By Adam Hunt
On Dec. 7 and 8, 2004, a meeting was held in Ottawa to form a new council to represent the collective interests of the many associations involved with personal aviation.
This meeting was a follow-up to the meeting Transport Canada held on Sept. 29,
2004 to look at the issue of the new U.S. Light Sport Aircraft category (LSA).
The meeting brought together representatives from COPA, EAA, HPAC, LAMAC, RAA,
TC, UPAC and several other organizations that are interested in furthering
personal, non-commercial aviation. Together the industry decided to form a new
council to represent the concerns of recreational aviation and to promote the
growth of personal flying in Canada.
The organization elected Jorge Alonso of Crossflow Aero as its first president
and Kathy Lubitz of UPAC as its first secretary. The council, which lacks a
permanent name at this time, will carry on the work started by previous industry
groups, such as the short-lived Canadian Sport Aircraft Council.
The first item on the list of issues was continuing work on the U.S. Light Sport
Aircraft category. Presentations were given by ASTM International, who is
responsible for the U.S. consensus standards that the LSA is conforming to in
the U.S. and from Jack Dueck of EAA Canadian Council.
A committee was formed to study the U.S. LSA category and make recommendations
for the council. The council agreed that we cannot ignore the LSA category, as
that will put Canadian manufacturers at a disadvantage.
The council also agreed that all existing Canadian aircraft categories should be
retained and that no existing aircraft categories should disappear to make way
for any new Canadian style LSA category. The committee studying the options on
this issue will report back to the council in the spring.
The second issue considered was the question of the U.S. Sport Pilot licence and
its validation by a Driver’s Licence, rather than an aviation medical. A
committee was formed to examine the driver’s licence medical versus the current
Canadian Cat IV medical self-declaration which validates many permits, including
the Pilot Permit – Recreational Aeroplanes.
This issue will be addressed from a data-driven, research point-of-view. The
committee is expected to make a report on this issue to the council in the
spring.
Another issue of interest to the Hang Gliding and Paragliding Association of
Canada is that of the status of powered hang gliders and also powered
paragliders. Currently these foot-launched aircraft are considered “ultra-light
aeroplanes” in Canada and as such require a Pilot Permit – Ultra-Light
Aeroplanes to fly them and the aircraft themselves must be registered as
ultra-light aeroplanes, too.
A committee will look at whether this is appropriate or whether they should be
considered hang gliders or fit into some new kind of category in Canada. The
committee will also look at the training required and whether the current
licensing requirements are addressing that effectively or not.
One of the main concerns affecting this issue will be insurance. A number of
COPA members are flying powered hang gliders and powered paragliders and due to
their status as ultra-light aeroplanes in
Canada,
are eligible to be insured through the COPA Silver Wings plan. If these
aircraft were moved out of the Ultralight category then insurance might not be
available.
COPA is participating on this committee and would like to hear from COPA members
who are flying powered hang gliders and powered paragliders to get their
thoughts on where this category belongs in Canada.
This committee will also report back to the council on the issue in the
springtime.
The council also considered the issue of distributing safety information
particularly as it relates to non-certified aircraft.
TC has a responsibility for disseminating information about certified aircraft
as a facet of the certification process. This requirement is not necessarily a
TC function for non-certified aircraft. Council member Ted Slack will have a
look at this issue and report back to the council at a future meeting with some
recommendations.
Kathy Lubitz raised the issue of Nav Canada ANS fees. Some pilots in Canada
regularly make it known that they are not using Nav Canada’s services at all and
greatly resent having the pay the $65 ($72 starting March 1, 2005) Nav Canada
ANS fee.
The pilots who complain about this predominately fly locally and don’t use Nav
Canada’s weather services, FSS, ATC or flight planning services. However, they
get billed for the fee because they fly aircraft which are over the weight limit
of 1,362 pound.
Aircraft below the weight limit are exempt from the ANS fee.
Nav Canada is conducting a fee review early in 2005 and COPA will be there
representing its members on this issue. Most other associations indicated they
will be unable to attend the meetings, but COPA will let members of the council
know what decisions are made on the ANS fees by Nav Canada.
The new council has agreed to meet again in the spring of 2005 to update
everyone on any progress regarding these and other issues.