GENERAL AVIATION IN A STUDY OF ITS DEVELOPMENT AND POLICY

By

Wayne C. McNeal B.A., University of , 1965

A THESIS SUBMITTED IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF

MASTER OF ARTS

in the School of Community and Regional Planning

We accept this thesis as conforming to the required standard

THE UNIVERSITY OF BRITISH COLUMBIA

April, 1969 In presenting this thesis in partial fulfilment of the requirements for an advanced degree at the University of British Columbia, I agree that the Library shall make it freely available for reference and Study.

I further agree that permission for extensive copying of this thesis for scholarly purposes may be granted by the Head of my Department or by his representatives. It is understood that copying or publication of this thes.is for financial gain shall not be allowed without my written permission.

Wayne C. McNeal

Department of Planning

The University of British Columbia 8, Canada

April 30, 1969. 1

ABSTRACT

GENERAL AVIATION IN CANADA A STUDY OF ITS DEVELOPMENT AND POLICY

General aviation, which includes all aircraft except those of the military and the scheduled air carriers,

is an important sector of the air transportation system.

The impact of general aviation cannot be regarded lightly whether for business, pleasure, industrial use or comm• ercial air service, these aircraft account for 98 percent

of the total civil aviation fleet and they flew over

80 percent of the total hours flown in 1967. General aviation is growing at a rate that, alone, could absorb all available capacity of air traffic control and ground- handling facilities at some major metropolitan airports.

Paradoxically the growth of general aviation and its absorption of facility capacity causes congestion and delay and threatens to limit the system development.

Despite the key role it plays in supporting the industrial

and service bases that make our air transportation system possible, general aviation demands have not been adequately met because of an absence of data to formulate an effective policy.

The objective of this study is to assess the devel• opment and future trends of general aviation for the purpose of policy considerations and facility planning. General aviation data presented in this study has been derived from responses to questionnaires mailed to private aircraft owners and commercial non-scheduled air carriers who had aircraft during 1967. The data was collected and compiled by the Department of Transport with assistance of the Aviation Statistics Centre in two segments:

Part 1- Responses received from owners of private

aircraft

Part 2- Responses by Canadian carriers and statistical

data reported directly to the Air Transport

Committee.

All the forecast demand factors indicate a monumental requirement for capital investment in airports and the airspace systems. It is apparent that the present general aviation policy will have to be adapted to meet the anticipated demand. Present policy does not treat the planning and allocation of our airways and airports as though they were scarce economic resources. All too often, the concept of efficient use of resources is not an integral part of the promotion of aviation or the fostering of its growth and development.

It is therefore, recommended that a national general aviation policy is required in which the proper allocation of airways and airports for the most efficient use possible of general aviation facilities can be developed in re- lation to the total system demand.

It is further recommended that the Federal Government review and modify its existing policy regarding federal contributions to or the responsibility for the direct contribution of general aviation airports. The Federal

Government's heavy financial burden to meet the require• ments for mainline airports suggests the desirability of encouraging the provinces and local municipalities to assume a greater share of the developing and financing of non-mainline airports for general aviation use. General aviation benefits mainly a region or local community since it primarily serves only the air transportation needs of the regional district or the municipality. It seems natural, since the main benefits accrue to the province and municipality, that the Federal Government should establish a liaison with the other levels of government to promote general aviation. The main theme of such a liaison should be to stress the idea of integration of planning and devel• oping of general aviation within the framework of comprehen• sive regional and community plans as well as the national air transportation system. The expenditures for general aviation facilities could be shared by all three levels of government and these amounts should be matched by general aviation user charges. iv

TABLE OF CONTENTS

CHAPTER

I. INTRODUCTION 1 Air Transport and National Economy 1 Air Transport: Prospects and Problems g General Aviation: A Definition U

II. HISTORICAL ASPECTS 17 Early Pioneer Flights ]_7 Developments During World War I 21 After the "Great War" 22

Early Canadian Government Aviation Policy 24 Doldrum Flying 25 Early Business Use of Aircraft 25 Aviation Comes of Age 2 8 Plans for a Trans-Continental Airway 3^ The Flying Club Movement 32 The Flying Club Movement During the 34 Depression Other Government Sponsored Assistance 35 Programs Early Air Mail 36 Trans-Continental Airway Construction 4^ Program Airway Construction During the Depression 42 Commercial Air Operations During the 45 Depression Pre-War Changes in Civil Aviation 4-7 Other Pre-War Developments 59 World War II and Aviation Developments ^3 in Canada Post-War General Aviation 57 Specialty Air Services 82 Airport Development 95 Summary of General Aviation History 93

III. GENERAL AVIATION IN THE SIXTIES 101

General Aviation Activity by-Type of Flying -j_g2 The Aircraft Fleet -^Q3 Operation of Commercial Non-Scheduled -J.^Q Registered Aircraft Development of Commercial Flying U3 Fixed Base Operations ]_14 General Framework of Operations ^2 2

Unit-Toll Operations , ^25 Bulk Flying Operations !27 V

Proposed Changes in the Regulation of Charter ,129 Air Services Specialty Air Services 135 Operation of Privately-Registered Aircraft 163 State Aircraft 203

IV. 'GENERAL AVIATION BY 1980 206 Forecasting technique 206 General Aviation by 1980: A Forecast 227

V. GENERAL AVIATION POLICY 2 40 General Aviation Demand 240 Demand for Aviation Facilities 241 Responsibility of the Federal Government 242 Canadian Airports 254 Federal Capital Assistance for Airports 276 Provincial Airport Capital Assistance 288 Programs General Aviation and Community 29 7 Consequences Benefits 297 General Aviation as a National Resource 299 Economic Impact of General Aviation 301 Costs 304 A National Airport System 312 Framework of a National General Aviation 320 Policy Constructs of a National General Aviation 324 Policy

APPENDIX vi LIST OF TABLES

Table Page

1. Trends in Direct Intercity For-Hire Transportation Costs as a Percent of GNP, 1953-1980 3

2. Trend in Private Transportation Costs and the GNP

(Constant 1949 Dollars) 1953-1980 4

3. Total Operating Revenues of Canadian Air Carriers 5

4. Summary of Canadian Commercial Air Operations 26

5. Operating Statistics of Commercial Aviation in Canada 1925-1929 30 6. The Flying Club Movement During the Depression Period

1929-1935 35

7. Total Licenced Air Personnel in Canada, 1933-1939 37

8. Mail Carried by Commercial Air Transport Operators, 1929-1935 40

9. Airway Construction Progress, 1930-1931 43 10. Airport Construction and Development Expenditure from Unemployment Appropriations 45

11. Gold Production in Canada During the Depression Years 48

12. Operating Statistics of Civil Aviation in Canada, 1930-1935 49

13. Federal Government Expenditure on Airway Development 1937-1940 52

14. Licencing Statistics, Board of Transport Commissioners 54

15. Operating Expenses per Ton-Mile, and Six Other Largest Operators, 1936 56

16. Selected Statistics, Trans-Canada Air Lines, 1938-1940 60

17. Commercial Air Transport Operators, Exclusive of TCA, 1936-1940 62

18. Civil Aviation in Canada, Traffic Statistics, 1936-1940 63

19. Domestic Air Carriers Licenced by the Air Transport Board 1944-1948 70

20. Non-Scheduled Fixed Base Operators, ATB Licences in Force as of December 31, 1948, Geographical Distribution 71 vii

List of Tables, contd.

21. Domestic Non-Scheduled carriers, 1946-1951 74

22. Charter Operations in Canada (Bulk Transport), 1952-1958 76

23. Flying Training in Canada, 1952-1958 80

24. Recreation Flying and Aircraft Rentals, 1952-1958 81

25. Statistics of Helicopter Operations, 1949-1958 84

26. Changes in the Degree of Concentration in the Helicopter Industry, 1954-1958 85

27. Aerial Application and Distribution, Commercial Air Carriers, 1952-1958 87

28. Number of Aircraft Owners, Aircraft and Hours Flown in Commercial and Private Agricultural Spraying and Dusting and Other Private Agricultural Flying in Canada in 1957 88

29. Aerial Photography and Survey, Commercial Air Carriers, 1952-1958 90

30. Aerial Photographs, Commercial Air Carriers, 1952-1958 91

31. Aerial Inspection and Reconnaissance, Commercial Air Carriers, 1952-1958 93

32. Aerial Advertising, Commercial Air Carriers, 1952-1958 94

33. Registered Civil Aircraft in Canada, 1946-1958 96

34. Licenced Airports in Canada, 1946-1958 98

35. Airport Investment Expenditures by the Department of Transport 99

36. Civil Aviation Aircraft by Type of Registration 107

37. Active Civil Aviation Aircraft by Registration, by Class, 1967 108

38. Civil Aviation Hours, by Registration Type, by Aircraft

Class, 1967 110

39. Total Revenue Hours by Commercial Air Carriers, 1960-1967 116

40. Types of Business Ownership Reported by 272 Commercial Operators 117 41. Hours Flown as a Service to Industry Groups in 1967 by Commercial Air Carriers 120

42. Passengers and Freight Carried by Non-Scheduled Air Carriers 1960-1967 121 List of Tables, contd. viii

43. Non-Scheduled Air Carrier Employment (Average Number)

1960-1967 122

44. Unit-Toll Hours, 1960-1967 129

45. . Bulk Transportation Hours, 1960-1967 134

46. Bulk Transportation Hours, Distribution by Province

(Fixed Wing), 1960-1967 136

47. Specialty Air ServicesRevenue Hours, 1960-1967 137

48. Specialty Air Services Hours, 1967 138

49. Royal Canadian Flying Clubs Association, Revenue Flying

Hours, 1961-1967. 143

50. Specialty Air Services, Flying Training, 1960-1967 145

51. Air Crew Licences, 1960-1967 147

52. Geographical Distribution of New Licences Issued, 1967 148

53. Accidents to Canadian Registered Aircraft, 1960-1967 151

54. Government Sponsored Pilots, Subsidy Program, 1960-1967 153

55. Specialty Air Service, Recreational Flying and Aircraft

Rental Hours, 1960-1967 155

56. Specialty Air Services, Aerial Photography, 1960-1967 157

57. Specialty Air Services, Aerial Photography and Survey, 1960-1967 158 58. Specialty Air Services, Aerial Application and Distribution, 1960-1967 160 59. Specialty Air Services, Aerial Inspection, Reconnaissance,

and Advertising, 1960-1967 162

60. Specialty Air Services, Aerial Construction, 1967 166

61. Specialty Air Services, Air Ambulance on Mercy Services, 1967 168

62. Percentage of Private Aircraft Use in Business and Pleasure (United States), 1966 171 63. Performance and Costs of Typical Business Planes 174 64. Relationship between the Number of Active Corporations and the Number of Plane-Owning Firms, Employed Work force and Number of Aircraft Distributed by Major Industrial Groups for the United States 175 ix List of Tables, contd.

65. Lockheed-Georgia Company Survey 177

66. Business Management Survey 178

67. Non-Business Flying Hours 180

68. Private Aircraft, Total Hours Flown by Activity, 1967 181

69. Average Annual Aircraft Expenditures, Operations and Maintenance, United States, 1966 184

70. Private Aircraft, Ownership by Group, 1967 187

71. Private Aircraft, Provincial Distribution, 1967 189

72. Private Aircraft, Average No. of Persons Carried

(Including Crews), 1967 191

73. Aircraft Cost at Time of Purchase, United States, 1966 194

74. Private Aircraft, Reason for Ownership, 1967 196

75. Private Aircraft, Age Group of Owner/Pilot, 1967 198

76. Private Aircraft, Owner/Pilot Income Level, 1967 200

77. Type of Business of Owner/Pilot, United States, 1967 201

78. Maximum Level of Education Attained, Owner/Pilot,

United States, 1966 202

79. Other Leisure Time Activities, Owner/Pilot, United States, 1966 203

80. Total Aircraft Utilization, State Aircraft, 1967 205 X List of Tables, oontd.

81. Forecast and Actual Aircraft Registration 209 82. Forecast and Actual General Aviation Flying 211 Hours 83. Number of Aircraft Hours and Average 212 Annual Utilization 84. Number of Aircraft, Hours Flown and Average 213 Annual Utilization by Aircraft Type 85 . Civil Aircraft Fleet, 1961-1980 234 86 . Total Number of Hours Flown, 1961-1980 236 87. Pilot Licenses, 1961-1980 239 88 . Airports in Canada as of October 1st, 1939 257 89. Canadian Airports 262 90. Aircraft Movement Statistics, Airports With 267 D.O.T. Control Towers 91. Learding Canadian Airports 269 92. Total Operations at 10 Busiest Towers 271 93. Federal Aid to Airports , 280 94. 19 6 8 National Airport Plan 281 95. Airport Capital Assistance Program 285 xi

Acknowledgements:

In preparing this study I received generous assist•

ance and encouragement from a great number of persons

and I profited directly or indirectly from personal, professional or academic contacts.

In the first place I wish to acknowledge the assist=

ance of my thesis advisor, Dr. V.S. Pendakur.

I would also like to express my gratitude to the

Department of Transport, especially Messrs. L. Hewson

and A. Conboy for most valuable help, encouragement

and tolerance when conducting the General Aviation survey.

I am deeply indepted to Messrs. A. Saumur, K. Marks

and R. Gamey for their encouragement and assistance

in solving many of the problems which arose in the writing

of this study.

Of course, none of the persons named above is re•

sponsible for any views expressed or errors of fact

or interpretation.

Wayne C. McNeal. Note:

During the preparation of this study I have been a member of the Civil Service of Canada, as an Economist,

Transportation Policy and Research Branch of the

Department of Transport. I wish to make it clear that any opinions expressed in this study do not necessarily reflect views of the Department of Transport or its staff members; all the facts and statistics given are available to the public either in a published form or on request. I. INTRODUCTION

AIR TRANSPORT AND NATIONAL ECONOMY

Transportation has historically played a very important role in the unification and development of Canada (1). The demand for increased mobility by the public has continually outpaced the supply of transportation services and facilities. The recent shift of emphasis from a production-oriented economy to a distribution-oriented economy has further intensified the need for improved communications and transportation systems in recent years.

The National Transportation Act of 1967 was designed to provide the necessary apparatus to improve Canadian transportation systems. The central policy theme of the Act, "that an economic, efficient, and adequate trans• portation system making the best use of all available modes of transportation is essential to protect the interests of the users of transportation and to maintain the economic well-being and growth of Canada...," is an attempt by the government to solve the transportation problem by viewing transportation as a total system (2). The Act creates the Canadian Transport Commission, a government board charged with the responsibility of providing the basic administrative and policy framework from which national transporation policy can be derived. The basic policy outline can, in turn, generate specific applications of policy to various transport modes. Development should be rationally integrated in the most efficient, effective, and comprehensive manner as enunciated by national transportation policy.

Transportation plays an important role in the development of Canada principally because of its impact on national economy. Direct expenditures on transportation are large. Twenty-five to thirty percent of Canada's gross 2 national product is attributable to transportation. J. W. Pickersgill,

President of the Canadian Transport Commission, estimated it to be approxi• mately 25 percent (3). Calculations made by the Royal Commission on Canada's

Economic Prospects, however, suggest a slightly higher percentage; approxi• mately 30 percent. The United States' economy, by comparison, is not affected to such a large extent by transportation expenditures. The percentage contribution to GNP from transportation expenditures is only about 20 percent (4).

Transportation expenditures' contribution to Canada's GNP are derived from two sectors: the public for-hire sector, and the private sector.

Considering only the public for-hire component of transportation costs— railways, motor vehicles, airlines, water carriers, and pipelines—contribute between 6 to 8 percent to the Canadian GNP. Data in Table 1 shows the trends in public transportation cost and the GNP for 1953-1980 period.

Estimates for the contribution of the private sector are extremely difficult to determine accurately because of the absence of collected data; nevertheless, estimates made by the Royal Commission on Canada's Economic

Prospects indicate that this sector contributes approximately 20 percent to the

GNP. Data in Table 2 illustrates the Royal Commission's calculations for the private sectors transportation costs contribution to GNP.

With continued growth of the GNP, all public carriers with the exception of rail, continue to make revenue gains in their share of the increasing transportation market. Air transportation, the newest transportation mode,.has seen remarkable gains over the last ten years. Operating revenues have nearly doubled: from $190.0 million in 1957 to $543.6 in 1967. Data in Table 3 illustrates the trend in operating revenues of Canadian air carriers. 3

Table 1. Trends in Direct Intercity For-Hire Transportation Costs as a Percent of GNP 1953-1980

Motor Water Year Railways Airlines Pipelines Total Vehicles Carriers

1953 4.6 1.8 .41 1.0 .11 7.92 1960 4.0 1.9 .54 1.2 .21 7.85 1965 3.7 2.0 .59 1.2 .25 7.74 1970 3.2 1.9 .57 1.2 .27 7.14 1975 2.8 1.9 .56 1.2 .28 6.74 1980 2.6 1.8 .52 1.1 .28 6.30

Source: Royal Commission on Canada's Economic Prospects. 4

Table 2. Trend in Private Transportation Costs and the GNP (Constant 1949 Dollars) 1953-1980

Estimated Private Gross Transportation Index National Index Year Percent Costs 1953=100 Product 1953=100 of GNP (000,000) (000,000)

1953 $ 3,797 100.0 $20,353 100.0 18,. 7 1960 5,772 140.8 26,100 128.2 22., 1 1965 7,263 177. ,2 32,300 158.7 22.. 5 1970 8,888 216.. 9 40,700 200.0 21.8 1975 10,843 264.. 6 50,300 247.1 21.6 1980 13,124 320.2 61,900 304.1 21.2 Table 3. Total Operating Revenues of Canadian Air Carriers

Year Operating Revenues

1957 $190,082,035 1958 201,713,936 1959 222,423,558 1960 235,973,562 1961 254,873,901 1962 284,618,321 1963 308,835,913 1964 334,930,874 1965 392,806,566 1966 460,556,463 1967 543,609,778

Source: Dominion Bureau of Statistics Civil Aviation Annual, (: Queen Printer, Annual). 6

There are numerous growth indices besides operating revenues which indicate civil aviation is one of the most rapidly expanding transportation modes.. Two examples are total passengers carried and total passenger-miles flown. Total passengers carried by civil air carriers increased from 4.4 million to 9.0 million between 1957 and 1967, an increase of 106 percent.

