1. Northern Air Transport Association
Executive Directors Report
NATA 41- April 24-26, 2017
Explorer Hotel, Yellowknife
Monday, April 24, 2017

2. NATA 2016 Board of Directors
President-Wayne McLeod Keewatin
Secretary/Treasurer-Trevor Weaver Air Tindi
Vice President-Wendy Tayler Alkan
Joe Sparling, Air North
Aaron Speer, First Air
Sean Loutitt, Cdn North
Travis Wright ,North Wright
Myles Cane, Summit Air
Dave Minty, Air Inuit
Brian Crocker, Kenn Borek
Claude Marchand, Conair
Trevor Bjorklund, Marsh
Blair Elliot, Great Slave Helicopters
Naomi Nind, Gowlings
David MacPhail, ATS Services
Norm Matheis, Universal Avionics
Steve Williams,Emond Harnden
Carol Clark, First Air
On behalf of the NATA Board of Directors, thank you. I like to show the list of Directors as it highlights the international renown northern and remote expertise that exits.

3. I like to show the route map for two reasons- the comparative size of Northern Canada to Canada and the United Kingdom, as well as the vast distances and schedules that are flown safely, every day.
The Northern Route system are as vital in Canada’s 150th year as a country of ties that find and just as vital as the railway was in forming confederation. .

4. NATA Activities Flight and Duty Time Coalition
Yellowknife Airport Fees Increase Consultation
Federal Infrastructure Funding Strategy
Alternate Runway Surface Test project
Pan Territorial Federal Infrastructure Strategy
Northern Canada Security Working Group
Office of the Auditor General
Ministers Aviation Advisory Group
CARAC
General Policy Advisory Group-TDGR
CTA Small Aircraft Operator Accessibility Committee
Standing Committee Transportation, Infrastructure and Communities
Affiliated Associations

