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Airspace Negotiations Study Material

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Sun Nov 08, 2015 07:41 pm    Post subject: Airspace Negotiations Study Material Reply with quote

Airspace Negotiations Study Manual

Transport Canada Civil Aviation has restructured in the last five years.
They are still a grass roots support service for recreational aviation but the degree and when or where they can assist has changed under new policy.
So Airspace Negotiators and others used to dealing with them will find things have changed, as it has with Nav Canada.

To contact Pacific Region see: http://www.members.shaw.ca/photodropbox/PACIFIC_REGION_CIVIL_AVIATION_CONTACTING.PDF
Contact your Provincial / Regional Transport Canada Civil Aviation contact for their regional pamphlet.

As you will see below, many of our authorized HPAC Airspace Negotiator Team Members are retiring from this activity.

Martin Henry has retired from Airspace Negotiation duties.
See: http://www.westcoastsoaringclub.com/forum/viewtopic.php?t=8574
Thus the West Coast Soaring Club should be looking for a replacement. I hope this would be Martina Lang.

Les Sainsbury has quit hang gliding and is now sailplaning only.
He expressed a willingness to continue doing Airspace Negotiations for the Island Soaring Society
but they would be well advised to obtain a replacement for him.

I, Fred Wilson, am training Jerry Mason as my replacement for the Okanagan Soaring Association, whose catchment area is is the entire South Central Interior of BC.

Dom Juretic, HPAC President and Nick Jones, the Ontario HPAC BOD Member and the designated HPAC BOD member ICO of Transport Canada related items
as well as Scott Watwood, BC's HPAC BOD member, have approved my continuation in the role as Airspace Negotiations for BC while we train replacements.
This is conditional on reporting to André Nadeau HPAC Transport Canada Liaison and Nick Jones.

This thread is the avenue to do this as well as being a Training Manual for future club or HPAC Authorized Airspace Negotiators.

In addition, we will post our negotiation planning notes for future reference here.
If the negotiations fail, we will use these notes as an Autopsy Report to assist Airspace Negotiators in the future.

With rising fuel costs, we expect to see more sites opening proximal to airports, in particular towing sites in the flatlands.

The HPAC's British Columbia Airspace Negotiations Team (Martin Henry, Les Sainsbury and in several instances myself, Fred Wilson)
have successfully negotiated the right to fly at a number of flying sites proximal to Airports. In most cases we obtained CYA's (Special Use Airspace) for the sites.

a) Major Airports that permit Hang Gliding and Paragliding in their immediate vicinity include:
. ..(Vancouver's) Grouse Mt., (Victoria's) The Malhat, (Victoria's) Dallas Roads, (Duncan's) Mt Prevost,
. ..(Kamloops) The Pimple, (Terrace's) Copper Mt and (Calgary's) Cochrane to name just a few.

b) Smaller Airports that permit Hang Gliding and Paragliding in their immediate vicinity include:
. ..Golden, Invermere, Oliver, Pemberton, Revelstoke and the Fort Langley & Hope Airports (where Aero-Towing takes place.)

Nav Canada's FIC (Flight Information Centers) - in particular the Supervisors at the Kamloops FIC location
are demanding NOTAM areas for major sites in British Columbia.

There immediate push is for sites in the Okanagan / Kamloops Region.
Revelstoke's Selkirk SkySailors Club wants to NOTAM their flying area.
The Pemberton Flying Monkeys want to NOTAM the area included in the Canadian Paragliding Nationals Temporary CYA that doubled the size of their Pemberton CYA.

The Golden Flying Site (Club) http://mt7.ca/ wants to amend the existing Golden Sailplane CYA which presently starts at 16,000' extending up to 25,000' activated by NOTAM
to lower it ground level, excluding the Golden Airport and include Hang Glidng and Paragliding.
We have, as required, obtained permission to do so from the Invermere Soaring Centre.

The wording of this CYA Amendment was sent by me to Scott Watwood, Golden Flying Site Administrator, who has submitted it to Transport Canada, who submits it to Nav Canada, so this application is now in process.

Feel free to comment here or PM me at ftlwilson@shaw.ca
Your input, comments and criticism are appreciated and encouraged.

