pilot training issues in canada kevin psutka president and ceo

Pilot Training Issues in Canada

Kevin PsutkaPresident and CEO

Some Definitions

General Aviation – everything other than airline or military.

Personal Aviation – that sector of General Aviation where aircraft are flown for personal transportation and recreation.

When COPA was formed in 1952

There were less than 7,000 pilots in Canada:→Private – 4,560→Commercial – 2,025

Commercial outnumbered private aircraft:→Private - 966→Commercial - 1,294

When COPA was formed in 1952

Most recreational flying was in rented certified aircraft

There were some homebuilt aircraft and all of these were built from scratch (there were no kits).

Technology, regulation and cost are driving the changes

Technology, regulation and cost are driving the changes

Personal Aviation as a form of transportation

Personal Aviation as a form of transportation

1967 Cessna 182

2014 Cessna 182

Personal Aviation as a form of transportation

Type Design Introductions

19400

1950 1960 1970 1980 1990 2000 2010

4-Seat Entry-Level Airplanes

Aircraft Bluebook Price Digest Fall 2009 Vol. 08-03

Standard Inflation45

90

135

180

230Ba

se R

etai

l Pric

e ($

Cdnx

1000

)

Cessna 172 - 1956$8,200

Diamond Star – 2000$169,800

Grumman Tiger – 1975$22,500

Diamond Star – 2013Base price $415,000

Some conclusions

Private aircraft are by far the largest portion to the Canadian fleet, are increasing both in numbers and as a percentage of the fleet, and have become more sophisticated.

Non-certified aircraft are an increasing percentage of the fleet, mostly due to the escalating price and maintenance costs for certified aircraft.

0

1000

2000

3000

4000

5000

6000

7000

1981 1991 2001 2011

Private Pilot Licences Issued1981 - 2011

0

250

500

750

1000

1250

1500

1750

2000

2250

2500

1981 1991 2001 2011

Commercial Pilot Licences Issued

1981 - 2012

2006 2012

ForeignCanadian

Commercial Pilot Licences Issued

ForeignCanadian

0

250

500

750

1000

1250

1500

1750

2000

2250

2500

1981 1991 2001 2011

Commercial Pilot Licences Issued

All Canadian

Comparison with 1952

1952Non-com aircraft 1,000

Commercial aircraft 1,300

Non-com pilots 4,500

Commercial pilots 2,000

201329,000

7,000

35,700

24,400

Some conclusions

The majority of pilots are non-commercial. The number of non-commercial pilots is

decreasing. Commercial pilot statistics look relatively

good only because of foreign pilot training.→The number of Canadians being trained as

commercial pilots is declining.

Demand is growing

From Statistics Canada report “Air Carrier Traffic at Canadian Airports”

Demand is growing

Where will pilots come from to fill the demand ??

The traditional source was the military but that has dried up.

With a shrinking number of commercial licences being issued each year, the need is greater than ever to attract new people into aviation.

Pilot training issues

No flight training policy

There is a policy vacuum. Politicians do not have to care. Transport Canada has distanced itself from

the largest sector of aviation in Canada. Deep cuts continue at Transport Canada. Canada neither knows how many flight

schools it needs nor how many pilots it would like to generate for our airlines.

No government promotion of aviation as a career

Encouraging our youth-COPA’s efforts

Security

Airport restrictions drive people away from experiencing aviation for the spark that it provides to some.

COPA’s efforts to expose people to aviation

COPA Flights Insurance for running events such as

aviation awareness days.Aviation events calendar (On The

Horizon)Defending the right to establish private

aerodromes, where security is lower.

Kevin Psutka

613-236-4901 (ext 102)

KPsutka@copanational.org

www.copanational.org

GA has no direction

There is a policy vacuum regarding GA. Politicians do not have to care.

Transport Canada has distanced itself from the largest sector of aviation in Canada. Deep cuts continue at Transport Canada.

COPA is forced to do the government’s work in promoting and defending GA.

Example: Airport Infrastructure

Prior to 1994, Transport Canada had some central control over our system of airports Life was simple - COPA dealt with one

agency. Larger airports financially supported

smaller airports.But...

1994

The National Airports Policy (NAP) created the framework for divesting (offloading) of 128 airports across Canada.

Fed’s goal was to get out of ownership and operation of airports.

With no GA policy, the NAP set the stage for abandoning GA.

Quotes from the NAP

“National Airports Policy provides a framework that clearly defines the federal government's role with airports.”

“Much of the Canadian transportation system is overbuilt: 94 per cent of all air passengers and cargo

use only 26 of 726 airports” – This is a very important statement – nothing else seems to matter !

20 years later...

120 airports have been transferred 8 have various impediments to transfer:

→Penticton BC, Port Hardy BC, Havre Saint Pierre QC, Natashquan QC, Sept Iles QC, St Anthony NL, Wabush NL, Bonnechere ON

Many regional airports have introduced landing and other fees on top of the fuel concession fee that remains in place.

Some airport managers are trying to drive GA away to make “excess lands” available for other uses, including non-aviation.

20 years later...

Local Airport Authorities have abandoned their satellite airports (except Calgary Springbank)

The NAP has succeeded in its original goal but with significant negative consequences for GA.

20 years later...

