Noncompliant AC DH-8s banned from US Airspace EFF Jan1 2020
Jan 4, 2020, 9:43 pm
#17
Join Date: Jan 2011
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Jan 5, 2020, 12:38 pm
#19
Join Date: Dec 2005
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software only as so much as a transponder requires software to translate the data entered (either through knobs or entry pad) to a digital format that is transmitted
Jan 5, 2020, 2:09 pm
#20
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If Bahamasair is paying $190k @ piece installed on 737-500, I hardly see the AC investment as "millons" per Dash-8 aircraft as another message above eluded to.
If the $190k price is in the ballpark: a plane that flies, say 8 segments a day--means $65 in cost per segment for a year, then paid off. So, less than $2 per passenger on that plane for one year.
If the $190k price is in the ballpark: a plane that flies, say 8 segments a day--means $65 in cost per segment for a year, then paid off. So, less than $2 per passenger on that plane for one year.
Last edited by expert7700; Jan 5, 2020 at 2:19 pm
Jan 5, 2020, 3:07 pm
#21
Join Date: Apr 2002
Location: YXE
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If Bahamasair is paying $190k @ piece installed on 737-500, I hardly see the AC investment as "millons" per Dash-8 aircraft as another message above eluded to.
If the $190k price is in the ballpark: a plane that flies, say 8 segments a day--means $65 in cost per segment for a year, then paid off. So, less than $2 per passenger on that plane for one year.
If the $190k price is in the ballpark: a plane that flies, say 8 segments a day--means $65 in cost per segment for a year, then paid off. So, less than $2 per passenger on that plane for one year.
Jan 5, 2020, 3:17 pm
#22
Join Date: Apr 2015
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From the above Jan1 image, I see 9 Canadian registration planes flying without ADS-B. I didn't take the time to cross reference against AC fleet list to see if AC is the only noncompliant operator in Canada. (Plus a single point in time won't show any of the aircraft that weren't in the air at the exact moment).
Did the only Skytrax 4* carrier in North America not feel the need to invest in this safety mandate?
I'm *sure* no customers notice a 35min longer flight time--nobody flies on a connecting flight in the winter. As we all know the DH8 is a speed demon compared to a jet
Did the only Skytrax 4* carrier in North America not feel the need to invest in this safety mandate?
I'm *sure* no customers notice a 35min longer flight time--nobody flies on a connecting flight in the winter. As we all know the DH8 is a speed demon compared to a jet
Jan 5, 2020, 3:34 pm
#23
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C-FJVV, Jan 4
https://www.flightradar24.com/data/aircraft/c-fjvv
https://flightaware.com/live/flight/...205Z/CYAM/CYYZ
C-FRUZ, Jan 5
https://www.flightradar24.com/data/aircraft/c-fruz
https://flightaware.com/live/flight/...755Z/CYYZ/CYAM
Jan 5, 2020, 3:44 pm
#24
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The US went with ground based ADS-B, and NavCanada is going with space based ADS-B. The FAA decided to go with a blanket everyone all altitudes needs ADS-B by Jan 1 2020. NavCanada is/was planning a phased approach. All Class A (typically FL180 and above) airspace and Class E airspace above FL600 by Jan 1 2021, Class B airspace (typically 12500 - up to but not including FL180) by Jan 1 2022.
I can try to find out more about the Canadian plans tonight at work if someone cares enough. I personally don’t. Space based ADS-B is here already in some areas of Canada, and eventually ADS-B will filter down to low level airspace where I work, but I don’t see it coming anytime soon.
Jan 5, 2020, 3:47 pm
#25
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Yes and no. Part of the issue is that some of Canadian Domestic Airspace has been delegated to US ARTCCs as has some US Domestic Airspace been delegated to Canadian ACCs.
While the approach to CYAM may enter US airspace, it’s actually controlled by Toronto Centre and the relevant airspace for that airport (as well as KANJ, and KCIU) has been delegated to Canada for control purposes.
While the approach to CYAM may enter US airspace, it’s actually controlled by Toronto Centre and the relevant airspace for that airport (as well as KANJ, and KCIU) has been delegated to Canada for control purposes.
Jan 5, 2020, 5:55 pm
#26
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Yes and no. Part of the issue is that some of Canadian Domestic Airspace has been delegated to US ARTCCs as has some US Domestic Airspace been delegated to Canadian ACCs.
While the approach to CYAM may enter US airspace, it’s actually controlled by Toronto Centre and the relevant airspace for that airport (as well as KANJ, and KCIU) has been delegated to Canada for control purposes.
While the approach to CYAM may enter US airspace, it’s actually controlled by Toronto Centre and the relevant airspace for that airport (as well as KANJ, and KCIU) has been delegated to Canada for control purposes.
Last edited by Badenoch; Jan 5, 2020 at 9:07 pm
Jan 5, 2020, 6:31 pm
#27
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I would not assume that Jan 1 things were in any practical sense better, but it means the FAA can implement much closer spacing of aircraft, and thus much more use of the airspace.
Canada doesn't have any where near the same traffic problems as does the USA. We must have plans to upgrade ground gear to receive the data, but there is not the same rush.
Jan 5, 2020, 8:56 pm
#28
Join Date: Jan 2011
Posts: 10
And of course software to receive and convert a few other parameters from other aircraft systems and buses. Pilots are not that quick on the keypads or knobs LOL even with the Millenial generation.
Jan 5, 2020, 9:43 pm
#29
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And as for pilots being quick on their (k)nobs.... I have heard stories, but I don't think this is the place to talk about that
Jan 5, 2020, 11:59 pm
#30
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ADS-B being required isn’t directly about safety, it’s about preparing to end the use of traditional radar and to allow surveillance in more areas than is (or was) possible with standard radar.
The US went with ground based ADS-B, and NavCanada is going with space based ADS-B. The FAA decided to go with a blanket everyone all altitudes needs ADS-B by Jan 1 2020. NavCanada is/was planning a phased approach. All Class A (typically FL180 and above) airspace and Class E airspace above FL600 by Jan 1 2021, Class B airspace (typically 12500 - up to but not including FL180) by Jan 1 2022.
I can try to find out more about the Canadian plans tonight at work if someone cares enough. I personally don’t. Space based ADS-B is here already in some areas of Canada, and eventually ADS-B will filter down to low level airspace where I work, but I don’t see it coming anytime soon.
The US went with ground based ADS-B, and NavCanada is going with space based ADS-B. The FAA decided to go with a blanket everyone all altitudes needs ADS-B by Jan 1 2020. NavCanada is/was planning a phased approach. All Class A (typically FL180 and above) airspace and Class E airspace above FL600 by Jan 1 2021, Class B airspace (typically 12500 - up to but not including FL180) by Jan 1 2022.
I can try to find out more about the Canadian plans tonight at work if someone cares enough. I personally don’t. Space based ADS-B is here already in some areas of Canada, and eventually ADS-B will filter down to low level airspace where I work, but I don’t see it coming anytime soon.