5. Update- 2016 NATA Resolutions
SYSTEM IMPROVEMENT
GPS Approvals
Northern Air Carrier Economic Issues
Funding for Northern Airports
Runway Certification versus Registration
Alternate Runway Surface
Whereas the Emerson Report on the Canadian Transportation System identified that: “The federal government should ensure that its regulations are reasonable for northern circumstances and should compensate the territories for mandated safety and security measures. “ and What is needed is a program to foster the improvement of these northern and remote locations, not limit them to an outdated status quo.”
At the end of the day this response seems to be at least a partial victory for us in terms of Resolution #1.
The resolution was looking to secure a blanket approval for GPS operations for all approaches other than the ‘Authorization Required’ ones.
The response indicates that they are no longer making specific references to the types of GPS equipment that is approved.  I can confirm that this is actually happening.  I had to make some changes to our AOC a few weeks ago and the response from our TTL when he sent me the updated AOC included, “I have also, on HQ direction, removed the reference to the FMS equipment in PBN special authorizations.  They are no longer required.”  As a result, there is now no longer any reference to the specific equipment that is covered under any of our various GPS Special Authorizations.  In my opinion, that addresses the real meaty part of the resolution.  (The equipment references were removed from both my GPS approach SA and my RNAV 1/RNAV 2 SA.)
The response from TC indicates that they are still going to require individual SA for the various types of GPS approaches LNAV, LNAV/VNAV, LP, LPV and RNP(AR).  I think that we were hoping for a blanket approval for all but the RNP(AR).  Their position is that the performance standards for the others are specific enough that they still need to do individual SA for each.  That being said, they have also removed the reference to the specific equipment so, my understanding is that once you have one of those SA you can then use it with ANY type of GPS equipment (assuming that it meets the operational requirements).
I would suggest that their position isn’t all that unreasonable.  If an Air Operator wants to add an LPV approach authority for the first time they will make them jump through some hoops to get the SA but it won’t be tied to a specific type of equipment so no further approvals would be required.  In my case, I already have the LPV SA on our fleet of ATR42 aircraft so, if I added a different GPS to those aircraft (or bought some with different units) I wouldn’t have to apply for any new approvals, I’d just keep using my current SA.
I only have approval for LNAV and LNAV/VNAV on my fleet of B737.  If I upgraded to a new system that only did LNAV and LNAV/VNAV I wouldn’t have to do anything to my AOC.  If I wanted to add LPV then I would but that would be for a new level of authority for approaches and it wouldn’t be tied to the type of equipment.
Personally, I think that he need to differentiate between LNAV, LNAV/VNAV, LP and LPV is kind of dumb but we likely won’t get TC off of their position about the need to deal with each one as their own SA.
I believe that our main issue was the approvals type to specific equipment.  That issue is gone based on the letter (and by the directive that has been issues by TC).  I’m not sure that we’ll make much more progress on the resolution than we have now.  In the case of most operators, we have likely solved their problems too since most will already have the various GPS approach SA.  The only folks who still have to jump through any hoops are those who change equipment to gain MORE capabilities and need to add an additional level of GPS approach SA.  Even then, that hoop is tied to the additional approach approval and NOT the equipment used.
Resolution Number
Northern Air Carrier Economic Issues
Whereas Northern Air Carriers are an integral component in the northern economy, accounting for a substantial proportion of territorial gross domestic product and of private sector territorial employment, and;
Whereas Northern Air Carriers provide important investment and career opportunities for Aboriginal people, and;
Whereas all of the aforementioned attributes of Northern Air Carriers are consistent with the established mandates of public sector northern stakeholders including the Territorial Departments of Economic Development and Tourism, the Federal Department of Aboriginal Affairs and Northern Development (AANDC), the Canadian Northern Economic Development Agency (CanNor), and Transport Canada, and;
Whereas Federal and Territorial travel represents a significant proportion of northern route network traffic and thus could be used effectively to support the established mandates of the aforementioned public sector northern stakeholders by providing Northern Air Carriers with valuable core revenues.
Therefore be it resolved that:
Transport Canada work with NATA to review the Emerson report on the Canadian Transportation System and CTA Review to develop policy that recognizes and supports the role of Northern Air Carriers in the northern economy and in Canada’s air transportation network, and;
Resolution Number
Funding for Northern Airports
Whereas, the 2015 Emerson Report on the Canadian Transportation System states:
“Government should establish a new fund dedicated to addressing the specific needs of northern and remote airports, namely extreme climate and the limited number of asphalt runways. ” Federation of Canadian Municipalities, Submission to the CTA Review, December 2014
Whereas the Territorial governments operating airports in the Northern regions of Canada have a distinct lack of revenue base compared to the Provinces, and;
Whereas many of the airports in the North have shorter gravel runways designed for older generation aircraft and are not suitable for modern fuel efficient aircraft, and;
Whereas many Northern airports face a significant potential of runway degradation due to climate change, and;
Whereas regulation changes and new regulations imposed post devolution of the airports from the Federal Government are resulting in financial hardship for the airport operators to comply with, and;
Whereas many of the terminal facilities at the airports no longer properly serve the need of the communities, and;
Whereas many of these requirements fall outside the eligibility requirements of the existing Federal Airport Capital Assistance Program (ACAP), and;
Whereas many of these Northern airports serve remote communities with no other year-round means of transportation and are the lifeline to the community and are key elements to both Northern Sovereignty and the search and rescue infrastructure;
Therefore, be it resolved:
That the Federal Government create a Northern Airport Capital Assistance Program (NACAP) with a broader eligibility criteria and additional funding to the existing ACAP to ensure the updating and long term viability of this essential Northern infrastructure.

6. Minister Garneau presents his strategy for the future of transportation in Canada: Transportation 2030-November 3, 2016 Montreal
“We will also invest in the North, where the most basic transportation infrastructure remains limited and – in some cases – antiquated. This makes it difficult, time-consuming, expensive, and less safe to move passengers and goods in and out of northern communities. This is simply not acceptable to me. It limits economic opportunities for Northerners and we need to change this.”

7. Good News and Innovative Funding Solutions
Iqaluit Air Terminal Building is a P3 project, with a 50 year life span.
NAVCANADA installation program of Airport Cameras and AWOS 2 going very well. Colville Airport
Cambridge Bay is home to Canada’s High Arctic Research Centre- this seems a logical choice to be a materials test location
Air North landing Dawson City Airport – scheduled for paving this summer

8. Alternate Hard Surface Materials Test Project- February15- Ottawa/Alma April 26-Yellowknife

9. Sample of Needed GN System Safety Improvements
1. Iqaluit Airport Approach Lighting (SSALR) ACAP application submitted 2016 Estimated cost $12 M Design complete/NIRB Environmental Impact Assessment underway 2. Hall Beach Airside Surfaces Rehabilitation and Lighting Upgrade Design Complete- Estimated Cost $10.7 M ACAP stated approval is unlikely 3. Kimmirut Airfield Lighting Upgrade Estimated Cost $1.27 M in 2011 Application ready for resubmission April relocation to be discussed before applying

