385
edits
Changes
mLine 47:
Line 47: − + + + − + − + + + + + − +
no edit summary
|[https://tc.canada.ca/en/aviation/publications/aviation-safety-letter/issue-4-2020/remotely-piloted-aircraft-systems-rpas-otherwise-known-drones Remotely Piloted Aircraft Systems] (2019 – ongoing)
|[https://tc.canada.ca/en/aviation/publications/aviation-safety-letter/issue-4-2020/remotely-piloted-aircraft-systems-rpas-otherwise-known-drones Remotely Piloted Aircraft Systems] (2019 – ongoing)
|Remotely Piloted Aircraft Systems, or drones, have become increasingly popular over the last several years. To address the safety risks associated with the growing number of drone operations, Transport Canada introduced Part IX of the ''Canadian Aviation Regulations'' (CARs) in January 2019. These rules outline the regulations for drone flights in Canada. However, the regulation did not fully cover beyond visual line-of-sight (BVLOS) operations and other innovative drone uses, which are crucial for extending operational range, improving efficiency, accessing remote areas, reducing costs, and enhancing safety.
|Remotely Piloted Aircraft Systems, or drones, have become increasingly popular over the last several years. To address the safety risks associated with the growing number of drone operations, Transport Canada introduced Part IX of the ''Canadian Aviation Regulations'' (CARs) in January 2019. These rules outline the regulations for drone flights in Canada. However, the regulation did not fully cover beyond visual line-of-sight (BVLOS) operations and other innovative drone uses, which are crucial for extending operational range, improving efficiency, accessing remote areas, reducing costs, and enhancing safety.
Transport Canada has used their authority under the ''[https://laws-lois.justice.gc.ca/PDF/A-2.pdf Aeronautics Act]'' to issue [https://tc.canada.ca/en/aviation/reference-centre/exemptions-canadian-aviation-regulations-cars/exemption-sections-60241-60366-paragraphs-90164c-90183c-canadian-aviation-regulations exemptions] and special licences for testing currently prohibited or unregulated drone activities under government supervision. This includes BVLOS operations in sparsely populated areas, below 400 feet, using visual observer detect and avoid (DAA) functions, and, in some cases, testing technological solutions for DAA.<br />The evidence gathered from this regulatory sandbox has supported Transport Canada’s decision to make [https://canadagazette.gc.ca/rp-pr/p1/2023/2023-06-24/html/reg6-eng.html amendments] to the ''[https://laws-lois.justice.gc.ca/PDF/SOR-96-433.pdf Canadian Aviation Regulations]'' regarding drone use in Canada. These changes, specifically for lower-risk BVLOS operations, will come into force on April 1, 2025.
Transport Canada has used their authority under the ''[https://laws-lois.justice.gc.ca/PDF/A-2.pdf Aeronautics Act]'' to issue [https://tc.canada.ca/en/aviation/reference-centre/exemptions-canadian-aviation-regulations-cars/exemption-sections-60241-60366-paragraphs-90164c-90183c-canadian-aviation-regulations exemptions] and special licences for testing currently prohibited or unregulated drone activities under government supervision. This includes BVLOS operations in sparsely populated areas, below 400 feet, using visual observer detect and avoid (DAA) functions, and, in some cases, testing technological solutions for DAA.
The evidence gathered from this regulatory sandbox has supported Transport Canada’s decision to make [https://canadagazette.gc.ca/rp-pr/p1/2023/2023-06-24/html/reg6-eng.html amendments] to the ''[https://laws-lois.justice.gc.ca/PDF/SOR-96-433.pdf Canadian Aviation Regulations]'' regarding drone use in Canada. These changes, specifically for lower-risk BVLOS operations, will come into force on April 1, 2025.
|- bgcolor="#C8D0C1"
|- bgcolor="#C8D0C1"
|Transport Canada
|Transport Canada
|[https://tc.canada.ca/en/dangerous-goods/electronic-shipping-documents/study-use-electronic-shipping-documents-transport-dangerous-goods Electronic Shipping Documents] (2020-2022)
|[https://tc.canada.ca/en/dangerous-goods/electronic-shipping-documents/study-use-electronic-shipping-documents-transport-dangerous-goods Electronic Shipping Documents] (2020-2022)
|The ''Transportation of Dangerous Goods Regulations'' previously required a physical paper shipping document to accompany most dangerous goods while in transport. To modernize this process, Transport Canada initiated a two-year regulatory sandbox to explore using electronic shipping documents instead of paper ones.
|The ''Transportation of Dangerous Goods Regulations'' previously required a physical paper shipping document to accompany most dangerous goods while in transport. To modernize this process, Transport Canada initiated a two-year regulatory sandbox to explore using electronic shipping documents instead of paper ones.