Total passenger-miles flown increased dramatically—nearly 300 percent during the same time period: from 1.9 billion passenger-miles to 7.6 billion passenger-miles (5) .

Air transportation has progressed so rapidly that, today, it is the dominant intercity mode of transportation. A 1966 study in the United States indicated that air transportation accounted for 66 percent of common carrier passengers. In 1950, air transportation only accounted for 13 percent (6).

While speed and convenience have been the basic qualities attracting passengers to air travel, the growth experienced would not have occurred except for a viable economy. The economy, through the media of GNP, disposable income, full employment and so forth, is expected to continue to expand. An expanded economy is likely to result in a growing demand for air travel and for shipment of goods by air.

Besides a viable economy, there are other factors which are expected to stimulate the growth of air transport. A fleet of even more economical, high- payload aircraft, such as the and Lockheed 1101, will soon be coming into service in Canada. The lower fares that are possible with these new aircraft should give rise to a proportionate increase in the number of non• business air travellers. Increased leisure time will also result in more travel. A higher percentage of the population is becoming more highly educated, and past experience shows that as the level of education increases, 7 so does the tendency to travel (7). The younger coming into the air travel market have accepted air travel and do not have a fear of flying, which should expand the market even further.

These factors of growth lend credence to forecasts that predict increases of at least three times the current number of domestic revenue passengers carried by Canadian air carriers and air cargo increases of up to ten times the current level within the next twelve years. A recent Department of

Transport forecast, for example, predicts that the 12.5 million passengers boarded on scheduled air carriers in 1966 will grow to 36.3 million passengers by 1981; air cargo is expected to increase from 71 thousand tons in 1966 to

846 thousand tons by 1981. (8) However, serious obstacles are beginning to impede the anticipated growth of air travel.

AIR TRANSPORT: PROSPECTS AND PROBLEMS

Up until now, the growth of air travel has been unhampered by capacity restrictions in such system elements as runways, terminal facilities, and surface access between city centres and airports. As the demand grew, the system could grow to satisfy it. And, as the service improved, the demand grew larger. But these favourable conditions are now disappearing in the larger Canadian cities. In the United States, the situation is critical; at many "hub" airports, the saturation point has been reached, and saturation is equated with delays. The Air Transport Association in the United States estimated the direct cost of operating delays in 1965 at $41 million (9).

Potential delay costs in the next decade will be significantly greater. Serious new problems will be introduced when the large subsonic jets and the SST's are introduced into service. Any given set of facilities has a finite capacity 8 beyond which it cannot handle the load. During peak traffic hours, the larger

Canadian airports are now experiencing frequent and serious congestion.

Increasing congestion and longer delays will be the result if the fixed capacity to handle still heavier loads is not changed. Improvements and additions are being made to our present facilities but substantial new facilities cannot be generated fast enough to avoid congestion delay. In less than ten years, a large

Canadian airport, like , could experience the same congestion situation as the airports in the New York area are experiencing today. It is difficult to predict what will finally limit the capacity of individual airports. It could be airport access and egress. It could be the ability of the air traffic control system to handle arrivals and departures. It could be the terminals themselves. It could be the ground handling facilities for airplanes. Other factors that may limit the ability of the air transportation system to meet demands are: noise and pollution, jurisdictional complications, federal fiscal policy and the growth of the general aviation segment of civil aviation.

It was the jet engine that made large and efficient aircraft possible; jet engines,, unfortunately, make noise. No solution to the noise and pollution problem is yet in sight. Noise and pollution will lend pressure to more airports farther from urban areas. Financing the construction of new airports will be a major challenge if noise and pollution force the issue. Locating suitable land areas for airport relocation would be another gigantic problem.

Another inhibition to growth of air transportation is political jurisdiction. In Canada, the major airports are owned and operated by the federal government. But there are still political jurisdictional problems.

When a new major airport is required to be built, it is likely that the land required for this purpose could be owned by one or more municipalities, provinces, 9 local and/or others. Access roads and supporting systems to the new airport will similarly cross real estate owned and/or controlled by several municipalities.

The resulting jurisdictional problems can delay a project for many years, and they can force compromises that may inevitably result in less than optimum facilities.

Financing is a difficult growth constraint facing the air transportation system. Current austerity programs are forcing adoption of a federal fiscal policy that passes to the users the responsibility of paying for a greater share of the system. The airlines must make the service fit existing fiscal policy rather than expect fiscal policy to evolve to permit development of the desired service. Safety requirements in a climate of austerity will force even greater air and ground delays than those now being experienced, as inadequate traffic control facilities and overburdened controllers try to accommodate anticipated heavier traffic loads. New airports and improvements must be planned against lowered federal assistance. New access systems to move people and goods to airports are needed and are also expensive. Policy changes tend to lag behind changes in the climate that occasioned the policy change in the first place, a factor that suggests that the system will have to live with austerity for the time being.

One factor threatening to limit system growth is paradoxical. General aviation—the air taxis, fixed-based operations, company and private airplanes that play a key role in supporting the industrial and services bases—is growing at a rate that, alone, will absorb anything short of extraordinary expansion of air traffic control and ground-handling facilities. 10

It is this important component of civil aviation that is the subject of this study. If maximum use must be made of air transportation facilities to accommodate air travel demand, then the general aviation segment of the system must be understood. By analyzing the interrelationships of a component part like general aviation, a truly comprehensive air transportation system can evolve which will meet the required public demand.

The impact of general aviation cannot be regarded lightly. In the

United States, general aviation aircraft carried nearly 40 million passengers in 1966. They accounted for 16.2 million aircraft operations at airports with

FAA traffic control services, as against 8.2 million operations by the commercial airlines. Even these cursory figures make it clear that neither the airlines nor general aviation should seek solution to their problems in isolation.

There are no fundamental differences of objectives between the scheduled air carriers and general aviation. Both are seeking to provide an efficient, safe, and productive air transportation system by each fulfilling its proper role. There is, however, a basic difference in requirements for these two segments of civil air transportation. Public transportation must operate over given routes at specified times. General aviation, conversely, must be flexible, being able to move to and from numerous points with departure and arrival times set by the travelling public. Either segment of the air transportation system failing to do its individual job will seriously hinder both segments' ability to properly meet the public demands. 11 GENERAL AVIATION: A DEFINITION

Civil aviation is divided into two main groups. The larger group, known commonly as "general aviation," consists of a wide range of flight activities including business transportation, training of pilots, crop dusting, forest fire fighting, air taxi service, personal transportation and private recreational flying, and a host of other diverse activities. The smaller group consists of the well known and well documented scheduled airlines.

There are many definitions by which general aviation operations can be identified within the overall context of civil aviation. Some of the more common definitions used by various government agencies, aviation industries, and other interested groups are, for example:

1. All aircraft except those operating under Air Transport Committee

Class 1 and 2 Air Transport Regulations;

2. Aviation operations using aircraft smaller than a DC-3,

all aircraft operations with aircraft which weigh under 12,500

pounds gross take-off;

3. All aircraft operations using privately registered aircraft and

all operations except those by commercial air operators.

Each of these definitions are slightly different and add to the confusion in trying to identify general aviation. 12

The most commonly used definition of general aviation, and the one accepted in this study is: "all flying operations performed by civil aircraft other than those used in scheduled airline service by commercial air carriers."

This definition forms the basis by which the general aviation segment of civil aviation is analyzed in this study.

Although general aviation is treated as a single segment, it is often divided into several common types of flying operations including: personal and business, instructional, aerial application, industrial, and air taxi.

1. Personal flying includes the use of an aircraft for personal

purposes not associated with a business or profession, and not

for hire. This includes maintenance of pilot proficiency.

2. Business flying is the use of an aircraft not for compensation or

hire by an individual for the purposes of transportation required

by a business in which he is engaged.

3. Instructional flying includes any use of an aircraft for the

purposes of formal instruction with the flight instructor aboard,

or with the manoeuvers on the particular flight(s) specified by the

flight instructor.

4. Aerial application in agriculture and forestry consists of those

activities that involve the discharge of materials from aircraft

in flight and a miscellaneous collection of minor activities that

do not require the distribution of any materials. 13

5. Industrial/special flying is any use of an aircraft for specialized

work allied with industrial activity; excluding transportation and

aerial application. (Examples: pipeline patrol; surveys;

advertising; photography; helicopter hoist; etc.)

6. Air taxi includes the use of an aircraft for 'on demand' charter

operations by a non-scheduled commercial air operator.

The history of general aviation has been characterized by changing trends and shifting emphasis. Before World War I, general aviation was in an early transitional period of experimentation and public interest but relatively little growth. Early examples of general aviation flying in the twenties and thirties were the formation of flying clubs, expeditions into the

Arctic, and "barn storming" operations. Imperial Oil Limited, with two

Junkers floatplanes, Consolidated Mining and Smelting's DW.90 Dragonfly, and

T. Eaton Company's Beechcraft 18 are examples of business-owned aircraft during this era (10).

World War II gave all segments of aviation the necessary impetus for growth. An aviation manufacturing industry was created; hundreds of pilots were trained, great strides were made in aviation technology; large numbers of airports were built or expanded; thousands of passengers were carried; but perhaps most important of all, flying became an accepted means of travel.

General aviation activities were a part of this remarkable increase in air transportation. Immediately following the war, instructional and personal flying soared with government-supported training programs and as former military pilots continued to fly privately, large numbers of aircraft were also declared 14 surplus and could be obtained for a modest capital outlay by the public.

Business and commercial firms realized the advantages of flying (primarily speed) and were quick to apply them.

A steady uptrend has been evident in generally all segments of general aviation for the last two decades. In 1951, there were only 2270 aircraft registered in Canada. As of December 31, 1967, the number of registered aircraft had increased to a substantial 9162, an increase of over 300 percent during the 15-year time interval (11) . Aircraft registrations are expected to increase by approximately 50 percent within the next ten years. Out of the total of over 9000 aircraft registered, only about 225 are aircraft which are registered

to scheduled airline companies. In point of numbers, there are more than 40 general aviation aircraft for every scheduled aircraft in Canada. The majority of the 1967 general aviation fleet (6047) are privately registered aircraft used for business, personal transportation, and recreational purposes. Aircraft registered to non-scheduled commercial air carriers are the next largest group

(approximately 2260 aircraft). These aircraft are used for industrial/special, aerial application, and air taxi uses. The remaining registered aircraft are mainly owned by various levels of government (state owned) or experimental use aircraft (12).

It has been estimated that Canadian general aviation aircraft flew

over 1,500,000 hours in 1967 (13). This is nearly four times the number of

flying hours performed by scheduled airlines in the same year. Non-scheduled commercial air carriers flew approximately 150,000 hours out of the total general aviation hours (14). 15

Statistics regarding the number of passengers carried by all general

aviation in Canada are not presently collected, however, in the United States,

the FAA states "as many people use general aviation each year as are carried

as passengers on all the airlines." (15) If the same ratio holds true for Canada,

then it can be assumed that general aviation aircraft carried nearly eight million passengers in 1967 (total enplaned domestic passengers on scheduled

airlines in 1967 was 7,971,450). Statistics filed in the same year by the

non-scheduled air carriers show that over 400,000 passengers out of the

estimated total general aviation figure (16).

Despite the large numbers of aircraft passengers, and hours flown,

general aviation has not been considered a full partner in air transportation.

This may be due to a lack of understanding by the general public and the

aviation industry, as to "what general aviation is" and "what role general

aviation does play in our total transportation system."

This role is explicit when the concentrated service of the scheduled

airlines at only a few major Canadian cities is considered. For example,

Montreal, , and Vancouver airports accounted for nearly 55 percent of

the total Canadian boarding passengers by scheduled airlines in 1965 (17). This

concentration of airline service means that general aviation is the required

connecting link between metropolitan areas and medium and small communities;

and the only means of direct transportation between communities of any

size where the individual can set his own departure and arrival time.

To effectively let general aviation take its proper place within the

transportation system, the needs of general aviation will have to be recognized

and formulated into a transportation policy which can be quickly implemented. 16

Civil aviation expenditures for Canadian airports are expected to be substantially larger over the next decade. For example, expenditures for both Montreal and

Toronto airport expansion plans are estimated to be nearly $500 million for each airport. Unless policies are conducive to allowing general aviation to perform its proper function, the air transportation system will not be employed to its maximum benefit to the public. 17

II. HISTORICAL ASPECTS

EARLY PIONEER FLIGHTS

The history of general aviation can be said to have begun with the first early experiments with powered, aerial flight, as were all forms of aviation.

Note: Two excellent aviation historical texts were the main sources of factual references for the early developments of general aviation:

Frank H. Ellis, Canada's Flying Heritage, Press, Toronto, 1954; for early flying achievements, and

J. R. K. Main, Voyageurs of the Air, Queen's Printer, Ottawa, 1967; for government aviation policy.

Wilbur and Orville Wright made the first successful controlled flight in a power-driven, heavier-than-air machine at Kitty Hawk, North Carolina on

December 17, 1903. Four flights were made by the Wright brothers that day, the longest having a duration of 59 seconds and covering a distance of 852 feet.

Alexander Graham Bell, the world famous inventor and part-time resident of Canada, was spurred with renewed activity by the news of the Wright brothers' achievement. Bell had long been interested in the possibilities of flight and for many years had conducted various experiments with large kites of various design. He had also cultivated a friendship with Professor Samuel Langley of the Smithsonian Institution and a pioneer with experiments in the field of aeronautics. Wallace Turnbull of Rothesay, New Brunswick, early pioneer of aeronautical research in Canada, was also a friend of Bell and exchanged papers on the theoretical aspects of flight. 18

In 1907, Bell formed the Aerial Experiment Association at his summer home, Baddeck, on Cape Breton Island, . The purpose of the

Association was the construction of "a practical aerodrome or flying machine driven through the air by its own power and carrying a man." Other members of the Association who joined with Bell were: Glen Curtiss, a noted American designer of internal combustion engines; Lieutenant Thomas Selfridge, on leave from the United States Army; two Canadians, J. A. D. McCurdy and F. W. (Casey)

Baldwin, both graduates of the School of Practical Science, University of

Toronto.

The first flight by the Association was made by Selfridge in one of

Bell's tetrahedral kites, Cygnet I, from Bras d'Or Lake, N.S., on December 6,

1907. This kite was not equipped with controls of any kind and upon landing, the tow line was not released, resulting in the kite being dragged below the surface of the lake. The group then left Bell's summer home and re-established their experiments at Hammondsport, N.Y., where Glen Curtiss had a machine shop. Most of the work of building and testing the four power-driven flying machines built by the Association was done there. The first machine, Red Wing, was ready for testing by March 12, 1908. Although the craft was credited to

Selfridge, it was Baldwin who made the test flights. A successful flight of

319 feet was made on the first attempt. The second flight of only 120 feet was also the last. Baldwin was unable to correct a sideslip into the ground and the resulting crash did so much damage that the Red Wing was not rebuilt.

The Association then proceeded with the construction of the second machine, the White Wing, which they credited to Baldwin. This craft was first tested on May 18, 1908 and the four succeeding days by Baldwin,

Selfridge, Curtiss, and McCurdy. It, too, was severely damaged in landing 19 and was abandoned. The third machine, the June Bug, had a number of improve• ments in design and construction incorporated, for the designers profited by every mistake, and the knowledge gleaned from one machine was incorporated into the next. Between June 21 and August 31, 1908, many remarkable flights were accomplished, the longest being on August 29, when McCurdy flew the craft for over two miles. The last of the four machines, the Silver Dart, was credited to McCurdy, who flew it at Hammondsport on December 6, 1908. Before the end of the month, McCurdy had made ten more flights, after which the aircraft was dismantled for shipment to Canada. Canadian history was made on

February 23, 1909, when McCurdy flew the Silver Dart for over half a mile,

30 feet above the frozen surface of Bras d'Or Lake, thus achieving the first heavier-than-air machine flight in Canada. Experimental work continued on into the spring, but the Association was terminated on March 31, 1909.

The enthusiasm for inventing flying machines flourished despite the mishaps and lack of support. Many experiments have been recorded in Canada prior to World War I but they lacked the degree of sophistication and financing present in the Aerial Experiment Association and have been appropriately called home-built aircraft.

William Gibson is an example of a home-built aircraft experimentor.