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Sun Nov 08, 2015 07:43 pm    Post subject: Special Use Airspace (CYA H) Applications Reply with quote

Special Use Airspace (CYA H) Applications

Applications for Special Use Airspace (CYA H) include
1. The three dimensional blocks of Airspace
. ..using the GPS Coordinates set (Pemberton NOTAM number 120965 example) 123100W, 501400N (or, as for CYA 122 (A H): N50°20'00.00"W118°36'00.00")
Airspace is requested for the area bounded by
504000N 123100W, 501400N 1222200W, 501500N 122220W, 501500N 1230000W, 503800N 1231400W to point of origin
. .. "A" stands for Aerobatics and "H" stands for Hang Gliding and Paragliding as in Vernon - Lumby's CYA 122 (A H):
2. Excluding Pemperton AD ATF (Pemberton Airport)
3. SFC (surface) to 11,000 ft MSL.
4. ACFT (aircraft) Transiting VFR (Visual Flight Rules) RTE (Route) Whistler-Lillooet Use Caution due to Ext Act. dly (daily) HG.
Daylight Hours or as specified.
- Expiry Time example 1208052300 (August 5th 4 PM PST.)
5. May 1st to Oct 31st annually
6. Whether the CYA is to be:
. ..a) Activated by NOTAM daily for a specified period of time for the site - activated by phone call or Aircraft Radio call to FIC (Better PR Option)
. ..b) or active between specified hours for a specific number of months each year for flying sites that get high use daily, such as the Vernon / Lumby CYA.

6. Contact Information:
Name: __________________
Telephone: ______________
Organization: ____________
Address: ________________
Email: __________________

CYA is input into VFR Charts, added to the Designated Airspace Handbook and comes up on onboard flight computers on aircraft so equipped.

Designated Airspace Handbook example of the Vernon / Lumby CYA:

The airspace within the area bounded by a line beginning at:
N50°20'00.00"W118°36'00.00"point of beginning
Designated Altitude–Surface to 6200´
Time of Designation–Cont daylight
Operating Procedures–The rules for Class G airspace apply when the area is active. When not active, the rules for the applicable surrounding airspace apply.

Your Application is sent to two Transport Canada Departments.
1. Your provincial Civil Aviation Safety Inspector

BC Example:
Dan Martens: CAOPac-OACPac@tc.gc.ca
400 - 3600 Lysander Lane, Richmond BC V7B 1C3
Ph: 1-604-666-8333 Cell: 1-604-219-6347
Office Switchboard 1-604-666-8777 Fax: 604-666-8877

Email applications are sent to a general email address such as BC's CAOPac-OACPac@tc.gc.ca
- The email goes to all members of that department and they determine whose speciality area this falls under / who has the time or interest to deal with it.
- You will then receive direct email and contact information for the specific individual who will be dealing with Hang Gliding and Paragliding Airspace Negotiations for your province.
- This is Dan Martens for BC.

2. Your Transport Canada, Civil Aviation Services; Regional or Provincial Recreational Aviation Specialist, Inspector or, if unavailable Transport Canada's Inspector, General Aviation
Okanagan BC Example:
Jason Rule, Recreational Aviation Specialist, Inspector
Transport Canada Centre, # 4 - 5583 Airport Way, Kelowna, BC V1V 1S1

Transport Canada, Civil Aviation Services is exactly that.
They work in support of Recreational and Civil Aviation and will advocate for us on our behalf with these applications.

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Sun Nov 08, 2015 11:25 pm    Post subject: NOTAM Applications Reply with quote

NOTAM Applications.

NOTAMS are applied for sites where there is not enough activity to warrant a permanent CYA, but where it is desired to advise regular aviation of Hang Gliding and Paragliding Activity in the area applied for.

The Application process is much the same as with a CYA with the exception that the NOTAM Application is only sent to your regional Flight Information Center (FIC)

FIC HAGAR Information: http://www.hpac.ca/pub/?pid=105

Canada Wide, Regional Direct Phone Contacts:
1-866-WX-BRIEF (English) = 1-866-992-7433
1-866-GO-MÉTÉO (French) = 1-866-466-3836.

Or: Regional Phone Contacts: - for direct calls out of province.
1-866-541-4101 Kamloops FIC
1-866-541-4102 Edmonton FIC
1-866-541-4103 Winnipeg FIC
1-866-541-4104 London FIC
1-866-541-4105 Quebec FIC
1-866-541-4106 Halifax FIC
1-866-541-4107 Whitehorse FIC
1-866-541-4108 Yellowknife FIC
1-866-541-4109 North Bay FIC

2012 Pemberton Paragliding Nationals NOTAM Example:

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Sun Nov 08, 2015 11:36 pm    Post subject: Special Aviation Event Orders Reply with quote

Special Aviation Event Orders obtains a Special Flight Operations Certificate.

