pilot training issues in canada kevin psutka president and ceo
TRANSCRIPT
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.
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.”