Gibson is credited with the distinction of developing the first aero engine to be built in Canada. Gibson's first aeroplane, the Twin-Plane, made several short and successful hops and on September 2, 1910, he took it off for a full-scale test. The machine flew well but, unfortunately, encountered a cross-wind which drifted it into a clump of trees. A similar mishap occurred to Gibson's second plane, the Multi-Plane, on August 12, 1911, when a forced landing near Calgary wrecked the craft. 20

Another project that flourished briefly in Vancouver was developed by the Templeton brothers, William and Winston, and their cousin William Mullen.

This machine was a tractor-byplane powered by a 35-horsepower air-cooled engine. After a series of short flights, the craft's flying, days ended abruptly in collision with a fence at Minoru Park, Vancouver, on April 23, 1911.

At Davidson, , two other brothers, George and "Ace" Pepper, designed and built a tractor-biplane, powered by a 30-horsepower air-cooled motor. The first attempt ended in damage to the tricycle undercarriage. A second attempt on August 1, 1911, also ended in failure when a dangerous lateral drift developed soon after take-off and the craft side-slipped into the ground and was destroyed.

The few brief years before World War I introduced exhibition flying into

Canada. Apart from the few interventions of McCurdy and William Stack, a noted pilot of Vancouver, all the participants in this era were mostly

American pilots flying American aircraft. The reason for this American predominance was due to a lack of organized flight instruction in Canada.

The first record of exhibition flying took place at Toronto during September

1909. Charles Willard, under the sponsorship of the Aeronautic Society of

New York, was contracted to demonstrate a Glen Curtiss designed machine, the

Golden Flyer. Although Willard's Toronto exhibition was not a grand success, with a year, flights had taken place which were the first of their kind at

Vancouver, , and Montreal. Exhibition flying soon became the chief drawing-card at town and country fairs. Aircraft appeared at , Hamilton,

Winnipeg, ,.Regina, Calgary, , and Victoria, and probably many other smaller places. Not once, but year after year, did such flights take place. Exhibition flying provided the opportunity for thousands of 21

Canadians to have their first glimpses of an airworthy plane handled by a skilled

pilot, and in a few short years, it became apparent even to the most sceptical

that the flight of heavier-than-air machines was not an impractical dream, but

an accomplished fact with rapidly expanding possibilities.

DEVELOPMENTS DURING WORLD WAR I

The first World War directly fostered the development of aviation in

Canada. Although the Royal Flying Corps of Great Britain was already an

established organization, it lacked qualified airmen and the aircraft on which

to train air crew applicants. There was little or no organized Canadian effort in

the air. Canadians desirous of becoming war pilots had only two ways of

fulfilling their ambition. One was to enlist in the regular military forces in

Canada, and hope for a transfer to either the Royal Naval Air Service or the

Royal Flying Corps on arrival in England. The other was to learn to fly in

private schools, then pay air fare to England or France and hope to be

accepted by the services. The latter, to many Canadians, seemed the best

alternative and this, in turn, brought about a demand for private air-training

schools in Canada.

The most successful of these, the Curtiss Aviation School established

in Toronto in May 1915, was an offshoot of the Curtiss Company of Hammondsport,

N.Y., and was under the management of J. A. D. McCurdy. Another subsidiary,

Curtiss Aeroplanes and Motors, Limited, also of Toronto, equipped the school

with a number of two-seater wheel-equipped JN Curtiss training planes. A flying-

boat base was also established on an island which lies across Toronto Harbour

and several two-seater Curtiss flying boats shipped from Buffalo were based 22 here. Before the Royal Flying Corps took over the school, 54 students were trained with neither a fatality nor serious accident.

Through these various private schools, some 280 Canadians were trained and sent overseas for service in the Royal Navy Air Service and Royal Flying

Corps. As the war progressed, recruitment in Britain was lagging and British military authorities became increasingly aware of the recruiting opportunities for pilots in Canada. In December 1916, the Canadian Government authorized the

Royal Flying Corps to establish flight training camps in Canada. Training camps were built at Camp Borden, Long Branch, Leaside, Armour Heights, Mohawk, and Beamsville, while the University of Toronto provided ground training. Before the end of the war, more than 2500 Canadians had been trained and sent overseas and another 500-odd were retained in Canada as instructors. The training aircraft used was the Curtiss JN-4 (Jenny), powered with the OX-5 engine. These aircraft were built' in Canada by the Curtiss Company. This plant was bought by the in December 1916 and the plant and organization incorporated into a new company called Canadian Aeroplanes Limited. During the years 1917-1918, some 2900 aircraft were turned out at a rate of 10 to 15 a day.

AFTER THE "GREAT WAR"

These war-time activities, although military, did directly influence civil flying for they intensified the interest in flying, increased technical skills and knowledge needed to maintain or repair the aircraft; finally, many military pilots upon returning to Canada continued civil flying as a career.

Returning pilots could easily continue flying as a career. No license or proof of competence was required at first and aircraft, particularly the 23

JN-4, were not costly. Once in the cockpit, the pilot-owner was in business: barnstorming, exhibition flying, or running a taxi or charter service. Most of the civil flying that took place in the early post-war years was carried out by small concerns or individual owners. It was sporadic, unorganized, and unsure of itself and little of it survived. Public confidence was waning due to a wave of post-war accidents stemming from dangerous flying, particularly in reference to stunting with passengers. The Canadian Government recognized a need to regulate civil aviation in order to promote the industry.

An organization, the Air Board, was established in 1919 to administer civil aviation in Canada. An early step was to publish air regulations and standards to be observed in certificating men and machines and airports for aviation use.

These regulations were based on recommendations produced by the International

Convention on Air Navigation in Paris earlier in the same year.

In order to encourage flying, the Air Board arranged for the preparation and publication of aeronautical maps. Steps were even taken to proceed with the aerial mapping of all of Canada. Operational bases were established at

Vancouver, B. C; High River, ; Ottawa, ; and Roberval, Quebec.

Seaplane bases also were established in cooperation with the provinces concerned at English Bay in Vancouver and Roberval. The aerial operations conducted from

these bases were for forest fire patrol purposes, survey, transportation to

inaccessible areas, photographic survey and fisheries patrol. The Air Board

also arranged a cross-Canada reconnaissance flight in the autumn of 1920. The

distance flown in this first trans-Canada operation was about 3300 miles and

the total time consumed was 11 days. The reconnaissance flight did prove

conclusively that neither the aircraft nor the ground facilities available

provided a safe and efficient means of operating a day and night all-weather

service with any semblance of regularity at that time. 24

Civil flying, however, was beginning to achieve encouraging dimensions under the Air Board's jurisdiction. By the end of 1920, 56 private pilot certificates and 161 commercial certificates had been issued. There were 146 air engineers, 190 registered aircraft and 54 licensed air harbours. Civil flying now included a fledgling commercial flying industry. In the same year, records show that 30 firms were engaged in operating aircraft and these had flown over 5200 hours. Fifteen thousand, three hundred passengers and 6700 pounds of freight were carried by these commercial firms.

EARLY CANADIAN GOVERNMENT AVIATION POLICY

Government aviation policy concerning development of civil aviation was formulated in 1920. There would be no government subsidies; however, agencies such as the Post Office Department would cooperate in any reasonable scheme for its development, short of spending public money to support aviation.'

Private enterprise was left free to develop the potentialities of forest patrol, aerial photographs, charter flying, and any other fields of endeavour, without hindrance, but without financial help, only government technical assistance. The Canadian Air Force's special branch, "Government Air Operations," protected federally-owned forest resources by aerial patrol, and carried out photographic work and transportation incidental thereto as the availability of money, resources, and time would permit.

Municipalities were encouraged to obtain and operate airports. Govern• ment assistance took the form of only advising the municipality as regards to the suitability of the location and the layout of the field. 25

In 1922, control of civil aviation regulations was transferred from the

Air Board to the. Department of National Defence. Since civil flying was relatively minor in importance, the government felt that all aviation, military and civil, would be administered by one agency. The Department of

National Defence, however, soon realized the growing importance of civil aviation and established a Civil Aviation Branch within the Department to administer this segment of aviation.

DOLDRUM FLYING

Despite the decision of the Canadian Government to encourage civil flying to develop the country's hinterland, civil aviation entered into a doldrum period. The flying boom which followed the war with its joy-riding and exhibition stunting had lost its novelty and financial returns were so

small that many of the new companies went out of existence. The only flying

of importance was done by the government, a few companies that had been able

to carry on, and a handful of ambitious individuals who had sufficient

financial backing. This post-war slump is evident from data in Table 4.

EARLY BUSINESS USE OF AIRCRAFT

This doldrum period, however, did record a number of notable civil

aviation achievements. Private industry, principally the forest product

industries, recognized the benefits of using aircraft for business use. The

Laurentide Pulp and Paper Company, with the help and support of the Quebec

Provincial Government, procured the loan of two HS-2L flying boats from the

Department of Naval Service and established a base at Grand Mere, Quebec, in

1919. These two aircraft were used for forestry patrol and aerial photography 26

Table 4. Summary of Canadian Commercial Air Operations

Freight Passengers No. of Firms No. of Hours Year Carried Carried Engaged Flights Flown (lbs) (No.)

1920 30 18,671 6,505 6,740 15,265 1921 29 10,386 4,347 79,850 9,153 1922 23 6,415 2,541 11,481 4,282 1923 15 3,086 2,830 11,600 2,328 1924 9 2,451 1,893 77,385 4,314 1925 9 1,829 1,351 38,580 3,683

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.2., citing H. G. Brandreth, The History of Economics of Canadian Commercial Aviation. and quickly convinced the Laurentide Company that the aeroplane had filled a long-felt need. In the following two years, the field of operations expanded so rapidly that a separate company, Laurentide Air Services Limited, was incorporated to conduct flying operations. The company not only did air work for the parent company but also with the Ontario Provincial Government in forestry patrol and aerial mapping for forest inventory purposes in western and northern Ontario. In 1923, the fleet was increased to 12 aircraft and flew 1480 hours, explored and inventoried 20,000 square miles of forest, and carried 550 passengers.

Another large timber company in Quebec, Price Brothers, bought a

Martinsyde seaplane in 1920 and entered the field of forestry patrol and aerial photography. Like Laurentide, a separate company, Dominion Aerial

Explorations Limited, was organized in 1923 to handle aviation work. The company performed work for the Quebec Provincial Government as well as for

Price Brothers from a base at Roberval. In the first year of operation, the company flew over 300 hours and carried 15,300 pounds of freight.

The petroleum industry was another early industrial user of the aeroplane. Imperial Oil Limited.pioneered flying in the in 1921. In order to make an early start at staking oil claims near Norman

Wells, the company bought two German Junkers aircraft to aid in moving men and equipment into the discovery area before the spring break-up on the

MacKenzie River. The aerial, operation was not financially and operationally

successful, but the exploits of these two machines and the men who flew them into the hazardous Arctic regions of Canada hold a prominent place in the history of Canadian civil aviation. 28 AVIATION COMES OF AGE

Civil aviation came of age in 1924. Commercial flying into the frontier areas of Canada began to be a paying proposition. Bush pilots were logging long hours in the air, and newly formed transportation companies were beginning to compile impressive totals of passengers and freight. As their reputation for reliability and resourcefulness increased, more and more was demanded of air transport.

Gold has often been labeled the talisman that sparked civil aviation to soar in this period. The search for mineral wealth in the northern regions of

Canada was part of the unrestrained optimism for continued expansion of the country's economy. The urge toward uninhibited expansion and exploration infected the whole country. Investment capital to establish a fledgling commercial aviation industry was available from a group of Canadian investors who had the foresight and insight to back the early commercial ventures— principally James Richardson of Winnipeg. The new commercial flying companies whose aircraft penetrated the frontier areas of Canada to aid in search of mineral wealth or to serve the newly-developed mining properties were the forerunners of today's airline companies. Examples of some of these early flying companies which were to influence the development of aviation in

Canada were: Western Canada Airways, Canadian Airways, Airways and

Exploration Company, Dominion Explorers, Northern Aerial Minerals Exploration,

Prospectors Airways, Tredwe11 Yukon Company, and Consolidated Mining and

Smelting Company of Canada. 29

From modest beginnings, commercial aviation made rapid progress. The first regular freight and passenger service was inaugurated to the Rouyn gold fields in 1924 by the Laurentide Air Service. In the first six months of operation, over 1000 passengers, 73,000 pounds of freight, and 15,000 letters and telegrams were carried. In 1926, commercial operators in Canada increased the amount of flying by 50 percent. Gold discoveries at Red Lake and elsewhere in northwestern Ontario made new outlets for commercial air services similar to the situation at Rouyn. In the first season, 587 passengers, 2000 pounds of freight, and 800 pounds of air mail were carried by the J. V. Elliot Air

Service into the Red Lake area. Another carrier serving the Red Lake area—

Patricia Airways and Exploration Limited—flew 217 hours, carried 259 passengers, 14,000 pounds of freight, and 3000 pounds of mail in 1926. The same year also saw the formation of Western Canada Airways, Limited, financed by James Richardson and Canadian Airways Limited which later merged and eventually became one of the founding air carrier members of Canadian Pacific

Air Lines.

The prosperity of the boom years of Canada are reflected in the development in Canadian aviation. Data in Table 5 shows the progress made during these years.

At the end of the 1920's had become an established feature of Canadian business life, especially in the fields of mining, exploration and development. Governments, both federal and provincial, had also seen the benefits of conducting surveys, transporting mail, protecting forests and fighting fires, and of servicing remote communities. Some of the handicaps that first faced bush pilots were disappearing. Winter flying with its 30

Table 5. Operating Statistics of Commercial Aviation in Canada 1925-1929

Freight Mail Passengers No. of Hours Miles Year Carried Carried Carried Firms Flown Flown (lbs) (lbs) (No.)

1925 9 1,351 89,991 36,680 1,080 3,683 1926 15 2,321 162,112 65,308 3,960 4,800 1927 20 4,209 541,705 380,433 14,684 16,664 1928 53 28,719 1,641,250 316,631 54,913 1929 84 51,571 4,314,656 2,489,189 576,831 96,375

*Data not available.

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.7. 31 arduous conditions caused by extremely low temperatures, high winds, storms, and low visibility was valiantly challenged by the bush pilots and air engineers and the isolation of the north became a thing of the past.

PLANS FOR A TRANS-CONTINENTAL AIRWAY

Although bush flying was on the increase, all was not well in the total civil aviation picture. Intercity airmail and passenger services which would eventually be developed into scheduled airline service was lagging dangerously behind much of the western world, particularly the United States. Canadian businessmen were beginning to patronize the American services, which by this time had trans-continental air services operating on regular schedules using aircraft and aids to navigation.

Two urgent problems faced the government before trans-continental airline service could be envisioned in Canada. The first was the provision of municipal airports in all parts of the country. Flying activities had been confined mainly to seaplane and ski operations due to the lack of suitable landing fields. Before trans-continental, intercity schedules could be inaugurated, proper airports were essential. It was impossible for the federal government to build airports in every municipality without the municipalities' contribution. The other problem was the acute shortage of

Canadian pilots. There were practically no flying instruction facilities in the country and those facilities which were present were in financial difficulties. 32 THE FLYING CLUB MOVEMENT

Great Britain had a similar problem to that of Canada and this was solved by the Light Aeroplane Club Movement; or, as it later became, the

Flying Club Movement. The Canadian Government decided to try the same approach to increase the numbers of both pilots and airports.

The plan, adopted by the Canadian government in 1927, in brief, provided for an issue of two light aircraft (such as the Moth) free of charge to any community with an approved and incorporated flying club or association. The community, in order to receive the aircraft, had to procure an airport complete with hangar and workshop, hire a pilot-instructor, and engage a mechanic. The club was also required to have a membership of at least 30 seeking pilot instruction, plus 10 licensed pilots who desired to continue flying. Thereafter, for each additional aircraft that the club might buy, the government agreed to issue one additional aircraft per year for the next five years. Furthermore, the government issued to the club a grant of

$100 for each ab initio pupil qualifying for a private pilot's certificate or commercial pilot's license, up to a maximum of $3000 a year per club.

Enthusiasm throughout the country surpassed all expectations. Most of the larger cities were willing to provide assistance in procuring an airport and even making a modest annual grant toward its maintenance. By 1928, the first year, 16 clubs had been formed and were receiving assistance under the approved standard conditions. The following 15 clubs were active during that year:

Halifax Aero Club, Granby Aero Club, Montreal Light Aeroplane Club, Ottawa

Flying Club, Inc., Toronto Flying Club, Hamilton Aero Club, London Flying Club,

Winnipeg Light Aeroplane Club, Regina Flying Club, Moose Jaw Flying Club, 33

Saskatoon Aero Club Limited, Calgary Aero Club, Edmonton and Northern Alberta

Aero Club, Victoria Aero Club. Vancouver Aero Club was organized but lacked an airport.

At the end of the 1928 season, total active membership of the clubs stood at 2400, flying time was 8124 hours, and 209 members flew solo. Of that number, 111 had earned their private pilot's certificates and 28 their commercial pilot's certificate. In the light of the fact that there were only 72 civil pilots licensed in Canada in 1927, this increase was significant.

Membership increased to 5233 in 1929, more than double the previous year. Flying hours also doubled, reaching 16,612. Four hundred and forty- two pupils took off on their first solo flight, 183 obtained their private pilot's license, and 58 their commercial pilot's license. Seven new clubs,

Cape Breton, Saint John, Kingston, St. Catherines, Brant, Norfolk, and Brandon were added in 1928, bringing the total to 23.

