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What specific irritants do you have with the Canadian Aviation Regulations and why? Note the part and section. What supporting documentation or specific details can you provide?

6 months ago
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  • THÉO DUFRESNE about 2 months ago
    Théo. Dufresne, AME-E

    Irritant #1: Aircraft Maintenance Engineers-E (AME-Es) Quality control.

    From the very beginning of the AME-E program I noticed that it puts the EVALUATORS in a not easy and not reliable situation.

    There is too much pressure on them to sign the confirmation of work done and proper knowledge of a specific system that they often take the word of the technician without further questioning or verification.
    Too much buddy-buddy like confirmations.

    To prevent this at Air Canada wide-body line maintenance hangar we had set-up an O.J.T. program where in low work time of a shift the foreman would assigned pairs of technicians for 2 hours at a time where they would get a quick refresher course via an automatic media (like Power Point, Video) then carry out a functional check of a selected system (let’s say: VHF COM) knowing the system is serviceable therefore experiencing what the result should be and getting familiar with the test set making them ready and experienced for doing the same in a snagged & fixed situation.

    This being monitored and registered by the OJT Instructor (part-time or full-time) with an AME-E license. A big board was set-up to show who has been trained on what. This was carried on for 3 years.
    The foreman could look at the board an select the properly trained technician for outside jobs, etc...
    This got to be very popular with the technicians but was abolished to answer an austerity program.

    I am available to explain this and help set it up in Montréal area if this idea is found interesting.

    See an example of inexpensive ONLINE refresher: https://youtu.be/r8iUt5hZfBQ
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  • Binod Kumar Singh 2 months ago
    Current Regulations are not in The Public Interest and does not give Canadians Choice,Competitive Pricing and Frequency of Flights
    Currently the Regulations provide a Market for Oligopolies where a few Airlines Dominate The Canadian Skies and Canadians paying Very High Airfares which is Not in The Public Interest.
    Barrier to Entry for New Airlines is as following.
    We do not have an Open Skies Policy where American Carriers Can Fly Within Canada as our dominant Carrier Air Canada always threatens to Stop flying to Remote Communities and Blackmailing our Politicians.
    Air Canada controls the best flying slots whether they use them or not so they can Restrict Entry to New Carriers as the New Carriers are NOT able to fully utilise their Maximum Hours on their Aircraft .
    For New Carriers in Canada Service Facilities Must be Expanded/Available by third parties at each Airports so they do not have to rely on their competitors to Service their Aircraft.
    Aircraft Hangar Requirements places is another challenge for New Carriers as most often they have to rent from their competitors at unreasonable pricing.
    Transat Group has always operated as a Monopoly in Quebec and with this Merger with Air Canada will bring less Choice and Higher Pricing for Canadians
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  • Protégez Nos Lacs! 4 months ago
    Canadians must protect their rights to privacy and safety (for example, when low-flying aircraft constantly creep over your land without respect - flights should NOT be allowed over specific lakes, large private acreage and rural farms). It’s time to change the minimum altitude flight level (no more flights at 500’ AGL - all aircraft should fly at a minimum altitude of 3000’ AGL), help in the fight to ban noisy aircraft and pollution, force to change flight paths over non-built-up areas to protect sensitive environments and mountaineous areas. There is also a need for stricter enforcement measures imposed on private and student pilots that disrespect the rules. Lockdown during pandemics should also apply to private pilots who fly at their own leisure - they should abide to non-essential travel rules! Many pilots might think they’re above the law, but the rulemaker and enforcer (Transport Canada) must also practice what they preach by making the skies SAFER, more QUIET and POLLUTION-FREE for all of us! 💪 🚫🛩
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  • Kristen 5 months ago
    Irritant #1:
    Aircraft Maintenance Engineers (AMEs): Nearly half of Canada’s AMEs are at or above retirement age, creating a major gap in the market. Further, curriculum development under Transport Canada has Standard 566/Appendix C- what a college must teach if they want to be approved as an authorized training organization- hasn’t been updated since the mid-1990s despite rapid industry evolvement. There exists push from industry to update curriculum
    - 2019 Boeing Pilot & Technician Outlook est. 769,000 new maintenance technicians needed to maintain the world fleet over the next two decades
    - Canadian Council for Aviation & Aerospace (CCAA) in March 2018 anticipated that by 2025, about 5,300 new AMEs will be needed to keep pace with industry growth and retirements.
    - Canadian colleges graduate about 600 maintenance technicians per year, according to the CCAA, yet only about 77 per cent go on to work in the industry
    - Half of Canada active AME license holders (8,762) are currently above age 50.

    Growing passenger and air cargo require not only increased fleet capacity but also cargo. 2019 Boeing reported that 800,000 new pilots are expected to be needed over the next 20 years. The International Civil Aviation Authority (ICAO) sets the maximum retirement age at 60 However, some local civil aviation authorities have extended that age to address a shortage of pilots in their markets. With growing demand for pilots, age restrictions and training are among industry concerns:
    - March 2019 EASA held a Pilot’s Age Limits Workshop and Study
    o increasing risk for pilots above the age of 60 and need for pilot health data
    - considering increasing ages from 60-65 with additional mitigation measures
    - The Americas have the highest average pilot age due to cycles of the airline industry within the region. Europe has the lowest average pilot age due to recent rapid expansion of Low Cost Carriers (LCC). And many experienced European pilots have moved to the rapidly growing Middle East and Asia-Pacific regions.
    - FAA has no known plans to amend age limitation
    - Transport Canada has abolished seemingly all age limitations whilst filing a difference to ICAO
    - Australia and New Zealand have state laws which forbid limitations on persons right to work based on age
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  • Kirk Watson 5 months ago
    Just around the time of German Wings copilot crashing the plane into a mountain side , TC was preparing to announce a change to the SRI (anti depressants ) restrictions applicable to commercial pilot’s. The unfortunate event caused a pullback from the announcement. The rule is commercial flying is allowed taking SRI but is Restricted medical requiring to a one fly’s accompanied by another pilot. This excludes a pilot from any single pilot commercial flying. Ex flight instruction. I think it’s time to revisit this issue given that the decision was previously made in favour of more reasonable and common sense rules, just not announced and changed because of the PR concern. The existing rule in Canada would have failed given the same German Wings circumstances.
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