In response to COPA pressure to review the NAP, successive Transport Ministers stand behind this statement: “Local communities are the best placed to

assess the importance of (airport) services and to seek support, starting locally, for their continuation.”

Is this assumption correct?

“Communities are best placed...”

Some of the busiest airports in Canada are under stress: Buttonville is closing (6th busiest of all

airports in Canada) with insufficient capacity elsewhere to absorb this activity.

Toronto Billy Bishop has chased GA away. Oshawa City Council voted down a runway

extension.

“Communities are best placed...”

Edmonton City Centre closed in November 2013

→in 2010 4160 patients were transported to Edmonton hospitals via this airport.

St Hubert airport has a class action suit against it for noise

→its commitment to remain an airport ceases in 2014.

Mascouche airport keeps coming up as a political football.

Doing the government’s work: Federal Jurisdiction

COPA has over a period of decades spent $600,000, thanks to the member-funded Freedom to Fly Fund, defending the right to establish an aerodrome without local interference.

We finally won at the Supreme Court of Canada in 2010.

Federal Jurisdiction“The location of an airport comes within

Parliament’s core of exclusive federal jurisdiction.”

“The transportation needs of the country cannot be allowed to be hobbled by local interests.”

What we wonQuebec government appeals of 2 cases

(Laferriere, Lacombe) were dismissed and COPA’s arguments accepted.

2 contradicting cases (St. Louis, Van Gool) were overturned.

It will be more difficult for our foes to create a case because of these decisions.

HOWEVER, the fight is not over...

Aeronautics

All of Aeronautics

Core of Aeronautics (Exclusive Federal Power – Cannot be impaired by provincial or local law)

Non-Core Aspects(Federal Jurisdiction – but some aspects may be affected by provincial or local law)

Examples of Core

Location of aerodrome (as long as it is not in a built-up area), runways, hangars, fuel, support facilities

Examples of Non-Core Aspects

shorelines, provincial parks, wind farms, taxation

Municipalities are pushing hard for jurisdiction: zoning bylaws, site alteration permits, etc etc.

Continuing challenges

Explaining the wins to those who continue to challenge us.

Making sure Transport Canada retains its duty to uphold federal jurisdiction.

Wind energy is one example of these challenges.

The push for green energy

The push for green energy

A popular political bandwagon to be on.Legislation is in place (example: Green

Energy Act in Ontario) to pave the way for green energy projects.

Aviation safety issues are brushed aside because there is no federal or provincial legislation to protect our interests.

The push for green energy

There is no protection. COPA investigated government position

and legal avenues.Transport Canada:

Marking and lighting. Protection for relatively few airports under

federal zoning regulations. Restrictions on or prohibition of aviation

activity.

The push for green energy

Nav Canada: Examines the impact on IFR operations

(minimum enroute and IFR approach procedures).

Makes observations on the impact on IFR operations.

If turbines are located within affected areas, Nav Canada will raise minimum altitudes or remove the approach(es).

Wind Turbine Risk Assessment

COPA employed our Freedom to Fly Fund to investigate the safety issues.

We brought industry experts together to examine risks and how to mitigate them.

Wind Turbine Risk Assessment findings

“Steps are necessary to mitigate the risks faced by pilots flying GA aircraft. In particular, the subject matter experts determined that the risks to light and ultra-light aircraft operating in very close proximity to wind turbines during take-off and landings are significant.”

A sample of other challenges COPA is working on

Avgas

Canada is a follower of the US situation: EPA has committed to a solution by 2017. Date for elimination of 100LL is unknown.

Canada only has one refinery of 100LL (Edmonton) Most of eastern Canada fuel comes from

the US.

Avgas

COPA is a member of the Avgas Coalition along with AOPA and others to encourage a solution and educate everyone on the issues and realities.

There have been 305 alternatives developed but there are no drop-in replacements for 100LL

94UL

Works well with low compression engines 70% of the fleet can use 94UL but they

only burn 30% of the avgas consumed.Developing more than one solution is

not profitable for the fuel companies.Near term threats are environmental

groups with deep pockets and one remaining lead supplier.

COPA’s International efforts

Regulation is Canada frequently gets its start at the international level The International Civil Aviation

Organization (ICAO) sets the standard for aviation in the world.

→Primarily aimed at airline travel

GA is frequently forgotten or unnecessarily caught in regulation.

IAOPA

Formed in 1962 to gain recognition for the unique needs of general aviation operations among States in their regulation of the international civil aviation community. Developing ICAO standards and

recommend practices it must accommodate general aviation’s operating profiles and capabilities.

IAOPA Priorities Develop uniform standards for establishment and

use of airspace classes. Ensure that emerging communications,

navigation and surveillance (CNS) equipment requirements are appropriate and financially feasible for GA.

Reduce language proficiency requirements for pilots operating VFR outside Class A, B and C airspace.

Accept aeroplanes not holding State certified type certificates, with a MGTOM of less than 750 kg., for international use.

COPA and IAOPA

I am VP for North America.Director Frank Hofmann is IAOPA rep at

ICAO.

Is there a need for COPA?

Quote from Director General Civil Aviation from speech at COPA’s 2012 Fly-in AGM: “I firmly believe that without your

organization aviation in Canada would be without one of its most powerful voices.”

Kevin Psutka

613-236-4901 (ext 102)

KPsutka@copanational.org

www.copanational.org