Experience soon showed that many of the problems facing the clubs, such as deteriorating relations with commercial training schools and the increasing accident rate, could be better solved through a central agency than by each individual club acting on its own. In 1930, with the aid of a government grant, the clubs combined to form the Canadian Flying Clubs

Association with a permanent secretariat in Ottawa. This Association helped the clubs establish a unity of purpose, a pride in the clubs and their accomplishments—an "esprit de corps." 34 THE FLYING CLUB MOVEMENT DURING THE DEPRESSION

The depression of the early 1930's did affect the Flying Club

Movement, but considering that these were non-profit organizations, the sustained interest in flying continued. The results of the depression on the Flying

Club Movement are illustrated in Table 6.

For a time in 1931, it was feared that the club movement was in danger of collapse when the blight of the depression threatened to extinguish the earlier enthusiasm for general aviation flying. The vigorous leadership, instead of following a policy of retreat and retrenchment, made a decision to stage a trans-Canada air pageant to restore the confidence in the future of aviation in the cities, where it was faltering. Twenty-six major and several minor displays were given at the principal centres in Canada from

Vancouver, B. C., to Sydney, N. S.

In two-and-a-half months after the opening event, the air pageant toured a distance of over 10,000 miles. The public response had been all that was hoped for. It was estimated that over half a million people paid to see the displays and probably twice that number viewed without paying. Not an accident occurred during the tour, and this, together with the enthusiasm generated, helped to restore confidence in the club movement during this

critical period.

The flying clubs survived the lean years and ended a decade of

successful operation considerably strengthened because of the harsh experience

of the depression. By 1939, they had flown a total of over 185,000 hours and had been instrumental in the granting of more than 2000 private pilot's licences Table 6. The Flying Club Movement During the Depression Period 1929-1935

Year Membership Hours Flown

1929 5,233 16,000 1933 2,075 9,890 1934 2,200 10,582 1935 n/a 13,819 n/a: not available.

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960). p.10. 36 and nearly 500 commercial pilots' licences. Data in Table 7 shows the total number of licenced civil air personnel in Canada during the period 1933 to

1939.

The government's hope of having a chain of municipal airports across

Canada on which a scheduled airline service could be operated was brought appreciably closer to realization by the establishment of the Flying Club

Movement. The Movement more than solved the government's problems of overcoming the lack of suitable airports and scarcity of pilots; it also stimulated public interest in private aviation, an essential segment of general aviation.

OTHER GOVERNMENT SPONSORED ASSISTANCE PROGRAMS

At the same time as it was sponsoring the Flying Club Movement, the government decided that further indirect subsidies were needed before a trans• continental air transport could be established. This policy was implemented through the following media, in addition to a flying training program:

(a) Air mail;

(b) Airway construction program.

EARLY AIR MAIL

Officially, air-mail delivery in Canada began in 1927. Any air mail carried prior to that year had been semi-official only; that is, the postal authorities had merely given permission to carry mail and did not assume any responsibility or offer financial support. 37

Table 7. Total Licenced Air Personnel in Canada 1933-1939

Private Commercial Air Transport* Air Year Pilot Pilot Rating Engineer Licence Licence Licence

1933 405 474 403 1934 429 405 461 1935 496 414 472 1936 559 445 42 533 1937 635 449 73 595 1938 754 391 130 643 1939 795 397 147 722

*Note: Transport Rating Certificate not issued until April 1, 1936. Private and Commercial Pilots' certificates, however, date back to 1920. 38

The first carriage of mail by air in Canada is credited to Captain

Brian Peck who, in June 1918, carried a bag of mail from Montreal to Toronto

as a publicity stunt. Ernest Hay carried mail from Vancouver to Lethbridge and

Calgary in August 1919 and Canadian Air Force pilots also carried mail on their

flight from Halifax to Vancouver a year later. These somewhat sporadic movements were continued, with some fluctuations, to many northern communities

until 1927, when a breakthrough occurred.

In that year, the government decided, in view of the limited success of

these early mail flights, to initiate a policy of encouraging air mail carriage.

The Post Office Department included a sum of $75,000 for the carriage of mail

by air in their budget estimate. Tenders were invited in the autumn for the

operation of four winter services, and contracts entered into by Canadian

Transcontinental Airways of Quebec who were awarded the route along the

north shore of the St. Lawrence between Murray Bay, Sept lies, and Anticosti

Island. A contract was also given to Canadian Transcontinental Airways to

serve the Magdalen Islands from Moncton, N.B. A Leamington to Pelee Island

service was awarded to London Air Transport. Finally, Western Canada Airways

received a contract to carry mail between Rolling Portage and Red Lake, Ontario.

Experimental air mail flights were started in September 1927 between

Rimouski and Montreal by Canadian Airways. Trans-border services were started

in October 1928 by contracting with Canadian Colonial Airways between Montreal

and Albany, N.Y. The same year, service was also inaugurated between Windsor

and Detroit, and between Toronto and Buffalo. Canadian Airways was awarded

a contract in May 1928 to operate between Montreal and Toronto and connecting

with the Rimouski flights carrying trans-Atlantic mails. 39

After 1928, the carrying of air mail under government contract began to be extended widely across Canada. In 1928, 2162 single trips were successfully accomplished by aircraft flying government mail, and 430,636 pounds of mail were carried.

One of the most noteworthy air mail services was the prairie air mail route. An experimental daylight service was operated between Winnipeg, Calgary, and Edmonton to test the practicability of air mail transportation and to gauge public response to the innovation during the month of December 1928. The results indicated that the ground support services were inadequate and that a satisfactory schedule could not be maintained without night flying. In fact, only three flights over the whole route were possible during the experimental month. In the next two years, the government proceeded to install rotating beacons, radio, and other aids to navigation.

In March 1930, a four-year contract was awarded to Western Canada

Airways for a night service between Winnipeg and Edmonton via Regina,

Saskatoon, and North Battleford. It also served the southern prairie cities, from Regina to Calgary, by way of Moose Jaw and Medicine Hat.

These prairie air mail routes functioned until 1932, when the entire project was discontinued, chiefly because of the cut in postal estimates as a result of the depression. Nevertheless, the use of air mail continued to increase on other routes, of which in 1935 there were 26 under government control. Data in Table 8 shows the carriage of mail during the depression years. Table 8. Mail Carried by Commercial Air Transport Operators 1929-1935

Contract Year Mail (lbs)

1929 430,636 1939 474,199 1931 470,461 1932 413,687 1933 539,358 1934 625,040 1935 1,126,084

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.16. 41 TRANS-CONTINENTAL AIRWAY CONSTRUCTION PROGRAM

The third media by which the government hoped to stimulate an eventual trans-continental scheduled air service was the airway construction program. The Annual Report of the Controller of Civil Aviation for the year

1922 recorded only 37 licensed air harbours in Canada: 23 for land, 12 for water. This not very impressive showing stemmed from Canadian aviation policy enunciated in 1920. The railways were in serious financial trouble and the government of the day had no intention of introducing a competitor in the mail and passenger service for which they were already over-equipped. Therefore,

"natural" airports, snow in winter and water in summer, were primarily the only airports. This condition remained until 1928.

In 1928, government policy changed. A specialized section of the

Civil Aviation Branch was established to build, licence, and administer airports and airways. It was felt that enough airports were developed in

Ontario and Quebec to permit operations between principal cities and, therefore, the major effort was concentrated in the prairies.

By 1930, a string of fields and airports connected Winnipeg to Regina,

Lethbridge, Calgary, Edmonton, and Saskatoon. Airports, operated in part by the flying clubs, were available at the major cities, and the government built others at about 100-mile intervals between. Emergency fields, at 30 to 35-mile intervals, were spaced between these larger airports.

The airports were modest enough, usually only grass fields laid out with a strip or two oriented in the direction of the prevailing wind. An all-way field, 1800 feet square, was a minimum: 2500 feet or one-half mile 42 square was considered adequate for a city airport provided that nothing protruded above a slope of one foot in seven from the ends of the take-off areas. The boundaries, delineating usable areas, were marked with rows of orange-coloured cones for day flying; for night, rows of lights or flare pots showed the outline of the strip, and a lighted wind-cone showed the direction of wind. Boundary lights, red obstruction lights, a rotating beacon and an

identification beacon completed the list for most airports. If a terminal were present, it was rarely more than a shack divided into passenger waiting- room and an office-warehouse.

Airway facilities between terminals consisted of visual acetylene beacons spaced at about 10-mile intervals, radio beacons or ranges, spaced

at about 250-mile intervals, and a teletype system, over which both weather

reports and company messages could be transmitted.

Table 9 shows the progress to the airway system made in the 1930-1931

period. For a detailed account of constructing the trans-Canada airway,

see: J. A. Wilson, Development of Aviation in Canada 1879-1948, Department

of Transport, Air Services Branch, Ottawa.

AIRWAY CONSTRUCTION DURING THE DEPRESSION

In 1931, a government economy program sharply curtailed airway work,

and by 1932, all the airway construction programs were halted for a period.

In October 1932, a scheme to use unemployed men on a number of public works

projects was devised. The airway program was one of the projects which the

government assigned as an unemployment relief project. Camps were built at

selected sites, providing dormitories, kitchens, recreation rooms, and Table 9. Airway Construction Progress 1930-1931

Description 1930 1931

Lighted government airports 1 1 Partially lighted government airports 1 1 Lighted public airports 9 11 Lighted intermediate aerodromes 38 30 Electric beacons 40 42 Acetylene range lanterns 56 57 Radio beacon stations 5 5 Lighted routes (miles) 1315 1220

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p. 44 storehouses equipped with facilities and materials necessary to comfortably house the unemployed men. The men were required to work eight hours a day, in return for which they were paid 20 cents per diem. This was increased to

50 cents a day in 1936 after the pressure inflicted after the advent of the

Regina riots of July 1935.

The airway projects were planned and supervised by the Corps of Royal

Canadian Engineers, aided by the Signal Corp where radio facilities were involved, and by the civil aviation inspection staff on selection of airports.

The projects selected were mostly airport, radio range, and needed access roads to an airport site.

The general plan of having a lighted airport every 100 miles complete with runways, radio range, hangars, communications, and housing for the maintenance staff, was followed. Emergency landing fields at some 30-mile intervals were constructed at intermediate points. The main airport usually had two runways 300 by 3000 feet with a third of 4000 feet or more in the direction of the prevailing wind.

The scheme continued in effect for a period of nearly four years, ending in July 1936. During this period, the gaps in the trans-Canada airway system, which for years had concerned officials, were now filled. All told,

170,000 men from 10 unemployment relief camps, built 50 airports and landing fields, the largest number being in the difficult terrain areas of Northwestern

Ontario (26) and Southern British Columbia (9). Table 10 indicates the financial scope of this program. Table 10. Airport Construction and Development Expenditure from Unemployment Appropriations

Land Construction Total Year ($) ($) ($)

1932-33 24,274 135,103 159,377 1933-34 11,147 820,803 831,950 1934-35 9,078 1,158,960 1,168,038 1935-36 5,667 1,358,326 1,363,993 1936-37 15,879 272,501 288,380

Totals : 66,045 3,745,693 3,811,738

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.12. 46

Meanwhile, the struggle of the depression caused the development of municipal airports to fall far behind the standards used by the federal govern• ment. Most of the larger Canadian cities had acquired the necessary land but were still in the cow-pasture stage of airport evolution. Several, including

Montreal and Ottawa, had not invested a cent in airports and showed no intention of doing so.

Several ideas were coming into focus: the airport would have to be financed as a public utility and, to the extent that the municipalities failed to act, the government would have to pick up the tab. The airport, apart from the runways and buildings, was becoming a large and expensive complex of lighting, communication, and weather reporting systems which would have to be standardized and which the municipalities would find too expensive to build or operate. The government therefore found it necessary to help to finance the airports and assume the entire responsibility for the special services. A scheme was evolved in 1936 whereby the government agreed to pay 25 percent of

the cost of development, exclusive of land and buildings. The municipalities, for their part, sold bonds or debentures to pay for their part of the cost.

COMMERCIAL AIR OPERATIONS DURING THE DEPRESSION

A brief look at commercial aviation is needed to complete the picture of civil aviation activities during the depression.

Southern intercity air services had virtually disappeared by 1932, or were marking time until the economy was again to prosper. Northern 'frontier' air services, however, survived and even prospered during the depression.

During the 'thirties', it was gold mining which provided a particularly strong 47 stimulus for northern exploration, and consequently to the development of northern aviation. General declines in price levels, and currency devaluations, and American revaluation of gold, encouraged the use of gold as a stable monitory commodity.

The increased demand for gold during the depression resulted in increased exploration and production of the mineral in Northern Canada. This is apparent from Table 11.

The stimulus for northern air transport developments as a result of gold mining (and pitchblend discoveries at Great Bear Lake in 1930) is reflected in Table 12, operating statistics. The available figures, however, are influenced by the inclusion of flying club activities as well as other non• commercial firms since no breakdown exists between commercial and other air services.

PRE-WAR CHANGES IN CIVIL AVIATION

The period between 1936 and World War II witnessed the following basic changes in the structure of civil aviation:

1. Resumption of the large scale development work on the national

airways and airports system.

2. Introduction of economic control over the industry by the

government. Table 11. Gold Production in Canada During the Depression Years

Quantity Value Year (oz. fine) ($)

1928 1,890,592 39,282,005 1929 1,928,308 39,861,663 1930 2,102,068 43,453,601 1931 2,693,892 58,093,396 1932 3,044,387 71,479,373 1933 2,949,309 84,350,237 1934 2,972,074 102,536,553 1935 3,284,890 115,595,279 1936 3,748,028 131,293,421 1937 4,096,213 143,326,493 1938 4,725,117 166,205,990 1939 5,094,397 184,115,951

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.13. 49

Table 12. Operating Statistics of Civil Aviation in Canada 1930-1935

No. of No. of Hours Miles Freight Passengers i eai- Firms Flights Flown Flown (lbs)

1930 104 156,174 92,993 7,547,420 124,875 1,759,259 1931 104 144,080 73,645 7,046,276 100,128 2,372,467 1932 77 102,219 56,170 4,569,131 76,800 3,129,974 1933 90 106,252 53,299 4,538,315 85,006 4,205,901 1934 128 128,031 75,871 6,497,637 105,306 14,441,179 1935 130 153,211 88,451 7,522,102 177,472 17,615,910

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.15. 50

3. Amalgamation of major air services which resulted in the creation

of an airline system that eventually became Canadian Pacific

Airlines (now CP-Air).

4. Creation of Trans-Canada Air Lines (now ), the first

scheduled mainline airline in Canada.

1. Resumption of the Trans-Canada Airway Program

By 1936, civil aviation activities had grown to such an extent that it was felt that government control of aviation should be transferred from the

Department of National Defence to a civilian department.

In November 1936, the federal government created the Department of

Transport. The Civil Aviation Division of National Defence and the radio and meteorological services of the former Department of Marine were transferred

to the new department. The Hon. C. D. Howe, the dynamic Minister of the newly

created Department of Transport, immediately set forth to the task of completing

a trans-Canada airway system and organizing an airline company to operate a

schedule over it.

This re-organization provided the needed administrative framework to

pursue an active aviation investment policy. No longer could civil aviation

be regarded as ancillary to military aviation. The Air Services Division in the

Department of Transport took an equal place along with the Railway and Marine

Services as a recognized means of transport. In less than a year, the Trans-

Canada airway system, under an active government civil aviation investment

policy, could accommodate scheduled airline service. By 1940, the airway was 51 completed to the then up-to-date standards. In addition to the Department's own construction expenditures, generous financial grants and technical assistance were given to municipal governments in order to encourage the immediate construction of mainline airports. Table 13 indicates the magnitude of this program.

2. Economic Control over Air Transport

Many newcomers were flooding into the air transport business during the late '30's'. It was one of the few industries where a modest investment gave

the promise of a rich reward. A few of the newcomers, such as United Air

Transport and Mackenzie Air Services, pioneered routes in the northern reaches of the Yukon and Northwest Territories, but the great majority pushed their way into the already overcrowded mining areas of Northern Ontario and

Northern Quebec, and uncontrolled competition threatened to ruin all of them.

The Department of Transport gave thought to licencing the air services

as such and did eventually introduce a licencing system in the interests of

safety. Air Regulations made under the Aeronautics Act gave the Department

of Transport authority to licence pilots, air engineers, aircraft and airports

in order to ensure that a desirable degree of safety was maintained. The

Air Regulations, however, did not have a provision for economic control of

air transport;

In 1938, the Transport Act was passed, which introduced economic control

over the industry giving to the Board of Transport Commissioners authority

to licence an operator, on the basis of "Public Convenience and Necessity,"

over such routes as might be named by Order-in-Council. It was the responsi- Table 13. Federal Government Expenditure on Airway Development 1937-1940

Grants to Airway Total Fiscal Year Municipalities Expenditures ($) ($) ($)

1937- 38 374,786 1,993,776 2,368,562 1938- 39 1,261,675 2,497,781 3,759,456 1939- 40 1,364,878 2,837,221 4,202,099

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.17. 53 bility of the Board to determine that: the service proposed was in the public interest; the traffic potential was such as to give reasonable promise of financial success; the operation was adequately financed, and was ready, willing, and able to give the proposed service. The granting of such a franchise was dependent upon the applicant being certified as competent by the Department of Transport. Due weight was given to "grandfather" rights; that is, it was generally assumed that an existing operator had met all the necessary conditions. As a result of the Board's activity, ruinous competition was all but eliminated. The establishment of initial tariffs was left to the carriers, the Board exercising strict supervision over tariff filings and changes.

