So if you get a flow time while waiting to depart another airport for yyz, and you won't make your slot time due to the delay, what is the deal?
Just wanted to share an update here with those that are interested and either aren't members or don't get all the news from the CBAA.
**Johnny: see the comments below regarding the flow time and your slot.. Short answer: if you have a slot and get flow.. GTAA will let you come in when Nav Canada let's you go..
I wanted to provide you with an update on the runway construction and slot status at Pearson.
Before I dive into the update, I wanted to share the members of your Technical Committee. Our goal has been to find a solution that represents the interests of business aviation operators. We're working hard to influence the GTAA and I want to extend my thanks to this committee for their ideas and time. So here they are;
Derek Reiners, Chief Pilot Central Region, SkyService
Jamieson Collins, Chief Pilot Ontario, Execaire
Robert Squires, VP Operations, Chartright
Anthony Norejko, President, Crewsked
To date, your Technical Committee has met twice with members of the GTAA and Nav Canada. We're working hard to get the facts and influence the outcome for our sector. **Our next meeting is scheduled for Thursday May 4th.
For your benefit here is a brief summary of the activities and ideas we've proposed.
1) 05/23 Runway Rehabilitation: You've already seen the amended construction schedule showing completion of the runway construction on or about May 16th 2017.
2) April 24th-May 16th: Full shutdown of 05/23. **We knew this would cause significant disruption to operations at Toronto Pearson. Principally this is due to the capacity constraints Nav Canada has for runway operations with 05/23 out.
3) Runway Construction Updates: The CBAA is participating on the Wednesday Construction planning phone calls to stay up to date on the schedule. **We'll share any relevant news if it impacts our operations any further.
4) New GTAA Directive: with the news of the construction schedule changes, we've asked the GTAA for an updated Directive. **We've asked to be part of the process to ensure there is no miscommunication.
5) ARO Process: Identified Operator Issues we've raised:
- Calling right at the 48hr mark and being told “no slots available".
GTAA: John was receptive and will educate their teams on proper process. Confirmed there shouldn’t be a situation which there are no slots for BA use when complying with the ARO directive.
- Calling and being told “sorry there are commercial flights that need those slots”
GTAA: This shouldn’t be the case, your arrivals are planned over and above the commercial movements for the hour. He’ll meet and educate the ARO team on slot applicability
- Operator Obtains ARO and Nav Canada issues a TMI **This is some good clarification for our members
GTAA: Agreed that operators with a valid ARO who are impacted by a Nav Canada TMI event will be able to land when Nav Canada permits their departure. *no need to obtain another slot in this scenario
- GTAA Request: Reminder to Operators that the ARO and night slot reservation process are separate. If your arrival falls between 0030-0630 you need to obtain a night slot and not an ARO.
- Nav Canada Operational Capacity Limits: Substantive discussion on Nav Canada's capacity in both IFR and VFR with all runways available. **this to better understand what the real capacity limits are for BA operations at the airport
- GTAA Discovery: through our last meeting we came to understand that the GTAA's plans are for 90 commercial movements/hr in 2020. However, they currently plan operations "as if" they're operating at 90 movements for terminal planning and operations. **this of course shouldn't be a governing limitation for BA operations as we don't interface with the infrastructure at the terminals.
Next Steps: **Meeting May 4th
- Review the GTAA's communication with their ARO office to ensure they're clear on the applicability and our access to the slots
- Fundamentally our position is:
There is no capacity constraints in 2017 (outside the runway rehabilitation)
* Using the Capacity Limitations provided by NavCanada, we now understand the controllers movement capability
* GTAA chooses to operate with a plan that targets 90 commercial arrivals/hr. We don't feel this number is relevant as our operators don't interface with the terminal.
We understand and share your frustration with the state we're in at Pearson. Know that your committee and the CBAA remain focused on finding a solution that reflects our operations.