RESA…Where are we know? Impact of RESA on aerodromes.

1. RESA…Where are we know?Impact of RESA on aerodromes. 26th Annual Convention 14th Annual Trade Show October 2-4, 2011 Practical Solutions for Regulatory Change

2. What It Is (Runway End Safety Area) • Ground natural compacted area with a simple grade • No abrupt changes to the grade • Not load bearing • Approach Lighting System is OK • Meant to be natural, with no large infrangible objects • Stabilized with grass cover is preferred • Starts after 60 m runway stripe, then a 90 m RESA, total 150m RESA Practical Solutions for Regulatory Change

3. Transport Canada/CARAC Study • Between 1990-2010, 2, 486 runway excursions • 1771 from CADORS • 354 from TSB undershoot list • 365 from TSB overshoot list • Through data filtering, they removed: • all undershoots greater than 100 feet; • all overruns greater than 1000 feet; • all lateral deviations; and, • all non-known aerodromes. Practical Solutions for Regulatory Change

4. Transport Canada/CARAC Results • 46 undershoots • all domestic • 93 were within 500’; • 11 % were at international airports; • 59% were G/A, 6 were turbojet (704/705); • average of 2.3 per year; • 1 in 2011 (as of August 23rd, 2011) Practical Solutions for Regulatory Change

5. Transport Canada/CARAC Results • 424 overruns • Average of 21.2 per year • 11 in 2011 (August 23rd, 2011) • 91% within 500’ • 11 % were at international airports; • 81 turboprop vs. 343 propeller • 703/704 is 33% of the propeller group • 703/704 aircraft typically operate on code 2 or 3 runways • No coloration to runway length Practical Solutions for Regulatory Change

6. NPA 2010-012 • Original in 2010 was for feedback purposes • 2011 revision is from the CARC, and is a concrete proposal • Canada is currently in non-compliance with ICAO Standard, and TSB Watch List • 3 major changes in 2011 revision: • Timeframe is now 3-5 years (however not noted in the NPA) • Section 302.561 clarifies what is permitted in a RESA, permitted by its function • A let was put in for Northern and Remote, however this was not based on a safety case, and was not consulted • The USA has a let for Alaska, and TC rationalized that this would work for Canada too, using “North of 60” as its basis Practical Solutions for Regulatory Change

7. NPA 2010-012 • Transport Canada listed an omission for operations of aircraft with 9 passengers or less (as they understood that that was the USA standard) • TC was recently informed that the USA actually uses 30 seats or less as a standard Practical Solutions for Regulatory Change

8. Application of RESA • 302.551 • Subject to section 302.552, and 302.553, the airport operator shall provide a runway end safety area where the runway length is: • (a)1 200 m or greater; or • (b) less than 1 200 m and the runway type is non-precision or precision; and • (c) the runway is utilized by scheduled passenger-carrying operations of an air carrier operating aircraft designed for more than 9 passenger seats as determined by the aircraft type certificate. • 302.552 • This part does not apply to airports located north of the 60th degree parallel that only serve air carrier operations utilizing small aircraft. Practical Solutions for Regulatory Change

9. Application of RESA • As proposed, it could effect airports and aerodromes, although the legislation references 302 (certified airports) • This regulation will pertain to all airports with: • Scheduled Service • In a built up area • Or certified in the public interest • To meet the standards, a combination of declared distances, EMAS, and RESA can be utilized Practical Solutions for Regulatory Change

10. Cost of RESA • TC stated that the cost of implementing RESA would be in excess of $400 million • TC did not recognize additional costs for maintaining RESAs, maintaining EMASs, or purchasing appropriate maintenance equipment (i.e. specialized plows, etc.) • Airports of all sizes will be looking at all sources to fund this, or alternatively will be looking at options which may degrade safety all together, ie: • Removal of Nav Aids • Increase Minimums Practical Solutions for Regulatory Change

11. CARAC • At the September CARAC meeting, the NPA was moved forward with dissents • Of those in attendance, all but ACPA and CAC voiced their dissents to the NPA • Under the CARAC Charter, formal written dissents must be submitted with 45 business days of the end of CARAC (Which brings us to November 25, 2011) • Areas which can be dissented to include: • Funding • Definition of small aircraft • Definition of Northern and Remote Operations (as opposed to north of 60) Practical Solutions for Regulatory Change

12. Government Next Steps • Guidance material on EMAS will be going out ASAP • TC will be conducting risk assessments, and cost-benefit analysis, to warrant the implementation of 150 m RESA, as opposed to the 300 m RESA on the TSB Watch List • TC wants to work with industry to develop a phased in approach, determined by risk assessments • TC would like to take a systemic approach to look into other options (i.e. the cause of the events – pilot error, weather, etc.) • TC views a timeframe of 5 year implementation as reasonable Practical Solutions for Regulatory Change

13. AMCO Next Steps • Write letter of dissent, outlining: • Aircraft operations (including possibly 40 seats and below) • Defining North and Remote (possibly based on population, and/or access to the community with support from stakeholders/MTO) as opposed to simply north of 60 • Funding… • RESA is moving forward, and we all need to leverage as much as possible Practical Solutions for Regulatory Change

14. Thank You Terry Bos President, AMCO Board of Directors CEO, Sault Ste. Marie Airport Development Corporation amco@amco.on.ca 1.877.636.AMCO (2626) Practical Solutions for Regulatory Change