Only two groups of people objected to the new economic legislation of air transport: the mining operators who had, in some degree, profited from

the chaotic conditions engendered by the savage competition, and the carriers who had specialized in skimming the cream off any heavy traffic that might be generated, then got out as soon as the volume fell. The idea of establishing

a licenced fixed base from which to render service to a given area, was

generally accepted.

Table 14 summarizes the licencing activities of the Board during the

first two years of its operation.

3. Amalgamations in the Air Transport Industry

The trend towards amalgamation and formation of larger companies, which started in the late 'twenties', continued throughout the 'thirties'.

i Table 14. Licencing Statistics, Board of Transport Commissioners

Description 1939 1940

Miles of routes licenced 21,268 25,000 (approx.) Licences in force as of December 31st 63 68 New licences issued 63 8

Breakdown of licences: Inter-urban, Canada 6 7 International, Canada-US 10 8 Northern bush services 47 53

Licences refused 7 3

Note: Number of licences does not necessarily correspond to the number of operators.

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.17. In 1930, Canadian Airways Ltd. (new) was formed with both Canadian

National and financial backing. This new company

quickly absorbed Aviation Corp. of Canada, which had in the late 'twenties' bought Canadian Airways (old), Canadian Transcontinental,. and Fairchild

Aviation. Also absorbed was James Richardson's Western Canada Airways.

Canadian Airways now dominated the field of Canadian air transport, but the

company's financial results were disappointing. Basically, the company was

organized to exploit the southern mainline market, but the effects of the

depression interceded in this area. Services to the north also proved to be unprofitable to Canadian Airways due to excessive competition from many

smaller operators. Northern bush flying in the 'thirties' did not favour the

large and widely spread company with its economies of scale.

Table 15 provides a summary of Canadian Airways' operating results,

as compared with similar statistics of the next six largest operators in 1936.

Despite the disappointing financial returns, the trend towards

amalgamation continued. The explanations of these apparently contradictory

facts seem to be:

(a) Amalgamation was considered as a means of stabilizing the

rates, which were considered to be too low as the result of

competition;

(b) New equipment was becoming available which required greater

investments (e.g. , Lockheed L-10, and Douglas DC-3). 56

Table 15. Operating Expenses per Ton-Mile, Canadian Airways and Six Other Largest Operators, 1936

Operating Operating Operating Operating Revenue Expenses Carrier Expenses Revenues Profit Ton-Miles per Ton-Mile ($) ($) ($) ($)

Canadian Airways 579,593 1,036,261 1.79 964,496 -71,766 Next Six Largest Carriers: Starratt 179,035 190,350 1.06 220,508 30,158 Wings 275,391 200,265 .73 252,267 52,002 McKenzie 139,475 101,614 .73 134,049 32,435 General 112,100 164,750 1.47 175,144 10,393 Dominion 78,878 141,970 1.80 132,520 -9,450 St. Martin 48,650 28,093 .58 50,637 22,544

Totals: 1,413,122 827,042 1.32 965,125 138,082

Source: K. W. Studnicki-Gizbert,- Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.22. 57

(c) Some of the northern routes were developing to a point where

larger equipment could be economically used;

(d) The Canadian Pacific Railway now took an active interest in

aviation and wanted to be in a good position to take over mainline

operations by absorbing potential competitors.

The Canadian Pacific Railway, in March 1919, had taken the precaution of

obtaining a Dominion Charter to "...own and operate aircraft within and without Canada." The charter was still valid and the Railway Company felt that

the time had come to use it. A controlling interest was acquired in Canadian

Airways Limited. A process of buying up and consolidating the more prominent

air carriers started in 1940 by acquiring: Ginger Coot Airways; Prairie

Airways; Arrow Airways Limited; Mackenzie Air Services; Yukon Southern Air

Transport Limited; Dominion1 Skyways; Quebec Airways; Wings Limited; and

Starratt Airways and Transportation Company—and was consummated two years

later in the formation of Canadian Pacific Airlines (now CP-Air).

4. Creation of Trans-Canada Airlines

The federal government's goal of establishing a national airway and

airport system and a scheduled airline company to operate over the system,

came into reality in 1937, ten years after the original government policy

directive.

The government chose to undertake a program for developing a comprehen•

sive system of transport by air, to serve all parts of Canada (instead of 58 confining government activities to the field of regulation), and to let private enterprise plan its own expansion. The intention of the government had been that of uniting the strongest transportation interests in Canada to undertake this new venture in transportation. Canadian National Railways, the Canadian

Pacific Railway Company, and Canadian Airways were invited to provide the needed capital for, and assume the ownership of, the airline company, the government to assume responsibility for building adequate airports and the necessary communication system. Each of the three companies was to share equally in the ownership of the airline, and each was to have two directors on a board of nine, the government to appoint three directors on account of its investment in airports and communications.

The Canadian Pacific Railway Company and Canadian Airways objected to government majority control of the board of directors (three government appointed directors plus the two directors appointed from the government owned Canadian National Railway company) and withdrew their support.

The Trans Canada Air Lines Act became law on April 10, 1937. A corporation was established with an authorized capital of $5,000,000, consisting of 50,000 shares, all controlled by the Canadian National Railway Company.

Phillip Johnson, from a U. S. carrier, United Airlines, was hired to form the nucleus of the new company. The route selected for trans-continental service ran east from Vancouver through the Crowsnest Pass to Lethbridge from which a branch stretched north to Calgary and Edmonton. Through Lethbridge to Regina and Winnipeg, the route went north of Lake Superior along the CNR mainline to

Kapuskasing, after which it turned southwest toward North Bay and Toronto.

Ottawa and Montreal were the next stops. Eastward to the Maritimes, the line extended across the State of Maine to Moncton and Halifax. In order to 59 demonstrate that a scheduled service over the newly completed route was

feasible, the Department of Transport flew across Canada from Montreal to

Vancouver between dawn and dusk on July 30, 1937. Total flying time in the

Lockheed 12A aircraft was 17 hours, 35 minutes and six landings were made for refueling purposes. Later in the year, Trans-Canada Air Lines made its first

scheduled flight between Vancouver and Seattle. However, inauguration of a

full scale day and night, all-weather mail and passenger service over the entire

trans-continental route did not take place until April 1939. In succeeding months, the airline established many new routes with scheduled service and a new segment of civil aviation, the scheduled airline, was firmly established

in Canada.

Table 16 shows the operating and financial statistics of Trans-Canada

Air Lines during its early organization phase.

OTHER PRE-WAR DEVELOPMENTS

^ In summary, the period between 1936 and 1940 was one of considerable

change to the structure of civil aviation. Commercial operators (except

Trans-Canada Air Lines) ceased to expand as quickly after 1937. Financial weakness, problems of consolidation, excessive competition, and the limitations

of the market seemed to have arrested the industry's growth. These conditions

brought about excess capacity, and consequently "rate wars" developed as a

result of a declining market. 60

Table 16. Selected Statistics, Trans-Canada Air Lines 1938-1940

Description 1938 1939 1940

Operating Statistics: ' Revenue Passengers - Miles 254,492 16,096,881 29,312,240 Ton-miles of goods 6,268 41,749 79,584 Mail, ton-miles 133,248 306,252 442,036

Financial Statistics: Passenger Revenues 15,270 643,915 1,574,217 Goods Revenues 3,870 27,554 39,489 Mail Revenues 556,193 1,632,873 2,832,363 Other Revenues 15,475 46,132 146,314 Total Operating Revenues 590,808 2,350,474 4,592,883 Operating Expenses 1,303,780 2,586,744 3,855,934

Source: K. W. Studnicki-Gizbert,, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.31. 61

"...just prior to 1939, the number of air transport companies was large while the mining as a whole was ceasing to expand its operations....Bush flying was characterized by bitter competition and rate cutting. In an effort to stabilize the industry, the various firms, formed a separate, jointly-owned company to divide up'the business. This arrangement was only moderately successful..." (18)

Table 17 illustrates the problems of the pre-war private commercial air carrier.

Civil aviation as a whole, however, did not suffer the same arrest of growth as did the commercial air operators. The flying clubs, government air services, and aviation operations of non-transport firms continued to grow as shown in Table 18.

WORLD WAR II AND AVIATION DEVELOPMENTS IN CANADA

World War II stifled one or two lines of endeavour but, on the whole, it had a delayed but immensely stimulating effect on general aviation in

Canada. Regulations issued at the outbreak of the war curtailed most general aviation activities. Under the War Measures Act, private flying without special permission was prohibited; prohibited flying areas were designated;

foreign aircrafts' entry was tightly controlled; and all the major airports were zoned military. Non-essential flying, which included most charter work and all training for a private pilot's licence or recreational flying, was

eliminated. Smaller commercial firms went largely out of business; owners, being mostly pilots, were being drafted to the Royal Canadian Air Force, and replacement parts for non-military aircraft were no longer available. 62

Table 17. Commercial Air Transport Operators, Exclusive of TCA 1936-1940

Operating Year: 1936 1936 1938 1939 1940

Operating

Revenues 2,468,069 3,128,668 2,994,160 2,827,523 2,847,998

Passenger-miles 7,447,402 10,299,386 9,214,044 8,661,879 8,285,710

Ton-miles of

goods 1,128,368 1,799,444 859,496 854,984 687,803

Ton-miles of

mail 89,543 174,173 158,277 120,330 159,242

Number of Sourcecompanie: K.s W. Studnicki-Gizbert45 , Structur5 e and Growt53 h of the3 4Canadia n Air1 9 Transport Industry, (unpublished paper, 1960), p.39. Table 18. Civil Aviation in Canada, Traffic Statistics 1936-1940

Revenue Freight Mail Hours Revenue Freight • Mail Year Passengers (ton- (ton- Flown Passengers (lbs) (lbs) Miles miles) miles)

1936 101,953 99,451 8,724,790 22,947,105 1,066,036 24,108,165 89,588 1937 126,896 110,864 12,658,264 24,317,610 1,874,723 25,768,083 112,558 1938 133,168 104,117 10,913,409 19,623,133 960,836 21,524,844 281,667 1939 145,638 133,776 21,831,368 19,379,700 967,113 21,280,047 433,349 1940 151,828 135,779 38,438,439 12,430,571 946,195 17,147,566 610,053

Source: K. W. Studnicki-Gizbert, Structures and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.32. 64

On the positive side, there was a vast program of airport construction and flying training for the British Commonwealth Air Training Plan. The

Atlantic ferry services developed complete airway systems through Quebec and

Maritime provinces to Labrador and Newfoundland. The Canada-United States ferry route to Alaska resulted in the construction of an airway system in Yukon and Northwest Territories. Finally, anti-submarine warfare led to the construction of new coastal airports.

1. British Commonwealth Air Training Plan

Very early in the war, it became apparent that an extensive program of flying training in Britain would be prohibitively expensive in both lives and aircraft. Again history repeats itself, and Canada was selected as a

training base for the air training services of the Commonwealth. Negotiations were concluded before the end of 1939 at which Britain, Australia, and New

Zealand agreed to send their recruits for training. Canada agreed to provide the necessary airport facilities and do the training.

The British Commonwealth Air Training Plan called for the construction or improvement of some 200 airports. The topography of Canada dictated that most of the suitable sites were located in the prairie provinces, southern

Ontario, and parts of Quebec. As far as military requirements would permit,

the airport sites were selected with a view to serving the future civilian

aviation needs of the areas in which they were located. The necessity for having easy access to electric power, potable water, good roads, and social

amenities required that the sites be located in the environs of the larger

towns or cities. The responsibility for selecting and building sites belonged

to the Department of Transport. With its previous experience in the construction 65 of an airport system across Canada, it was a simple task to expand the activities to meet the new requirements. When hostilities ended, 149 new airports had been built and 73 old ones vastly expanded.

The program also called for providing 64 flying training schools. The first Elementary Flying Training School opened in June 1940. At each of the service flying training schools, flying training became so intensive that two relief airports in addition to the main base were needed to handle peak congestion times. The volume of flying became so large that the flying clubs were asked to aid the plan. Twenty-five clubs undertook the operation and management of 22 elementary flying schools for the Royal Canadian Air Force.

These clubs graduated in excess of 41,000 pilots during the war period of operations.

2. Trans-Atlantic Ferry Service

The Trans-Atlantic Ferry Service was established to deliver American- made bomber aircraft to Britain by way of Canada. Since the United States at this time was not at war, any movement by air of military aircraft to Europe had to be made through Canada. The organization was formed by the Canadian

Pacific Railway with the aid from British Overseas Aircraft Corporation using civilian pilots to crew the bomber aircraft. In July 1941, the Royal Air

Force Ferry Command took over the organization.

The Trans-Atlantic Ferry Service operations resulted in the development of Atlantic staging bases at St. John's, Gander, and Goose Bay. An efficient airway system, meteorological service, and telecommunication system was also developed to aid in the safe delivery of aircraft across the Atlantic. The Northwest Staging Route to Alaska, the Canol Project and the

Crimson Route, resulted in the construction of a number of intermediate and main airports in northern Canada;

3. Northwest Staging Route

The Northwest Staging Route, like the Trans-Atlantic Ferry Service

Route, was developed to deliver American bombers. The aircraft were flown from the United States, through Canada to Alaska, where the aircraft were delivered to Russian air crews. An existing route developed originally by

United Air Transport was expanded. The airway, which opened for traffic in

September 1941, went from Edmonton to Grand Prairie, Fort St. John, Fort Nels

Watson Lake, , and eventually Fairbanks, Alaska.

Canol Project

The Canol Project resulted in an air route being built by the

Americans to connect with the rail heads at Peace River or Waterways

from the potential oil reserves near . Landing fields

were constructed at Fort Smith, Fort Resolution, Providence, Fort

Simpson, and Wrigley for the winter movement of supplies. The airway

allowed construction crews to quickly build a petroleum pipeline from

Norman Wells (Canol) to Whitehorse in the advent of petroleum being

needed for the war effort in the northern Pacific. The petroleum was

never required and the pipeline and refinery (at Whitehorse) were

abandoned. The airports later helped to develop the Mackenzie River

area of the Northwest Territories. 67 Crimson Route

The Crimson Route was a staging route scheme from the North

American mid-continent to Europe (close to today's polar route). The

route was conceived as running from the northern United States across

North Hudson Bay, Southern Baffinland,. Greenland, and Iceland to the

United Kingdom. Canada constructed an airport at The Pas, ,

while the Americans, with Canadian approval, built airports at

Churchill, , Fort Chimo, and Frobisher. Nothing came of

the project from a military standpoint, but some airports built have

played a very important part in the development of the Arctic during

the post-war years.

In order to maintain Canadian sovereignty, the Canadian government

decided to repay the United States government for wartime airway

construction. In total, the Canadian government paid out some

$111,000,000 for airways assets, some of which were of doubtful value

to the Canadian post-war economy.

POST-WAR GENERAL AVIATION

1. Post-War Economic Regulation

A very rapid growth of aviation was anticipated at the end of World

War II and past experience indicated the necessity for ensuring that this proceeded in an orderly manner, and in an environment where each operator would have an opportunity to become firmly established, unhampered by the conditions brought about by unregulated competition that had troubled the industry in 68 pre-war days. "Regulated competition" was the key word in government aviation regulation policy.

The measure of economic control under, the Transport Act in 1938 had not proved satisfactory. An Inter-Departmental Committee on Air Transport Policy recommended that economic control would be more effective with the establishment of an Aeronautics Act. In 1944, this Act was passed and created the Air

Transport--Board. The Board consisted of three members, all appointed by the

Governor in Council, to advise the Minister of Transport on matters relating to civil aviation and to deal with the economic regulations of commercial air services in Canada. All commercial air transport was classified and brought under a licencing system with the Board exercising control in such matters as financial responsibility, schedules, rates and charges, base and route protection, adequacy of services, levels of competition and similar matters.

Each licence issued by the Board was subject to Ministerial approval,

and the denial of a licence would be appealed to the Minister. This ensured

that Board action was in line with government policy. To the extent that this

tended to keep administration abreast of changing times, it could be regarded

as a progressive outlook. At the other end of the spectrum, it left the

Board open to the whims and caprices of political pressures.

Non-scheduled services in the general aviation category are exempted

from the exacting requirements for Class I Scheduled Service of the airline,

"public convenience and necessity," but it must still be shown that the

proposed service will be "in the public interest." 69

A close liaison exists between the Board (and its successor the Air

Transport Committee) and the Department of Transport in issuing of licences.

These complement each other: the validity of the Board's licence depends upon the possession of a route competency certificate confirming that the operator is competent to run a safe service.

2. Commercial Air Operations

Most of the small commercial firms of the pre-war period either became absorbed into Canadian Pacific Airlines' system, or disappeared due to wartime shortages. A few, however, did survive to continue their operations in the post-war era. M and C Aviation (Mason and Campbell) was one of the largest of these surviving companies, and afterwards, it was bought and re-organized by the Government of Saskatchewan to develop northern Saskatchewan (now a private concern again—). Among smaller survivors were companies which since the end of the war showed considerable growth and developed into important non-scheduled commercial operators. In spite of these few exceptions, the war had broken the continuity of the development so completely that the immediate post-war period could be described as a period of reconstruction.

The influx of former RCAF personnel after the war and the resumption of the resource developments brought new firms into the industry as well as revived some of these which survived the war years. This new growth is well illustrated by the statistics of the Air Transport Board of the post-war reconstruction, shown in Table 19.