10. Sunny Ways- Its not just about money..
Why can’t there be acceptance of risk assessments that provide a solution and can show alternate means of compliance to the regulation? Why does it take the regulator so long to respond to a query, or work with a stakeholder to find a solution that works, for instance- Proposed new flight & duty time rules will actually decrease medivac system safety, new prescriptive seaplane egress training and passenger PFD requirement not reasonable yet regulator will not listen. Why do Transport Canada PVI’s have to be so confrontational? Can there be a better engagement by the regulator at industry events so less time on RESA risk assessment and more on prioritizing infrastructure that improves the approach to landing and landing surface?
see TSB 2017 Aviation Watchlist

11. Recognition of Northern Solutions
It seems most regulator’s image or memory of the north is similar to a show on TV…
Its not- even that operator is far more sophisticated than presented.
Northern operators have established industry best practices and investment in equipment and crew facilities to support system safety.
Refering to earlier pic of airports needing lengthening, strengthening with better approach aids and which is more stressful and fatiguing? Why can’t there be acceptance of risk assessments that provide a solution for airports unable to become certified, but need scheduled air service and can show alternate means of compliance to the regulation?
Why does it take the regulator so long to respond to a query, to work with a stakeholder to find a solution that works, for instance- Proposed New Flight & Duty Time rules will reduce lift or greatly increase territorial medivac costs yet Regulator will not listen.
Why do Transport Canada PVI’s have to be so confrontational?
Why can’t there be a more cooperative northern testing and acceptance program of alternate solutions ie of runway sealants strengtheners?

12. 2016 NATA Resolutions Report and Proposed 2017 Resolutions
A unique feature of NATA is the annual development of Resolutions focusing on the issues of importance to the Northern aviation industry and society it serves. These Resolutions are presented to decision makers at all government levels and used to maintain a constant position in all NATA presentations.

13. Satisfactory-To be combined with new Resolution
Subject
Status
Comment 1
GPS Approvals
Satisfactory-To be combined with new Resolution
TC has updated process in standard and requirement for all authorizations- seems to be a satisfactory response. 2
Northern Economic Issues
Neutral- To be updated and combined into new Resolutions
Several presentations and recognition by Minister in Transportation 2030 Speech on Nov 3, 2016. 3
Northern Airport Funding 4
Airport Certification vs Registration
Canadian Transportation Act review identified need for recognition of geographical limits to meet certain regulatory requirements best suited for southern airports. 5
Chip Seal Runways
Satisfactory- to be renamed and reworded. Industry stakeholders working together first and then engaging regulator seems to be making progress.
Considerable discussion on this issue finally took place with a planned panel and working group scheduled to be formed at NATA 41.

14. 6
Manual Amendments, SMS Operators
Unsatisfactory- to be combined with other TC poor service issues into a new Resolution
This is an example of regulatory oversight that best serves the regulatory workforce with little benefit to overall system safety. A test project by TC with industry participants in 2016 apparently did not go well. 7
Manual Amendments, Non SMS Operators
Same comments as above. Identified in several reports as an example of oversight that is just not cost effective. 8
Clarification of CAR Access to Emergency Exits
Satisfactory- Closed
Seems to have been resolved with clarification of the CAR wording by senior management and interpretation passed to the regions with special emphasis to one inspector. 9
Transport Canada Approval of Existing Minimum Equipment Lists
Satisfactory-Closed

15. 10
Transport Canada Level of Service
Neutral- To be updated and combined into new Resolutions
While communications under the new government at the national level have improved, NATA members regionally express frustration with either misinterpretations, or long times to get approvals. 11
TC Flight and Duty Time Process
Unsatisfactory- to be combined with other TC poor service issues into a new Resolution
The proposed new light and duty rules has been a very frustrating experience for NATA. The regulator lacked knowledge and operational experience to understand specific Northern challenges and an inability to properly consult and understand northern solutions. 12
Transport Canada Participation
While participation of Transport Canada senior management with NATA events, there is an unwillingness to “allow” the regulators directly involved with the industry to attend and participate. NATA considers this as part of an Inspector’s Professional Development.