. ..b) Competition and Fly-In Events are required and expected to apply for a Special Aviation Event Order
. . . ..This can be either NOTAM area or a Temporary CYA (Class G Airspace) - which resolves the issue of foreign pilots etc who do not have their HAGAR and will need to fly in controlled airspace.

Special Aviation Event Orders must be applied for at least 60 days in advance, 90 days if you can - it takes time to get them through the cue.
- Basically it goes into a National Que and goes to the caopec address and thence to the proper Inspector who will process it,

In this case the NOTAM Application goes through your regional Civil Aviation Safety Inspector though. BC Pacific Region Example: CAOPac-OACPac@tc.gc.ca

NOTAMS should be applied for at least 48 hours in advance, though there is an avenue via FIC to have one created within 15 minutes of contacting them, but as below, 3 hours is preferred.
NOTAMS which have previously been applied for should be phoned in or submitted by Aircraft Radio communication with FIC at least three hours in advance.
This is because Pilots read their NOTAMS on computer at the Airport before departure, not during flight.

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Sun Nov 08, 2015 11:59 pm    Post subject: RNAP and RCAP Approaches to Airports Reply with quote

RNAP and RCAP Approaches to Airports

RNAP (Required Navigation Performance) changes the flow into Airports.

RCAP (Restricted Canada Air Pilot) Approaches

These are fuel economy approaches to airports which means fewer and fewer commercial airlines are using Victor Airways, found on VFR and LE Charts.

Other Air Carriers have individual polices re canceling IFR etc flights - but again, canceling IFR (Instrument Flight Rules) to go VFR (Visual Flight Rules) is almost unheard of now.

You are best advised to arrange a meeting with your local Nav Canada Control Tower, who can explain these in detail
and who can show you videos of representative examples and provide JPEG images of approaches that are proximal to your flying sites.

These RCAP / RNAV (GNSS) Instrument Approachs are highways in the sky, along their safest fuel saving routes.
Pilots are NOT looking out the window. This is strictly IFR. They are looking down at their TCAS (Transponder Collision Avoidance System) watching out for transponder signals from any other local aircraft.

There is a real safety and fuel economy emphasis with all commercial carriers now, big and small.
The days are gone where pilots would cancel IFR to do a scenic side trip. They adhere strictly to IFR / RNAP / RCAP routes now.

2. More RNAPs are being developed for public use (and other air carriers). Projected implementation this fall. (1025)
NRAP etc approaches can be purchased by individual companies. Example Westjet's.
Nav Canada handles the processing of these exclusively now. Not Transport Canada anymore.

3. VFR departures out of Kelowna Airport are frequent, because this process gets them off the tarmac quicker than IFR departures.

Note FYI:
Flight Aware Live Aircraft Flight Tracking "All Airlines Feed."
at: https://flightaware.com/live/

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Fred Wilson
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Posts: 45
PostPosted: Mon Nov 09, 2015 09:59 am    Post subject: Soaring Symbols on VFR Charts Reply with quote

Soaring Symbols on VFR Charts

Soaring Symbols can be applied for to put on VFR Charts.

These indicate that Soaring is active in that area.
The Soaring Symbol applies to Gliders, Hang Gliders and Paragliders (as again a Hang / Paraglider is defined in CARs as a Glider with the word Hang of Para appended.)
It is my understanding that Soaring Symbols trigger an alert on Aircraft flight computers so equipped.
- Nav Canada is not certain that this is fully functional as it may vary with different Manufacturer's Flight Computers on Aircraft.
- Nav Canada will submit this question to the International Civil Aviation Organization (ICAO) to determine if this is fully functional or if NOTAM areas need to be more widely implemented.

Applications for Soaring Symbols are sent directly to Nav Canada.

Nav Canada replied:
"We publish Soaring Symbols if
1) we are aware that the activity is taking place
2) if the activity is taking place outside of a Class F airspace or
3) if the addition of the symbol does not create clutter so that other information is not legible."

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Fred Wilson
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Posts: 45
PostPosted: Mon Nov 09, 2015 12:03 pm    Post subject: Black Knight Airspace Aquisition Negotiations. Reply with quote

An unusual situation has arisen which is a good case study for Airspace Negotiations.

Black Knight (Kelowna BC) Airspace Acquisition Negotiations.

The manager of the Kelowna BC Airport Tower requested Okanagan Soaring Association (OSA) members to stop flying at our Black Knight flying site until we have obtained approval from the Kelowna Airport Authority.
This at our last Risk Management meeting with Nav Canada, November 2014. We informed our members of this and edited the Site Guide to say so - which lists the protocols to fly there.
See: http://www.flyok.ca/phpbb3/viewtopic.php?f=21&t=1043&p=2440
("Members Only" Forum - feel free to join.)