The geographical distribution of the non-scheduled commercial carriers licenced to perform services from fixed bases is shown for the year 1948 in

Table 20. 70

Table 19. Domestic Air Carriers Licenced by the Air Transport Board 1944-1948

Description 1944/46 1947 1948

Scheduled 3 9 8 Non-scheduled specific points 5 7 9 Non-scheduled fixed base 79 101 (117*) Specialty services - 23 Contract carriers - 12 9 Philanthropic services - 2 2

^September 11, 1944 - December 31, 1946

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.51. Table 20. Non-Scheduled Fixed Base Operators (1) ATB Licences in Force as of December 31, 1948 Geographical Distribution

_ T . No. of Carriers _, No. of Licences T . , ^ Province _ Licenced to in Force (2) Operate

Prince Edward Island - - Nova Scotia 4 4 New Brunswick 4 4 Quebec 25 22 Ontario 43 37 Manitoba 10 9 Saskatchewan 13 12 Alberta 9 7 British Columbia 15 15 NWT and Yukon 10 7

Totals: 133 177

(1) Charter and specialty air services.

(2) Number of licences can exceed the number of operators, since the same operator may hold more than one licence.

(3) Includes 22 licencees engaged in specialty air services operations.

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.52. 72

3. Commercial Charter and Contract Operations

The resumption of resource exploration on an increasing scale led to the rebirth of bush flying. Charter operations, conducted mostly with float- equipped aircraft, like the de Havilland Beaver, became an important supplement to the north-south route services of the scheduled required airlines, and in many areas preceded them. The availability of surplus aircraft and trained pilots facilitated the entry into the industry.

With time, the size of a successful charter operator increased. During the initial development stages, most charter carriers operated on a local scale; therefore, it was possible to group the non-scheduled carriers by geographical regions. An analysis made of the non-scheduled industry in 1949-50 period indicated the following facts: (19) ,

a) The industry was largely concentrated in the resource areas of Canada

(Newfoundland, Labrador, northwest Ontario, northern Alberta, and

British Columbia).' Less than one-third of revenue hours were flown in

the populated areas of the country, and less than 50 percent of this

one-third was flown on transport services.

b) The industry in the southern area of Canada was composed of small

firms with low aircraft utilization and mainly dependent on non-transport

activities (e.g., aircraft sales and services, fuel sales, etc.).

c) There existed a relationship between the size of the firm, its dependence

on transport services, and aircraft utilization. 73

Table 21 summarizes the growth of the non-scheduled services (charter and irregular route services) for all of Canada between 1946 and 1951.

Although resource developments which required large scale air transport began in the late 'forties', the impact of numerous large scale developments, as well as the northern defence constructions in the 'fifties', caused fundamental changes in the industry's structure. A certain proportion of carriers were amalgamated, bought out, or simply went out of business. In turn, a number of new, mainly smaller carriers, became licenced and started operations.

However, by that time, the economic realities of the air transport industry became well understood and new licenced carriers located near the traffic markets.

The most important large scale projects requiring extensive air transport

support were:

Knob Lake (Schefferville) mining development and railway construction.

This development has been followed by intensive exploration programs in

other areas of "New Quebec" and Labrador (e.g.Wabush, Mt. Wright

area, etc.).

Kitimat hydro-electric power construction and aluminum smelter

development phase.

Hydro-electric power developments in northern Quebec.

Mid-Canada defence line construction.

DEW (Distant Early Warning) defence line construction. Table 21. Domestic Non-Scheduled Carriers 1946-1951

Description 1946 1947 1948 1949 1950 1951

Performance Statistics: Revenue miles flown 3,099,171 10,514,468 13,320,807 11,424,902 12,022,964 13,882,322 Revenue hours flown 19,602 75,755 93,912 70,824 78,670 96,283

Traffic Statistics: Passenger-miles 4,017,790 8,610,074 12,294,038 9,742,339 10,229,541 13,397,808 Goods, ton-miles 133,107 771,151 1,069,388 777,224 848,935 1,062,672 Mail, ton-miles 3,364 6,128 7,320 16,145 20,531 42,537 Total ton-miles (est.) 538,250 1,638,286 2,306,112 1,767,603 1,892,420 2,444,990

Financial Statistics: Total flying revenues $1,233,703 3,654,915 5,136,321 4,482,767 4,930,729 6,243,435 Flying revenue per ton-mile $ 2.29 2.23 2.3 2.53 2.61 2.55 Total operating expenses $1,384,949 4,415,925 5,882,244 5,313,686 5,527,719 6,501,608 Operating expenses per ton-mile $ 2.57 2.70 2.55 3.01 2.92 2.65

Note: Non-scheduled carriers group includes the following reporting classes: Class B - non-scheduled operators with gross annual revenues exceeding $25,000; Class C - non- scheduled operators with gross annual revenues exceed $10,000 but less than $25,000.

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.63. 75

These developments coincided with the mining and exploration boom in many parts of Canada. Table 22 presents the more significant indicators of the growth of charter flying activities during the period 1952-1958.

A typical pattern of air transport in the northern resource areas is as follows: during the early exploration stage, small equipment is issued which is later substituted by larger aircraft with each step of the development work; for example, Cessna 180 (ATC Group C aircraft) are used to bring in the survey personnel, Norseman, Beaver, or Otter (ATC Group B aircraft) follow with drills and material supplies. Later on, after the resource construction program is decided on, it is often supplied by DC-3, C-46, or even a larger aircraft such as a Lockheed "Hercules" (ATC Group A aircraft). After the construction stage is over, and the property is in production, unit-toll service (the service sold to the customer on a per seat, per pound, or per ton basis between specific points with different degrees of regularities) can be established providing passenger, mail and cargo service; this service, together with the established ground facilities, eliminates a large part of the demand for charter services. -

4. Post-War Flying Training

The private flying sector of general aviation experienced increases in activity in the post-war era, similar to the commercial air operators. Those clubs that had participated in the British Commonwealth Air Training Plan were in a favoured position to expect sympathy and support from the Department of Transport and the RCAF. 76

Table 22. Charter Operations in Canada (Bulk Transport) 1952-1958

Revenue Capacity Miles Revenue Revenue Cargo ton-miles Year Flown Hours Passengers Carried Produced (000) Flown Carried (000 tons) (000)

1952 17,447 151,531 295,473 47,347 22,663 1953 19,532 167,075 379,134 66,365 30,711 1954 15,456 142,385 320,496 31,570 16,711 1955 31,882 253,376 402,247 87,893 101,915 1956 42,217 342,722 522,095 123,424 126,235 1957 36,554 298,165 506,581 97,228 88,922 1958 26,130 232,399 420,416 63,944 47,618

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.75. 77

After the cessation of hostilities, those clubs that had been operating on specially constructed military bases returned to their old locations and all took up the task of further civilian training.

The Royal Canadian Flying Clubs Association (the prefix 'Royal' was granted to the Association as a result of its war services) was afforded assist• ance by the block purchase of a large number of Tiger Moth aircraft from the War

Assets Corporation. These aircraft were resold to the individual clubs at a nominal figure and enabled them to start post-war flying training with a minimum of delay. The Air Force also helped by placing a considerable quantity of surplus equipment, including motor vehicles, office furniture, lounge furniture, tools, hangars, clubhouses, and shop accommodation, at the disposal of the clubs, for a nominal figure. Because of the considerable government assistance given to them, however, they were not permitted to participate in commercial operations.

Tentative discussion between the RCAF and the Association had led the latter to believe that a post-war scheme of refresher flying training for ex-war pilots would be undertaken at an early date. The clubs, in order to accommodate

the expected influx, increased their staff and facilities. However, a change

in Air Force training policy resulted in the project never being established.

Despite this setback, the Association reported a total of over 41,000 hours

of flying training in 1947.

In the following year, however, flying training decreased and a number

of the clubs were in serious financial difficulties. In order to keep the

output of pilots at a satisfactory level for defence needs, the Assocation

asked that a government subsidy scheme be re-introduced. 78

A new government subsidy scheme came into effect in January 1949. It provided each qualifying club a cash grant of $100 for every private pilot certificate granted regardless of the age or sex of the student, provided the student was a Canadian citizen. (This was amended in 1960, limiting the grant to graduates under 33 years of age.) The plan further provided that male graduates between the ages of 18 and 22 who joined the military services would be granted an additional $100, while a grant of the same amount was given to the flying club or school which had graduated the student.

The RCAF, in 1946, began to sponsor a program of summer courses giving flying instruction to scholarship air cadets at Association clubs. Another contract in 1950 employed the clubs in giving refresher flying training to reserve pilots in the RCAF. This particular project was known as "Chipmunk," named after the de Havilland trainer used extensively in flying training at that time. By 1952, 19 flying clubs were giving 20 hours of refresher flying a year to each reserve pilot living in the immediate vicinity of the club.

A change in RCAF policy curtailed this project in March 1958.

The government private pilot certificate subsidy scheme was extremely successful. This scheme plus the fact that an expanding economy with its increased personal affluence and leisure time attracted many people to learn to fly. Economical and efficient post-war designed training aircraft, such as the Cessna 140 and the Piper Cub, were available to meet the increased demands for flying training. In the middle 'fifties', the Association's dominant position in the provision of flying training was beginning to be challenged.

Commercial air operators who specialized in light aircraft sales and service, fuel sales, light aircraft charter, and so forth, now realized that profits could be gained from entering the mutually supporting flying training field. 79

In varying degrees of involvement, the commercial air operators established flying training schools across Canada.

Table 23 illustrates the growth of flying training in Canada between

1952 and 1958.

Recreational Flying and Aircraft Rentals

Associated with flying training is recreational flying and aircraft

rental hours. Data in Table 24 indicate a relatively slower growth of

this subsidiary line of operation of a flying club or flying school.

Helicopter Operations

Due to the technical characteristics of the helicopter, it is an

essentially expensive machine to operate and therefore, it can justify

itself on economic grounds only on special jobs where its vertical take•

off and landing characteristics are essential. Because of the high

operating cost, no scheduled route type helicopter services have been

developed. On the other hand, the use of the helicopter for numerous

specialty jobs in the outlying areas or in the rugged terrain was

pioneered to a large extent during the post-war period in Canada.

For an analysis of the possibility of scheduled helicopter operations

in Canada, see the companion studies: J. G. Townsend, Scheduled

Helicopter Operations and Their Applicability within Canada, Air Transport Board, Ottawa, December 2, 1966, and Department of Transport, Transportation Policy and Research Branch, Scheduled Helicopter Operations

in Canada,. Ottawa-. November 1966. Table 23. Flying Training in Canada 1952-1958

Year Revenue Hours

1952 39,236 1953 45,410 1954 39,511 1955 38,947 1956 49,877 1957 66,359 1958 78,339

Source: Dominion Bureau of Statistics Civil Aviation Annual, (Ottawa: Queen Printer, Annual). Table 24. Recreation Flying and Aircraft Rentals 1952-1958

Year Revenue Hours

1952 15,065 1953 16,316 1954 13,745 1955 14,755 1956 14,095 1957 21,985 1958 22,486

Source: Dominion Bureau of Statistics Civil Aviation Annual, (Ottawa: Queen Printer, Annual). 82

The first man in Canada to sense the potential possibilities of the helicopter was Carlyle (Carl) Agar. He had established a flying training school at Penticton, B. C, in the Okanagan Valley after the war. He realized the drawbacks of using a fixed-wing aircraft in the mountain valleys and soon obtained financial backing and bought a helicopter. In 1947, Okanagan Helicopter Limited was formed. During the first two years, the company's work consisted largely of spraying and dusting fruit orchards in the Okanagan Valley. New opportunities, however, soon opened up. The Alcan Aluminum project at Kitimat proved the worth of the helicopter. Okanagan Helicopters used the helicopter to first survey and then to build the power transmission line from the mountain powerhouse to Kitimat on the coast. Every beam and sack of cement was brought in by helicopter to build the tower and string the cables for the completion of the project.

By 1955, Okanagan Helicopters, with 27 helicopters, was the largest firm of its kind in the world and the activities of the company extended to the Atlantic coast.

The Department of Transport was another early pioneer in the field, flying helicopters from the decks of Department ice-breakers. This type of operation began in 1950.

Most helicopters were carried out on a contract basis and their main function was (and still is) to ferry personnel and equipment for short hauls during survey operations and the logistics support needed in specialized construction work in inaccessible areas. 83

Table 25 summarizes the statistics of helicopter operations for the

first decade of helicopter use in Canada.

In spite of the influx of new helicopter firms, helicopter

operations during this era were dominated by the larger firms. This

high degree of concentration is illustrated in Table 26.

SPECIALTY AIR SERVICES

In order to present the entire flying activities of the various sectors of commercial general aviation, brief mention is made of those categories known as "specialty air services." The main parts of this heterogenous group of flying activities are: aerial application and distribution; aerial photography and survey; aerial photogrammetry; aerial inspection, reconnaissance, and advertising. (Flying training and recreational flying and aircraft hours, previously discussed, are also recorded by the ATC as specialty air services.)

1. Aerial Application and Distribution

These activities include the spraying and dusting of agriculture crops by aerial application. A large portion of 'crop spraying' activities are performed by farmers on their own account. A commercial licence is not needed by the individual "flying farmer" as long as he contains his operations within

25 miles of his home base. Since these are not commercial operators, per se, aerial pest control statistics are not filed with the ATC.

Commercial aerial agricultural spraying was quickly accepted by agricultural concerns in the post-war period. The flying farmer emerged soon after, but the Table 25. Statistics of Helicopter Operations (1) 1949-1958

No. of Revenue Non-Revenue Total No. of Vpar Operators (2) Hours Hours Hours Flown 1949 1 n/a n/a n/a 1950 4 n/a n/a n/a 1951 4 n/a n/a n/a 1952 4 5,096 289 5,385 1953 6 8,799 825 9,624 1954 7 16,140 1,194 17,334 1955 8 19,429 1,263 20,692 1956 11 32,982 2,774 35,756 1957 11 45,861 3,417 49,278 1958(3) 16 41,451 3,437 44,888

(1) Excluding autogiro.

(2) Number of carriers reporting helicopter operations, exclusive of carriers filing 'nil' reports for helicopter operations.

(3) Excluding helicopter flying performed under RCAF contract.

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). Table 26. Changes in the Degree of Concentration in the Helicopter Industry 1954-1958

No. of Percentage of Total Year Active Revenue Hours Flown Operators by 3 Largest Firms

1954 7 65. 1955 8 77. 1956 11 55. 1957 11 74.0 1958 16 66.6

Source: Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.99. 86 commercial operators continued to operate in the field despite the competition from private farmers' aircraft. Commercial operators found they were best suited for those jobs requiring large acreage application or specialty spraying (e.g., New Brunswick spruce-budworm forest applications). The development of commercial air carriers' activities during the years 1952-1958 are summarized in Table 27.

A study by the Department of Agriculture, "The Use of Aircraft in

Canadian Agriculture," made a comprehensive survey of aerial spraying activities of both private (farmers) and commercial operators in 1957. The results of the questionnaire survey revealed the data for total aerial spraying activities in Canada and is presented in Table 28.

The data in Table 28 indicate that over half of the spraying work was performed by "non-commercial" operators, i.e. licence exempted farmers (65.8%).

The survey also revealed considerable difference in the nature of aerial application operators existed throughout the country. The private farmer spraying or dusting his own or his neighbor's crops was the predominant type of operation in the prairies. On the other hand, in the east, practically all aerial application was performed by commercial operators. This fact reflects the more specialized operations and difficult working conditions outside the prairies. The average revenue differences also reflected this situation; in the west, the average revenue was just over one doller per acre. In Ontario and New Brunswick, the average revenue rises to about five dollars per acre. Table 27. Aerial Application and Distribution Commercial Air Carriers 1952-1958

Year Revenue Hours

1952 3,308 1953 5,226 1954 6,501 1955 6,614 1956 6,382 1957 5,712 1958 5,809

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). Table 28. Number of Aircraft Owners, Aircraft and Hours Flown in Commercial and Private Agricultural Spraying and Dusting and Other Private Agricultural Flying in Canada in 1957

Commercial Agricultural Private Agricultural Other Private Province Spraying and Dusting Spraying and Dusting Agricultural Flying Owners Aircraft Hours Owners Aircraft Hours Owners Aircraft Hours

British Columbia 1(2) 5 200 0 0 0 3 4 550 Alberta 5(2) 6 441 6 6 335 22 25 2,385 Saskatchewan 19(2) 36 2,288 20 22 1,452 28 30 2,497 Manitoba 3(2) 5 417 1 1 10 22 22 2,436 Ontario 5 25 1,896 0 0 0 7 8 272 Quebec (1) 1 3 42 0 0 0 2 2 214

Totals: 34 80 5,284(3) 27 29 1,797 84 91 8,354

(1) Work actually carried out in New Brunswick.

(2) Includes 15 owners who also flew 402 hours on agricultural work other than spraying.

(3) Results from questionnaire and not from ATC reports of licenced air carriers gives a difference in totals.

Source: L. E. Philpotts, The Use of Aircraft in Canadian Agriculture, (Ottawa: Department of Agriculture, Economics Division, July 1958).

