Moderators: sky's the limit, sepia, Sulako, lilfssister, North Shore, I WAS Birddog
Widow,But the ones who are need to be dealt with. We, more importantly you in aviation, can't keep blaming the pilot without dealing with the problems which put him/her in the position of having to make a decision he/she shouldn't have had to make at all.
Pushyboss, I stated;TAWS will be required in 703 operations later this year (the implementation date keeps getting pushed back) in all multi engine aircraft with more than 6 passenger seats.
As of today, that is true. Furthermore, I highly question your assertion about the implementation date for TAWS. Its still all up in the air and far from being a final rule. Either way, even if and when it does become a requirment, the implementation schedule will allow (probably) a couple of years for companies to equip themselves.TAWS and TCAS are good examples. These are not required by 703 Ops or any other Ops in Canada. Neither would help VFR flights.
It pretty much supports my statements that for many people, required equippage is years away. Where does it say anything about implementation of aTAWS by Sept 30/08?IMPLEMENTATION DATES
TAWS
The new TAWS regulations will be effective for newly manufactured aeroplanes on the date the regulations are promulgated. This also applies to newly manufactured aircraft that enter Canada on a lease back arrangement. All aeroplanes will have to be in compliance two years after the date the regulations are promulgated. For the purposes of future planning, the Minister will contemplate delaying the implementation to not earlier than September 30, 2008. All aeroplanes will have to be in compliance with the TAWS altitude accuracy requirements 5 years after the date the regulations are promulgated. Again, for the purposes of future planning, the Minister will contemplate delaying the implementation to not earlier than September 30, 2010.
I sure as heck don't want to discourage anyone from equiping their airplanes with additional equipment that may prevent accidents but we need to be careful to avoid providing erroneous information.TAWS will not be required for aeroplanes conducting day VFR operations under Subparts 703 and 704 of the CARs as well as under Subpart 605 of the CARs regulation. This is because of incompatibilities between the TAWS alerting envelopes and the minimum altitudes permitted by the regulations for en-route obstacle clearance.
If anyone has a link to the Gazette publication, that would be appreciated. Until the proposed regulations are published in the Gazette, there is really no way to fix an implementation date as the public has not yet been provided an opportunity to comment.NPA 2003-087 to NPA 2003-092 on TAWS: Discussion ensued on the new NPAs on TAWS and ACAS, submitted to the Part VII Technical Committee in February 2003. M. Gaudreau explained that the new NPAs on TAWS address technical deficiencies identified in NPA 2000-131 and are intended to supersede this NPA. The new NPAs on TAWS are also proposing a relief under CARs 703 and 704 from TAWS equipment, for operations conducted under Day VFR. M. Gaudreau stressed that the technical changes introduced in the new NPAs will require altitude accuracy to ensure that TAWS functions correctly in cold temperatures and during operations in standard pressure regions. ATAC has dissented to these proposed changes and more specifically to the fact that this unique Canadian TAWS requirement will also apply to CARs 705. M. Gaudreau stressed that these changes were necessary to ensure that TAWS be a major component in the prevention of CFIT events. He further noted that without mandating altitude accuracy, operators may end up with equipment that provides hazardously misleading information. This occurs in cold temperatures and in the standard pressure regions, both of which are of special concern to Canadian operations. The proposed changes will result into a unique Canadian regulation. M. Gaudreau further stated that ATAC and Air Canada are concerned that the proposed changes will penalize operators who began, while relying on NPA 2000-131, installing and planning to install TAWS systems, to an internationally-accepted standard. M. Gaudreau confirmed that the vast majority of TAWS equipment currently available and already installed could be configured to meet the Canadian altitude accuracy requirements. In the eventuality that the equipment does not already meet these latter requirements, software or hardware upgrades may be required. The addition of a GPS sensor would also provide additional navigation capability to the aircraft in addition to addressing the TAWS requirement.
Decision: Based on the above, the CARC members declined the dissents filed by ATAC and Air Canada on the Notices of Proposed Amendments on TAWS.
Cat Driver wrote:I find it interesting how many posters here are for SMS at the 703 level of aviation.
If ever there was a license to cheat the rules for crooked 703 operators SMS is a dream come true.
Maybe all the crooked operators are no more?
Then you do not believe that a crooked operator could use it to their advantage?Nice Cat. So your implying that because a 703 supports SMS that must mean they are crooked. I resent that. I support SMS for no other reason than I've seen it work.
No you are not saying all 703's are crooked but what you did say is if you are a 703 and you support SMS it's because you are crooked. I'm a 703 and I support SMS. Am I a crooked operator? I don't think so but maybe crooked operators don't know they are crooked. I still take offence at your statement.Cat Driver wrote:Then you do not believe that a crooked operator could use it to their advantage?Nice Cat. So your implying that because a 703 supports SMS that must mean they are crooked. I resent that. I support SMS for no other reason than I've seen it work.
No one here that I know of is suggesting that all 703 operators are crooked. I take it you operated safely before SMS? Or will SMS make you safer?
But anyone who has worked in the industry for any length of time knows there are crooked operators in the business and everyone would be better off without them.
By the way I used to be an owner of several 703 operations and I like you would resent being considered crooked.....
.....once again I nor no one else here are saying all 703 are crooked.
So to make it simple Dust Devil, in your opinion will SMS change the crooked operators and force them to comply?
What is your opinion on that one simple question?
No you are not saying all 703's are crooked but what you did say is if you are a 703 and you support SMS it's because you are crooked.
Yes D D generally that is how it works, but we can have an industry where we do not have to wait for the Darwin theory to fix the problem.Ultimatly the darwin effect will take care of the shaddy operators.
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