting pre-orders at $1,999 USD, charged at the time of shipping. The product will also be available from one of their trusted resellers, or qualified installers in the U.S.

New RCAF SAR Aircraft Airborne

Airbus announced late last week that the RCAF’s new CC-295 Search and Rescue aircraft completed its first flight over Seville, Spain. The aircraft is the first of 16 ordered by the Canadian government as part of the Fixed Wing Search and Rescue Aircraft Replacement program. The Airbus product beat out the Leonardo C-27J Spartan of Italy and the Embraer KC-390 of Brazil.

The 16 CC-295s, powered by Pratt & Whitney Canada PW127G engines, will be spread across the country at existing SAR bases: Comox, B.C.; Winnipeg, Man.; Trenton, Ont. and Greenwood, N.S. CFB Comox will be the site for a new training centre for the CC-295 crews and maintenance personnel. The state-of-the-art centre is being built by Montreal-based CAE, and will include training facilities for the RCAF’s CH-149 Cormorant SAR helicopters as well.

The July 4th flight lasted one hour and 27 minutes, and was the first of a series of test flights for the CC-115 Buffalo replacement. Flight testing will continue over the summer with the first CC-295 to be handed over the RCAF by the end of 2019. RCAF flight crews will travel to Airbus’s Seville training centre in late summer to begin training.

Hangar Fire Claims Three Planes

A hangar fire at Lacombe airport (CEG3), located about 20 kilometres north of Red Deer, Alberta, claimed three aircraft and led to the destruction of the hangar. The total loss due to the Sunday evening (July 7) fire is estimated to be over $1 million.

“[My son] and a friend were in the hangar and they went outside and smelled smoke and saw it coming out of the hangar next door,” Lacombe Flying Club president Jon Fromm told the Lacombe Globe newspaper. “His friend called 9-1-1 and my son called me. It was a really long night.” The Lacombe Flying Club is also the airport operator.

The hangar owner had been in the hangar earlier that day when a thunderstorm passed, after which the owner left. An hour later, fire was raging through the hangar. There was no-one in that hangar at the time of the fire.

“He actually built that hangar back in 1980,” Fromm told the Red Deer Advocate. “He’s been a member of the club for 40 years.” Fromm would not identify the hangar owner, however.

“Yes three airplanes were lost, along with other objects, but nothing that can’t be replaced,” Fromm said. “On behalf the Lacombe Flying Club, I would like to thank the Lacombe and Blackfalds Fire Departments, Lacombe Police Service and EMS for their prompt response and diligent efforts.”

TCCA Open to ‘En Route IFR’ Rating Discussion

Transport Canada – Civil Aviation has been approached about introducing a variant of the IFR rating, and is open to discussing the idea.

According to COPA’s Operations Director Jean-Claude (JC) Audet, the idea would be to introduce a simplified IFR rating that would allow a private pilot to take off in VMC, fly IFR en route, and land in VMC. The weather minima for departures would be a 2,000-foot ceiling with three miles of visibility, and a 3,000-foot ceiling and five miles of visibility for landing. The climb, en route and descent phases of flight in IMC would be permitted.

Such a rating would be based on GNSS (e.g. GPS) instrumentation only, with other forms of radio navigation such as NDB, VOR and ILS not permitted. The instrument type rating examination (INRAT) and IFR flight test would consider only GNSS navigation.

Similar ratings already exist in Europe and Australia. In the European version, an EIR rating allows a pilot to fly in IMC after a VFR departure. VFR conditions must prevail at the intended landing site (and presumably the designated alternate). IFR departures and approaches are not permitted.

In the Australian version (Private IFR Rating – PIFR), the rating allows for the whole of a flight to be conducted under the IFR but differs from the traditional instrument rating in that it limits the holder to flight in visual conditions, that is, with a flight visibility of at least 5,000 metres and clear of cloud when operating below 1,360 feet above highest terrain, or 1000 feet above the highest obstacle on that terrain. The minimum aeronautical experience for the issue of a PIFR rating is 20 hours instrument time, of which 10 hours must be dual instrument flight time in the category of aircraft for which the rating is sought.

COPA is inviting feedback on this issue and will communicate the results to TCCA. Click on this link now to provide feedback.

Places To Fly – East: Windsor

This year’s Windsor Fly-In event, being held this Saturday, July 6, marks the Windsor Flying Club’s 75th Anniversary, and the organizers are aiming to attract at least 75 airplanes for a unique photo shoot.

The event is hosted at the Windsor airport (CYQG) by the Windsor Flying Club (WFC), which offers flight training, scenic flights and charters. The WFC was set up in 1944 as a not-for-profit organization and currently boasts around 350 members.

A full schedule of events is appended below.

Windsor schedule

Places To Fly – West: Oliver

COPA Flight 158 – South Okanagan Flying Club is hosting a fly-in breakfast at their home base of Oliver airport (CAU3) in south-central British Columbia this coming Saturday, July 6 from 08:00 to 11:00. There will be aircraft on display, including warbirds as well as certified and amateur-built versions.

The Oliver airport’s elevation is 1,015 feet and the asphalted runway length is 3,200 feet. Both 100LL and JA-1 are available.

Further information is available by consulting the poster below or by contacting David Forst at 250.488.5710 or via email.

photo by Jack Borno

Oliver Flyin 2019 Poster 2