00 oo 89 2. Aerial Photography and Survey

This section of specialty flying services expanded greatly after the war with government and private mapping and survey contracts. High speed, high

altitude, ex-military aircraft conbined with new techniques in surveying and mapping made it possible to record and map thousands of square miles of

Canada in a relatively short span of time. The experience gained from

surveying in Canada prompted many of the larger aerial surveying companies,

such as Spartan Air Services, to expand their operations throughout the world.

The industry has continuously employed more modern and larger aircraft

and the latest technology; consequently, both the volume of work performed and

the revenues earned have increased more than the number of hours flown. The

progress of this section of specialty air services is illustrated in Table 29

for the years 1952-1958.

3. Aerial Photography

This is a relatively small sector of specialty air services. The

industry is dominated by small companies which entered this type of activity

as a supplement to other lines of business, such as a small fixed-base operator would be engaged in. The post-war progress of this sector is indicated in

Table 30.

4. Aerial Inspection, Reconnaissance and Advertising

There were numerous commercial firms which, at one time or another, had

been engaged in aerial patrol in the post-war period. Most have been employed Table 29. Aerial Photography and Survey Commercial Air Carriers 1952-1958

Year Revenue Hours Revenue ($)

1952 12,784 2,626,282 1953 15,339 3,443,718 1954 16,755 3,688,324 1955 15,386 4,834,847 1956 20,949 4,887,530 1957 20,863 5,235,971 1958 16,559 6,697,630

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 91

Table 30. Aerial Photographs Commercial Air Carriers 1952-1958

Year Revenue Hours

1952 810 1953 794 1954 1,266 1955 1,158 1956 281 1957 847 1958 2,043

Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). by patrolling forest reserves for forest fire prevention and petroleum pipeline inspection. The activities of this sector are indicated by Table 31.

Aerial advertising is a decreasing industry and is now grouped with aerial inspection and reconnaissance. Firms which are active in this line engage also in other aerial services. Table 32 indicates the decreasing volume of flying by operators licensed to provide this type of service in the 'fifties'

5. Private Flying Activities

The private flying activities of general aviation in the post-war period are difficult to analyze due to the lack of factual data.

Business Flying

Many business firms realized the advantages of the aircraft from

the experience of the war. These firms needed a flexible, high speed,

means of communication to reach the marketing and distribution points

which were evolving in a post-war economy. Cheap war surplus aircraft

were abundant and some firms, e.g., oil companies, chain department

stores, meat packers, construction companies, and so forth, decided that

these aircraft would meet their business requirements for improved

communications.

Even though the initial purchase price of these surplus aircraft,

like the Lockheed Lodestar, Beechcraft 18 and North American B-26,

was relatively low, the cost per plan-mile was extremely high. These

high operating costs were, however, offset by the flexibility of Table 31. Aerial Inspection and Reconnaissance Commercial Air Carriers 1952-1958

Year Revenue Hours

1952 6,438 1953 10,785 1954 11,332 1955 11,615 1956 12,655 1957 18,539 1958 18,058

Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 94

Table 32. Aerial Advertising Commercial Air Carriers 1952-1958

Year Revenue Hours

1952 351 1953 266 1954 190 1955 252 1956 232 1957 125 1958 173

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 95 individual scheduling, decreased total time and expanding into new market regions. The offered the possibility of executives holding private discussions of business problems en route, making on-the-spot investigations at branch plants and completing customer transactions within hours instead of days.

Recreational Flying

Private recreational flying, like private business flying also increased in the post-war period. Former military pilots continued flying after the war and purchased surplus military training aircraft for recreational purposes. After an initial surge in recreational flying, many private aircraft owners discovered that the surplus military aircraft they had bought were too expensive to operate and maintain. Private recreational flying and training club activities (as previously noted) experienced a mild recession until the government private pilot's certificate subsidy and economical, light aircraft were introduced in the early 'fifties'. Recreational flying activity has been expanding every year since, to this date. The average yearly utilization is comparatively low to commercial aircraft or even private business aircraft, but the increasing number of private aircraft make this sector of general aviation one of the largest in total hours flown.

Table 33 summarizes the numerical growth of the civil aviation fleet from 1946 to 1958. Volume of flying for private aircraft is unknown, but a comparison between the number of commercial and state aircraft and private aircraft does indicate just how rapidly ownership of private aircraft grew after the war. Table 33. Registered Civil Aircraft in Canada 1946-1958

Year Commercial and Private Total (as of State Aircraft Aircraft Aircraft December 31)

1946 866 45 911 1947 1,574 299 1,873 1948 1,477 544 2,021 1949 1,334 667 2,001 1950 1,222 738 1,960 1951 1,454 852 2,306 1952 1,425 986 2,411 1953 1,503 1,151 2,654 1954 1,513 1,287 2,800 1955 1,682 1,466 3,148 1956 1,764 1,566 3,330 1957 2,001 2,004 4,005 1958 2,071 2,438 4,509

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.110. 97 AIRPORT DEVELOPMENT

At the end of the war, Canada possessed a large number of airports, a great many of them a legacy of wartime defence purposes. Nevertheless, the

expansion of civil avaition did not in all cases parallel the requirements of wartime developments. Post-war development of scheduled airline services, business aircraft flying and recreational flying, and the increasing use of wheeled aircraft necessitated further expansion of airport facilities by charter

operators, both in terms of new airports and expansion of the existing ones.

Table 34 shows the numerical growth of licenced airports developed after

the war.

The Department of Transport has traditionally played the predominant

part in airport development. Unlike the United States Government, the

Department owns and operates the majority of large and medium size Canadian

airports. Through different assistance programs, the Department (like the

United States in this instance) supports many municipal airports. A good

indication of the magnitude of the airport investment programs undertaken by

the federal government is the Department of Transport's investment expenditures

and grants during the 'fifties'; they are summarized in Table 35.

In addition, Department of Transport capital expenditures as aids to

navigation for the airway routes amounts to $40,670,000 by March 31, 1958. Table 34. Licenced Airports in Canada 1946-1958

Year Licenced Airports

1946 161 1947 273 1948 354 1949 361 1950 415 1951 403 1952 415 1953 433 1954 430 1955 495 1956 519 1957 550 1958 452

Source: K. W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), p.110. Table 35. Airport Investment Expenditures by the Department of Transport

Grants and Contributions _. - Department of Transport . for Airport Development Fiscal Year Airports (1) Airport Development at non-DOT Airports (2)

1951- 52 $ 5,991,000 $188,000 1952- 53 6,872,000 97,000 1953- 54 8,194,000 182,000 1954- 55 10,194,000 100,000 1955- 56 20,381,000 161,000 1956- 57 26,309,000 618,000 1957- 58 27,723,000 487,000

(1) "Construction Services" - Construction or acquisition of buildings, works, land or new equipment.

(2) Mainly municipal airports.

Source: Department of Transport, Annual Report, (Ottawa: Queen's Printer, Annual). 100 SUMMARY OF GENERAL AVIATION HISTORY

The development of general aviation up to the late 'fifties' is a varied but interesting progress story of a vital part of the Canadian air transport

industry. Because of the nature of Canada's geography and economy, general aviation has played a significant role in the opening up of the frontier areas with their associated transportation problems. Resource developments in the north and other remote areas have stimulated the use of aircraft in the

petroleum, mining, forestry, and construction industries. At the same time,

executives and technicians of businesses operating in the more settled southern

regions of Canada came to know the business advantages of using aircraft. The western farmer also discovered the small aircraft useful for a wide variety of

chores. Apart from the business transportation uses, many small aircraft in

the general aviation category began to be utilized by private individuals for a wide variety of personal transportation and recreational purposes.

The stage is now set to investigate the development of general aviation

and its impact upon civil aviation and the Canadian economy in the 'sixties'. 101

III. GENERAL AVIATION IN THE SIXTIES

General aviation flying in the 'sixties' embraces diverse uses of a multitude of aircraft ranging from the sheer enjoyment of flying to transportation of personnel and cargo. Since general aviation consists of all civil flying except that performed by scheduled public air carriers, it is the largest cate• gory of civil aviation. It exceeds the scheduled airlines in terms of hours, in the number of aircraft and pilots, and in aircraft flight operations. The more than 8000 aircraft in general aviation, as of January 1, 1968, are valued conservatively at around $150 million, showing a significant direct capital investment by owners.

Despite the growing importance of this segment of the aviation spectrum, data pertaining to general aviation flying are not readily available. Little historical data concerning basic number of aircraft, hours flown, and general aviation activities is available on a consistent and continuing basis. While some gross data has been available, the accuracy of the counts and the validity of the trends indicated thereby are subject to question and limit the value of the findings of many reports.

Other data gaps are apparent when concerned with such factors as: the socio-economic characteristics of aircraft owners and flight trainees, e.g., their age, occupation, income; size and industry of firms owning aircraft; data on occupancy, trip length and origin/destination of flights; characteristics, growth and significance of flying clubs; specifics with respect to motivations for business and personal use of particular aircraft types; aircraft turnover rates and sales of used aircraft; and data on attrition of older aircraft. 102

In this chapter, the make-up of general aviation is discussed and the significant trends in the various categories are examined, using several data sources. In addition to published statistics, it was necessary to conduct a survey of operations of general aviation in order to overcome the many gaps in knowledge of the sector. Statistical requirements of the Air Transport

Committee provide some indications regarding the activities of commercial operators. On the other hand, information concerning private flying is fragmentary for the most part and often inconsistent. The survey was divided

into two parts: private aviation (State aircraft owners were included in the private aviation sector of the survey), and commercial aviation. Survey

questionnaires were mailed to the registered owners of all privately-registered aircraft shown in the Canadian Aircraft Register as of March 31, 1968. Another

questionnaire was mailed to all non-scheduled, commercial air carriers operating aircraft pursuant to Air Transport Committee regulations. Although every attempt was made to separate aircraft operating commercially under the jurisdiction of the Air Transport Committee, it proved extremely difficult to determine precisely those aircraft which were not operated for commercial purposes. The rapid transfer by sale and lease between owners and complexities

regarding legal ownership patterns were among the principal difficulties.

GENERAL AVIATION ACTIVITY BY TYPE OF FLYING

General aviation flying involves a multitude of uses for aircraft. The various types of flying are divided into three basic groups:

1. Private flying: represents the use of privately-registered aircraft for

a variety of personal uses or as a transportation vehicle in the conduct

of a business. 103

2. Commercial flying: represents the use of commercially-registered

aircraft for non-scheduled operations under the jurisdiction of the Air

Transport Committee.

3. State flying: represents the use of state-registered aircraft used

for a variety of operations conducted by the federal and provincial

governments.

THE AIRCRAFT FLEET

For the sake of convenience, all private, commercial, and state registered aircraft have been divided into nine classes grouped around common characteristics. The categories are related to aircraft weight and engine characteristics and not to engine horsepower and aircraft seating capacity as are U. S. Federal Aviation Administration reports. It is felt that such a classification technique is valid since the aircraft capabilities and facility requirements are related to weight and engine characteristics.

Class 1, Light Single:

Small, single-engined airplanes, generally accommodating one to

four persons, with a gross take-off weight up to 2999 pounds. The class

is made up of aircraft used for primarily recreational and training

purposes. An example of an aircraft in this class is the Cessna 150.

Class 2, Medium Single:

These single-engined airplanes generally accommodate four to six persons, and have a gross take-off weight between 3000 and 5999 pounds. 104

Examples of aircraft in this class are the Cessna 180 and Beechcraft

35 "Bonanza."

Class 3, Heavy Single:

These are single-engined aircraft generally having a higher performance and capacity than other single-engined aircraft. They have a gross take-off weight over 6000 pounds and are used primarily by commercial operators. A typical example of an aircraft in this class is the de Havilland DCH-2 "Beaver."

Class 4, Light Twin:

These twin-engined airplanes generally accommodate four to eight persons. Gross take-off weight is under 8999 pounds. This aircraft class is used extensively by small business firms and commercial operators. The Piper PA23 "Aztec" is a typical example of an aircraft in this classification.

Class 5, Medium Twin:

This class includes twin-engined airplanes with a gross take-off weight between 9000 and 15,999 pounds. Generally, six to ten persons can be accommodated in the aircraft. Examples of aircraft in this class are the Beechcraft BE90 "King Air" and the de Havilland DHC 6

"Twin Otter." 105 Class 6, Heavy Twin:

This class consists of twin-engined airplanes used by larger

corporations and commercial operations. Included in this category are many "executive jet aircraft." Gross take-off weight is over 16,000

pounds, and passenger and crew capacity may vary from eight to twenty.

The Douglas DC-3 and Hawker Siddley HS-125 jet are examples of this

category.

Class 7, Large Transport:

This class includes heavy aircraft with more than three engines.

Most aircraft in this class are owned by scheduled airlines but there

is a small number flying in the general aviation sector. An example of

an aircraft in this category which is classified as a general aviation

aircraft is the Lockheed L 3290 "Jet Star" four-engined executive jet.

Class 8, Gyroplanes:

This class of helicopter-like aircraft have been separated from

the helicopter class because of their limited capabilities. These

small aircraft are used for recreational purposes only because of limited

flight capabilities. The Benson BEN 800 "Gyrocopter" is the dominant

model in this class.

Class 9, Helicopters:

These unique vertical take-off and landing aircraft are used for a

variety of commercial purposes. A limited number are also privately 106

registered. The Bell HB47 is a typical example of a popular light

helicopter used extensively in Canada.

In 1967, there were 9098 civil registered aircraft in Canada, an increase of 56 percent over the 1961 figure of 5803. The number of commercially- registered aircraft during the same period increased 31 percent from 1987 to

2614 aircraft. Privately-registered aircraft rapidly increased from 3635 to 6277 aircraft; a rate of 72 percent. State-registered aircraft increased only 14 percent, from 181 to 207 aircraft. Table 36 shows the increases in civil aviation registration from 1961 to 1967.

The Canadian Aircraft Register was adjusted to exclude those aircraft which, for a variety of reasons, did not hold a valid certificate of airworthiness in 1967. This adjustment shows the breakdown of civil aviation aircraft by type of registration and aircraft classes as previously defined and shown in Table 37.

Civil aviation aircraft flew a total of 2,227,280 hours in 1967, out of which general aviation aircraft flying accounted for 1,825,369 hours. General aviation accounts for over four times the number of hours flown by scheduled airline aircraft.

Since 1961 (the only year general aviation data is available), the number of total hours has increased by over 62 percent. Commercial non- scheduled air carriers accounted for the largest percent increase in the number of hours flown from 1961 to 1967; 108 percent from 548,833 to 1,144,644 hours. The next largest percentage increase was recorded by privately- registered aircraft. This group increased over 29 percent from 465,700 hours Table 36. Civil Aviation Aircraft by Type of Registration

Year Commercial* Private State Total

1961 1,987 3,635 181 5,803 1962 1,972 3,987 183 6,143 1963 1,979 4,251 190 6,420 1964 2,018 4,652 194 6,864 1965 2,162 5,144 200 7,506 1966 2,344 5,721 200 8,265 1967 2,614 6,277 207 9,098

^Includes aircraft used in scheduled airline service.

Source: Department of Transport, Canadian Aircraft Register, (Ottawa: Queen's Printer, Annual). 108

Table 37. Active Civil Aviation Aircraft (1) by Registration, by Class 1967

Aircraft Groups Total Private Commercial (2) State

Single Engine: Light 3,019 2,433 584 2 Medium 3,183 2,263 916 4 Heavy 525 125 311 89

Twin Engine: Light 498 285 199 14 Medium 185 46 105 34 Heavy 225 66 140 19 Transport 139 5 128 6 Gyroplane 47 46 1 - Helicopter 410 37 341 32

Totals: 8,231 5,306 2,725 200

(1) Includes only those aircraft with a valid certificate of airworthiness.

(2) Includes 198 aircraft which are operated by scheduled airlines and not usually operated under the general aviation category.

Source: Department of Transport, General Aviation Survey 1967, (Ottawa, 1968). 109 in 1961 to 603,311 hours in 1967. State-owned aircraft hours increased by 27 percent, from 60,475 to 77,394 hours.

Table 38 is a summary of hours flown by civil aviation in 1967 by type of registration and class;

The increase in hours flown between 1961 to 1967 was considerably higher than the increase in number of aircraft engaged in general aviation activity.

Thus, it is apparent that the average utilization of each aircraft increased during the same period. The trend towards larger and more productive single- engine and twin-engine aircraft increased the average aircraft utilization.

A further impetus toward the greater utilization of aircraft was the increasing use of turbine-powered aircraft in general aviation activities. There were only 103 turbine-powered aircraft in the civil aviation fleet in 1961. By the end of 1967, the figure had reached 227. Out of the 1967 total, 45 turbine- powered aircraft were privately registered as compared to only five in 1961.

The average annual hours flown per aircraft rose from 185 in 1961 to

261 in 1967—a 41 percent increase. The average commercial non-scheduled aircraft flew 441 hours in 1967, a rise of 40 percent over the 1961 figure of

315 hours. The average aircraft utilization of privately-registered aircraft is quite low. In 1961, the average utilization was 139 hours; this figure dropped to only 113 hours in 1967. This reflects many factors: limited use in the winter; limited use through a lack of suitable landing strips; lack of suitable equipment to operate the aircraft in all weather conditions; and lack of financial means to operate aircraft. State-owned aircraft increased their average utilization from 343 hours in 1961 to 386 hours in 1967. This represents a gain of over 12 percent. 110

Table 38. Civil Aviation Hours, by Registration Type, by Aircraft Class 1967

Aircraft Class Commercial Private State Total

Single Engine: Light 360,370 199,382 - 559,752 Medium 295,174 254,456 1,762 551,392 Heavy 156,020 24,822 33,884 214,726

Twin Engine Light 81,029 72,554 4,610 159,193 Medium 30,214 13,395 15,251 58,860 Heavy* 42,596 31,837 7,921 82,354

Transport* 28,707 462 3,766 32,935 Gyroplane - 742 - 742 Helicopter 150,554 4,661 10,200 165,415

Totals: 1,144,664 603,311 77,394 1,825,369

*Unit-toll hours for heavy twin and transport class are assumed to be performed under Class 1 and 2 ATC licences and have been excluded.