The primary goal was to determine if using electronic shipping documents could be as safe or safer than traditional paper documents. By reducing paperwork, the initiative aimed to modernize the regulations and streamline the transportation process. Throughout the regulatory sandbox, Transport Canada collaborated with industry stakeholders to pilot various digital platforms, ensuring they met stringent security and accessibility standards.<br /> Based on the findings, Transport Canada has modernized parts of the ''Transportation of Dangerous Goods Regulations'' to reduce the administrative burden and allow the use of electronic shipping documents for transport by rail and by remotely piloted aircraft systems. One of the key benefits of this initiative was the enhanced ability of first responders to access crucial information remotely, helping them avoid potential hazards. The speed and accuracy of information sharing were significantly improved, leading to more efficient and safer transportation processes. Additionally, the adoption of electronic shipping documents resulted in substantial environmental benefits, with participants saving 21 million sheets of paper, significantly reducing paper and ink usage.
The primary goal was to determine if using electronic shipping documents could be as safe or safer than traditional paper documents. By reducing paperwork, the initiative aimed to modernize the regulations and streamline the transportation process. Throughout the regulatory sandbox, Transport Canada collaborated with industry stakeholders to pilot various digital platforms, ensuring they met stringent security and accessibility standards.
Based on the findings, Transport Canada has modernized parts of the ''Transportation of Dangerous Goods Regulations'' to reduce the administrative burden and allow the use of electronic shipping documents for transport by rail and by remotely piloted aircraft systems.
One of the key benefits of this initiative was the enhanced ability of first responders to access crucial information remotely, helping them avoid potential hazards. The speed and accuracy of information sharing were significantly improved, leading to more efficient and safer transportation processes. Additionally, the adoption of electronic shipping documents resulted in substantial environmental benefits, with participants saving 21 million sheets of paper, significantly reducing paper and ink usage.
|-
|-
|Transport Canada
|Transport Canada
|Light Sport Aircraft (LSA) (2021-2025)
|Light Sport Aircraft (LSA) (2021-2025)
|Per ''[https://laws-lois.justice.gc.ca/PDF/SOR-96-433.pdf Canadian Aviation Regulations]'', Flight Training Units (FTUs) must have a Certificate of Airworthiness for their aircraft. Despite the potential benefits of using Light Sports Aircraft (LSA) for flight training, LSAs do not have such certification, making them unusable by FTUs. Incorporating LSAs could reduce costs for Canadian businesses, integrate new technologies into current practices, lower emissions and pollution with more fuel-efficient training aircraft, and enhance Canada's international competitiveness.
|Per ''[https://laws-lois.justice.gc.ca/PDF/SOR-96-433.pdf Canadian Aviation Regulations]'', Flight Training Units (FTUs) must have a Certificate of Airworthiness for their aircraft. Despite the potential benefits of using Light Sports Aircraft (LSA) for flight training, LSAs do not have such certification, making them unusable by FTUs. Incorporating LSAs could reduce costs for Canadian businesses, integrate new technologies into current practices, lower emissions and pollution with more fuel-efficient training aircraft, and enhance Canada's international competitiveness.
To explore this need, Transport Canada, supported by funding from the CRI’s [[Regulatory Experimentation Expense Fund]], enabled a regulatory sandbox to determine if LSAs can safely be used for flight training under an alternative regulatory approach. The goal of the regulatory sandbox is to assess the reliability and suitability of LSAs in training environments, focusing on their performance, emissions, and noise level. Transport Canada issued regulatory exemptions (CTA-001-2024) allowing LSAs to be used without the required Certificate of Airworthiness. The learnings from the regulatory sandbox will be used to inform the development of an appropriate regulatory framework to support the safe use of these innovative aircrafts.
To explore this need, Transport Canada, supported by funding from the [[:en:Regulatory_Experimentation_Expense_Fund|CRI’s Regulatory Experimentation Expense Fund]], enabled a regulatory sandbox to determine if LSAs can safely be used for flight training under an alternative regulatory approach. The goal of the regulatory sandbox is to assess the reliability and suitability of LSAs in training environments, focusing on their performance, emissions, and noise level. Transport Canada issued regulatory exemptions (CTA-001-2024) allowing LSAs to be used without the required Certificate of Airworthiness. The learnings from the regulatory sandbox will be used to inform the development of an appropriate regulatory framework to support the safe use of these innovative aircrafts.
|}
|}
__NOTOC__
__NOTOC__