See also OSA's Risk Management meeting minutes from Transport Canada meetings at:
(Found in our Members Only "Forms and Documents" Forum.)

Black Knight is about 200 meters South East of the Terminal Control Area at the Kelowna BC Airport.
FYI #1: The Kelowna BC Airport Tower would be happier if our flying site was actually inside their Control Zone.
The could then authorize or disallow flights there as our activities would be in their Control Area.
Operating just outside their boundaries is a bit problematic. So we ± hope the Kelowna Airport Expansion plans include expanding the Contol Zone further southwards.

FYI #2: As far as I know, this is the first time we have been required to negotiate Airspace with an outside agency, not involved or responsible in any way with airspace issues.

The Kelowna Nav Canada Airport Tower was perfectly happy with us flying Black Knight.
But so many changes have happened over the past 40 years, ATC wants this extra step before they will agree to let us fly there again.
We have a 40 Year history of flying at the site with zero conflicts and zero issues.
We have annual Club meetings with the Airport Tower Personnel.

CARs state that "A person may operate a hang glider or an ultra-light aeroplane in controlled airspace
(a) within five nautical miles from the centre of an airport or heliport or within a control zone of
an uncontrolled airport where the person has obtained permission from the airport or heliport operator;

(b) within a control zone of a controlled airport where the person has obtained an air traffic control clearance
. . ..by two-way radio voice communication from the air traffic control unit of the airport

So if the Kelowna Airport Control area extended farther south of where it ends now, or is extended to do so, we would not need to be having this meeting with the Kelowna Airport Authority.
This would be because the Kelowna Control Tower would then control our airspace, we would fall under their jurisdiction, and they could authorize or forbid our activities and / or where and when we could fly.

James Hall, Airport Operations Manager, Kelowna Airport Authority phoned me.
They are very busy this fall with airport expansion but agree to meet with us in the new year regarding Black Knight access.
They stated they are very unlikely to approve Hang Gliding and Paragliding Activities so close to the airport.
- However, they are unaware that we are legal aircraft, defined as Gliders (Sail Planes) with the word hang or para appended, and that we are included in Canadian Aviation Regulations (CARs) like any other commercial or recreational aircraft.
Regulations pertaining to Gliders apply to us unless we are specifically excluded. Likewise any exclusions which apply to Glider in CARs apply to us as well

Brian Penner, Flight Operations, Supervisor Transport Canada Kelowna
(and likely Jason Rule Recreational Aviation Specialist, Inspector)
of Transport Canada, Civil Aviation Services Pacific Region, Kelowna stated they will attend the meeting in support of us in these negotiation.

Transport Canada, Civil Aviation Services is exactly that.
They work in support of Recreational and Civil Aviation and will assist us with this meeting.

(Transport Canada's Richmond Office hosts their Enforcement wing among other areas, like Airspace Negoatiations.)

Arguments for:
1. Hang Gliding and Paragliding pilots are recognized aircraft in Canadian Aviation Regulations (CARS.)

2. HPAC Member pilots carry $5,000,000 Liability Insurance and named Landowners who have given us permission to launch and / or land on their property are named insured in our Insurance Policy.

3. Hang Gliding and Paragliding takes place in many similar situations. There is plenty of precedence.
Example: (Vancouver's) Grouse Mt., (Victoria's) The Malhat, (Victoria's) Dallas Roads, (Duncan's) Mt Prevost,
(Kamloops) The Pimple and (Calgary's) Cochrane to name just a few.

Smaller Airports that permit Hang Gliding and Paragliding in their immediate vicinity include
Golden, Invermere, Oliver, Pemberton, Revelstoke and the Fort Langely Airport where Aero-Towing takes place.

4. Hang Glidng and Paragliding activities only occur at Black Knight South Wind Conditions when Aircraft approach and land coming from the North.
The Kelowna BC Airport Tower stated that the vast majority of take offs from Kelowna are VFR so they can get more aircraft off quickly.

5. One option open for us is to obtain a Special Use Airspace (CYA) block for the small area encompassing the Black Knight flying zone.

Arguments against:
The Westjet RCAP approach to Kelowna Airport is south of the creek at the bottom of the valley south of the Black Knight flying sites.
Our flying at Black Knight only extends south to the landing field along the highway to Big White Ski Hill which is half way up the mountain, well north of the Westjet RCAP approach.
The Kelowna BC Airport Nav Canada team played a video for us that clearly shows our activities are well clear of (north of) this Westjet RCAP approach.

2 B Cont...
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