16. 2017 Proposed Resolution Series
Resolution Number
Northern and Remote Aviation System Safety  
Recognizing the substantial shortfall of infrastructure support and informed consultation as identified in the recent Canadian Transportation Act Review, it would be useful for Transport Canada to facilitate, in partnership with NATA a series of quarterly meetings utilizing its annual conference a forum to engage in proper consultation insuring safe and efficient aviation transportation.
To review northern infrastructure requirements, to review any proposed prescribed rules for impact on northern society and service needs. This new Resolution will reference former Resolutions:
1. GPS Approvals
2. Northern Economic Issues
3. Northern Airport Funding
4. Airport Certification vs Registration
5. Establishment of “Essential Airports”

17. Resolution Number Alternate Runway Surface Test Project Whereas the cost of conventionally paving runways in many northern and remote locations is extremely high, and; Whereas many of the newer generation aircraft either cannot operate at all from a gravel surface runway, or sustain unacceptable amounts of damage when operating from gravel runways, Whereas there is currently no runway pavement surface recognized between gravel and asphaltic concrete. Proposed Test Program: To provide the opportunity, to join a Consortium to aid in securing support for the testing of alternate runway surfaces to determine their suitability for commercial runway use..
Environmental and operational testing will take place at Cambridge Bay as an innovative Arctic project that will begin with a test bed established following a public briefing of the project at the Northern Air Transport Association Conference, April 24-26, 2017 in Yellowknife North West Territories
Expected Outcome:
To establish a better test program of all materials that are used as a wearing course at Northern runways.
Alternate Runway Surface Test Project- This new Resolution will reference the terms of reference established by the working group that is to be formed as part of the runway surface panel at NATA 41.  

18. Resolution Informed Regulator Numerous incidents were recorded over the last year that identified the need of a better informed regulator. This was also identified in the Canadian Transportation Act Review, as referenced in the following resolutions that were considered as still not being managed satisfactorily: Manual Amendments, SMS Operators Manual Amendments, Non SMS Operators Transport Canada Level of Service Transport Canada Flight and Duty Time Rule Making and Consultation Process Transport Canada Participation in Industry Events Whereas the lack of an “Informed Regulator’ with the experience and understanding of Northern operational issues are affecting overall system safety. Matched with insufficient resources, the regulator is not maintaining a program of professional development on the same level expected of the aviation industry.

19. Resolution Canadian Transportation Agency Modernization Initiative NATA believes the CTA does not need to be modernized through increased regulatory powers that rival Transport Canada. Many of the proposed initiatives in regards to accessibility and passenger safety and security have been addressed in consideration to limited northern infrastructure. Guidelines and consultation is what NATA supports. CTA should have been at NATA 41 considering the scope of the proposed change in CTA’s mandate NATA does not support any further requirement for operators to have to submit more manuals or amendments for approval to meet any more new regulatory requirements. Therefore, be it resolved: That the Canadian Transportation Agency not proceed with any further modernization of regulation affecting CAR 702/703/704/705 operators until the unique circumstances that these operators face are properly discussed with industry and appropriately reflected in proposed regulations taking into account their differences. Passed at the 41st Annual General Meeting in Yellowknife, April 26, 2017

20. Therefore, be it resolved:
Resolution
Transportation of Dangerous Goods Remote access definition and application not reasonable
NATA believes Remote is defined as ascertained by the Operator and the conditions of shipment limited to as few transfers as possible. And the current definition of “Remote” under the TDGR is too restrictive of operational realities.
Therefore, be it resolved:
That the definition of “Remote access” as described in the TDGR be amended to better reflect operational risk management
Passed at the 41st Annual General Meeting in Yellowknife, April 26, 2017

21. Resolution Transportation of Dangerous Goods regulation requiring approval of competency based training programs. NATA believes the Regulator cannot establish a standard that is company specific enough and the standard needs to be supported with guidelines only. NATA does not support any further requirement for operators to have to submit more manuals or amendments for approval. Therefore, be it resolved: That any training requirement for personnel involved in the transportation of dangerous goods be the responsibility of the operator and should not require any form of submission of a program to the regulator for approval. Passed at the 41st Annual General Meeting in Yellowknife, April 26, 2017

22. Thank you for attending NATA 41 The Northern Aviation Business Conference April 24-26th, 2017.
Glenn Priestley, Executive Director Phone: (613)
“The federal government should ensure that its regulations are reasonable for northern circumstances and should compensate the territories for mandated safety and security measures. “ and What is needed is a program to foster the improvement of these northern and remote locations, not limit them to an outdated status quo.”