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). Ill

OPERATION OF COMMERCIAL NON-SCHEDULED REGISTERED AIRCRAFT

All commercial air carriers are under the licencing jurisdiction of the

Air Transport Committee. The air carriers are classified by the type of licences granted by the Air Transport Committee as follows:

Class 1, Scheduled Air Carriers:

Air carriers who offer the public transportation of persons," mails,

and/or goods by aircraft, serving designated points in accordance with

a service schedule and at a toll per unit.

Class 2, Regular Specific Point Air Carriers:

Air carriers who offer public transportation of persons, mails,

and/or goods by aircraft serving designated points on a route pattern

and with some degree of regularity, at a toll per unit.

Class 3, Irregular Specific Point Air Carriers:

Air carriers who offer public transportation of persons, mails,

and/or goods by aircraft, from a designated base, serving a defined

area or a specific point or points, at a toll per unit.

Class 4, Charter Air Carriers:

Air carriers who offer public transportation of persons and/or

goods by aircraft from a designated base, at a toll per mile or per 112 hour for the charter of the entire aircraft, or at such other tolls as may be permitted by the Committee.

Class 5, Contract Air Carriers:

Air carriers who do not offer public transportation but who transport persons and/or goods solely in accordance with one or more specific contracts.

Class 7, Specialty Air Carriers:

Air carriers who operate for purposes not provided for by any other class.

Class 8, International Scheduled Air Carriers:

Domestic and foreign air carriers designated by the government of any state to operate international scheduled air services between Canada and any other state, pursuant to an international agreement or agree• ments to which Canada is a party.

Class 9, International Non-Scheduled Air Carriers:

Domestic and foreign air carriers who operate between Canada and any other state, any commercial air service authorized to be performed by domestic air carriers in Classes 2, 3, 4, 5, and 7; such air carriers shall be designated as Classes 9-2, 9-3, 9-4, 9-5, and 9-7 air carriers. 113 X General aviation operations by non-scheduled operators are usually incorporated under all the classifications of the Air Transport Committee except for Classes 1, 2, 8, and 9-2 air services. Since Class 3 air services are provided on a unit-toll basis (but not scheduled), some agencies exclude this classification from the General Aviation category.

In order to simplify air carriers reporting statistics to the Air

Transport Committee, Canadian carriers have also been classified into five reporting groups:

Group 1 Carriers:

Canadian air carriers licenced to perform both domestic and

international scheduled services (Air Canada and CP-Air).

Group 2 Carriers:

Carriers licenced to perform domestic scheduled services (regional

air carriers: , , , ,

and Eastern Provincial Airways).

Group 3 Carriers:

Canadian air carriers licenced to perform non-scheduled services

with gross annual flying revenues of $500,000 or over (excepting air

carriers included in Groups 1 and 2). 114

Group 4 Carriers:

Canadian air carriers licenced to perform non-scheduled services

with gross annual flying revenues of $100,000 and over, but less than

$500,000.

Group 5 Carriers:

Canadian air carriers licenced to perform non-scheduled services

with gross annual flying revenues of less than $100,000.

The term commercial flying includes four distinct categories of flying operations: unit-toll transportation, bulk transportation, specialty flying services, and the remainder, non-revenue transportation. Each will be discussed in detail in a subsequent section.

In the United States, commercial general .aviation activities are divided into the the following categories for reporting purposes:

1. Air taxi, charter, and contract use;

2. Aerial application use; and

3. Industrial/special use.

DEVELOPMENT OF COMMERCIAL FLYING

In terms of numbers of aircraft in general aviation, commercial flying ranks second with 2725 aircraft being engaged in commercial activities. This represents 33 percent of the total general aviation fleet in 1967. (See Table 37.) 115

Because of the commercial aspects connected with the use of these aircraft, operators attempt to achieve as high utilization as they can.

Commercial flying, therefore, ranked first in the total number of hours flown—

1,144,664 hours, or 59 percent of all general aviation hours performed in 1967.

Table 39 illustrates total revenue hours flown by commercial air carriers between 1960 and 1967.

In 1967, there were 388 commercial air carriers who reported flying hours to the Air Transport Committee. The vast majority reported under the

Group 5 Carriers category. This indicates that most Canadian operators

(70 percent) earned less than $100,000 from gross annual flying revenues in

1967.

The majority of commercial air carriers are owned by private corporations. Table 40 illustrates the types of ownership of commercial air carriers.

FIXED-BASE OPERATIONS

"Fixed-base operator" is usually the term referring to a commercial non-scheduled air carrier. In addition to being licensed by the Air Transport

Committee to fly charter and specialty air services, most fixed-base operators have also several subsidiary aviation services to obtain additional revenues.

These aviation services of the fixed-base operator are the "service centres" for general aviation. These services include fuel and oil sales, aircraft sales, accessories sales, DOT approved maintenance, inspection services, and aircraft storage rental. Some fixed-base operators, particularly in the United Table 39. Total Revenue Hours by Commercial Air Carriers* 1960-1967

Year Revenue Hours

1960 835,849 1961 825,423 1962 804,846 1963 832,641 1964 872,332 1965 1,084,228 1966 1,311,414 1967 1,502,800

*Includes unit-toll operations of scheduled air carriers of Group 1 Carriers. No accurate historical record of only general hours is available.

Source: Compiled from the Aviation Statistics Centre data. Table 40. Types of Business Ownership Reported by 272 Commercial Operators

Type of Ownership Number Reporting

Public Corporation 26 Private Corporation 181 Partnership 12 Private Owner 40 Unanswered 13

Total: 272

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). 118

States, operate from the smaller local airports and are responsible for airport operating revenues and expenses in addition to the usual fixed-base operators' duties.

It is difficult to completely list all the aviation services in Canada which could be determined as fixed-base operators. There are no common criteria for determining such an operator—not even an ATC charter or specialty air service licence determines a fixed-base operator for there are several who are only engaged in aircraft sales and service as a business. The same problem exists in the United States. The Federal Aviation Administration Agency,

Airport Services Branch is currently conducting a survey to classify fixed base operators; however, the primary emphasis of this survey is to obtain airport revenue and expense data at general aviation airports.

Aircraft Owners and Pilots Association (AOPA) of United States conducted a survey of fixed-base operators in 1966. Their survey was confined to fixed- base operators who were aviation fuel dealers. Each of the petroleum companies provided a mailing list of their respective dealers, and questionnaires were sent tc 3092 fuel dealers. The percentage reply to the questionnaire was 20.8.

The results of the survey are interesting and the summary percentages are probably comparable to the Canadian fixed-base operator situation.

The number of aircraft based at fixed-base operators (including the operators' and clients' aircraft) was about 75 percent of the general aviation

fleet.

Of the surveyed fixed-base operators, there were 2096 which indicated

there was also a distributor or a dealer of aircraft and helicopter manufacturers. 119

Cessna and Piper aircraft companies had the majority of the fixed-base operators

selling their aviation products.

Commercial air carriers serve the Canadian industry complex in a variety

of ways. Forestry companies use their service to survey forest reserves and

combat forest fires. The construction industry uses commercial air services

to ferry men and supplies into remote construction sites. Manufacturers use

the service to call on customers, carrying merchandise from the factory to wholesale outlets. The non-scheduled air carrier offers industry the speed

and convenience of the scheduled airline plus the additional flexibility of

scheduling time and reaching numerous airports which do not accommodate the

airliner. Table 41 shows what industry groups use non-scheduled commercial

air carriers as a normal part of conducting their business.

Commercial air carriers in the non-scheduled category do not handle the

great numbers of passengers and cargo which the scheduled airlines carry.

However, the number of passengers and freight being carried on non-scheduled

operations is increasing every year. This increase is due to a number of

factors, the principal ones being increased awareness of non-scheduled air

travel potential, more sophisticated flight equipment, and a better safety

record by this segment of the industry. Table 42 indicates the progress of

passenger and freight carried by non-scheduled air carriers.

The non-scheduled air carriers growth can also be seen in the

industry's employment as shown in Table 43. Table 41. Hours Flown as a Service to Industry Groups.in 1967 by Commercial Air Carriers (1)

Industry Group (2) Percent Revenue Hours

Agriculture 1.54 10,809 Forestry 7.19 50,382 Fishing and trapping 3.15 22,124 Mines, quarries, and oil wells 13.44 94,142 Manufacturing 1.68 11,835 Construction 4.64 32,527 Transport, communication and other utilities 10.73 75,190 Trade 0.71 5,031 Finance, insurance and real estate 0.29 2,053 Community business and personal services 44.90 314,521 Public administration and defense 3.00 21,035 Other 8.67 60,766

Totals: 100.00 (3) 700,415

(1) 272 commercial air carriers reporting, excludes all unit- toll operations, i.e. Classes 1, 2, 3, 8, and 9-9 ATC licence holders.

(2) Standard Dominion Bureau of Statistics classification.

(3) Percent may not total 100 due to rounding.

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). Table 42. Passengers and Freight Carried by Non-Scheduled Air Carriers* 1960-1967

Total Total Revenue Revenue Y 6 3. IT Passengers Freight (no.) (lbs)

I960 572,399 227,124,104 1961 494,449 202,293,317 1962 573,335 186,494,736 1963 521,210 189,529,744 1964 534,050 181,872,698 1965 615,497 185,407,877 1966 707,249 216,126,264 1967 845,600 225,487,183

*Excludes Classes 1 and 2 air carriers.

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). Table 43. Non-Scheduled Air Carrier Employment (Average Number) 1960-1967

Year Flying Personnel Other Personnel Total

1960 645 1,287 1,032 1961 701 1,327 2,028 1962 747 1,388 2,135 1963 660 1,209 1,869 1964 647 1,415 2,062 1965 817 1,555 2,372 1966 957 1,847 2,804 1967 1,146 2,084 3,230

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 123

Data in Table 43 also indicates the low employment overhead of those relatively small operators, since over one-half of the personnel are directly involved in the flying operation of the firm. In comparison, the larger

Class 1 scheduled airlines usually have only 15 percent of the employees engaged directly in the flying operations.

Wages and salaries of the employees have also been increasing and are becoming a significant addition to the national economy, amounting to $23 million in 1967.

GENERAL FRAMEWORK OF OPERATIONS

Commercial non-scheduled operations under various names, e.g., bush flying, frontier aviation, charter flying, air taxi, are undergoing constant change adapting to the heeds of the market.

The flexibility advantage of not requiring a network of surface facilities and the relatively low fixed investments has prompted the use of aviation to fill the transportation vacuum in the remote regions of Canada.

Because of the geographical factors, the existing network of the surface transport facilities is likely to remain sparse over much of Canada, since large fixed expenses involved in constructing surface transport facilities—railways, highways, pipelines—must necessarily be justified on the grounds of traffic developed only between the main termini.

Despite the advantage of being able to operate into natural landing places for float (and ski) equipped planes, or roughly cleared landing strips for wheel-equipped craft, the low traffic potential at each particular point 124 served dictates the use of a small.capacity of individual aircraft. The low overall traffic volume per square mile results in a low demand for aircraft capacity per square mile and a large geographical area of operations to utilize the capacity of even a small fleet. This fact imposes severe limitations on the size of the non-scheduled air carrier operating in most regions. Therefore, this sector of the air industry operates under conditions of the diseconomies of small scale industry.

The type of market served by the commercial air carriers is an important consideration in the development of non-scheduled operations. A mining discovery, or even a favourable condition for mining stock speculation, may increase the demand for air service in an area many times above the average level of activity. These 'booms' may pass as quickly and as unexpectedly as they came. There is nothing the operators can do to counteract the slump conditions in resource explorations. No rate concessions or service advantages would encourage resource developers to use an air service if there is not a market for the resource product.

The demand for most non-scheduled flying is therefore inelastic and subject to wide fluctuations beyond the operators' control. In addition to the wide overall market fluctuations, the operator suffers from seasonal fluctuations.

Some of the seasonal factors relate to traffic demand pattern (one-way traffic), some to the climatic factors—the break-up and freeze-up periods preclude float/ ski operations altogether; winter conditions with short periods of daylight impose severe flight restrictions.

As a result of all the above factors, the equipment utilization is very low—aircraft utilization of 100 hours per month is considered good (this 125

compares with 8 to 10 hours per day average utilization of scheduled airline

operations, with utilization of 14 hours per day on long range jet equipment not uncommon). As a result, the hourly operating costs of non-scheduled

aircraft are usually very high.

The high operating costs in turn slowed down the development of this

sector of aviation to some extent. The potential operating cost advantage

an aircraft type would have is outbalanced by high standing charges due to

its low utilization.

However, fleet modernization of the industry is taking place. The

progress in fleet modernization has taken place in the smallest class of

transport aircraft. The old wood and fabric aircraft of the Stinson and

Taylorcraft types have largely been replaced with all-metal Cessna 180's,

Found FB2 and other similar modern 'bush' aircraft. In the next smallest

class, older de Havilland Beavers DHC-2 and Norsemen aircraft are still the

dominant types but are slowly being replaced by de Havilland Otters DHC-3

and Turbo Beavers. In the field of larger twin aircraft, the equipment

replacement process is just being introduced to the industry. The Beech 18

type plane is being replaced by modern utility twins with short take-off and

landing characteristics, ideally suited to bush-type operations, such as the

de Havilland Twin Otter and Britten-Norman BN-2A Islander. Twin, STOL aircraft

are replacing amphibian PBY Canso and Goose to a certain extent in many former amphibious operations but there is still a need for a modern, twin

engine amphibian aircraft, such as the new Canadian CL 215. 126 In summary, the commercial non-scheduled air carrier remains primarily

oriented to the resource development of Canada, and therefore dependent upon

the wide fluctuation of market demand. Despite the market and operational problems, these air carriers have grown and diversified their operations to provide the air services demanded by the travelling public. Northern operations

are developing bases further and further into hereto inaccessible areas. Others

are developing significant 'feeder' service routes to connect with the

schedules at the larger northern airports. Still others are

developing entirely new markets in the southern metropolitan areas by the air

taxi type operation, already popular in the United States.

The industry is also developing administratively, with better trained

personnel, more sophisticated management, and finally, a consolidated industry viewpoint, with 224 operators being members of the Air Transport Association

of Canada.

UNIT-TOLL OPERATIONS

Unit-toll transportation, public transportation of passengers and goods

at a toll per unit, are usually not included in general aviation operations.

Most unit-toll operations are associated with Classes 1 and 2 air services and,

to a lesser extent, Class 3 air services. Class 3 services are increasing in

number due to most charter operators upgrading their licences to take

advantage of the increased base or route protection afforded by this type of

licence. It is also into this class of air carrier which many of the new

air taxi operators are being established. For these reasons, it is worthwhile

briefly discussing unit-toll operations. 127

Carriers licenced to provide Class 3 services are authorized to

"...offer public transportation.from a designated base, serving a defined area or a specific point or points, at a toll per unit." In theory, the Class 3

licence is a method by which charter operators progress to route services.

As communities develop, the charter operator can introduce irregular unit-

toll service (Class 3). This air service lowers the cost of travel for

individual customers and tends to stimulate demand and accelerate the initiation of regular route services. Service frequency within the licence class varies widely; in some cases, quite high and comparable to some Class 2 services; other

Class 3 services are operated relatively infrequently and the services tend to be operated only at loads which will earn the carrier's charter rate. Infrequent

services are, in effect, charter services, except at a price per unit which

could even be higher than the pro rata price of a charter flight.

While Class 3 services are technically different from charter services,

they can be directly competitive with Class 4 services, particularly where the

Class 3 operator is licenced to serve an area or a large number of designated

points. If the service provided by Class 3 carriers is no better than the

existing charter services, the Class 3 operator would have an unjustifiable

advantage. In situations where these two classes are similar in service and

directly competitive, similar regulations affecting the activity of both

classes seems reasonable.

Suggestions have also been made that it may be worthwhile to modify the present licencing system to create a new class of license that incorporates

features of both existing types, or to grant unit-toll authority to all charter

operators except between points on a Class 1 or Class 2 route, or at protected

points. The fast growing air taxi sector of general aviation operates its 128 services under the authority of a Class 3 licence and has considerable overlapping into Class 4 and Class 2 services. If the air taxi sector is to have similar growth as is being experienced in the United States, the Air Transport

Committee will have to make changes to licencing policy to adequately reflect the requirements of the public and the air carriers.

Table 44 shows the progress of total unit-toll hours for civil aviation in comparison to those hours for only Class 3.

Table 44 shows a decrease in unit-toll hours in the early sixties which relates to a slight recession experienced in the Canadian economy. It also relates to a fare increase introduced by the mainline airlines in 1961-62.

The economy regained stability in 1964 and has been expanding repaidly to date.

The unit-toll hours also increased substantially in relation to the expanding economy.

BULK FLYING OPERATIONS

Bulk transportation, perhaps more commonly known as charter and contract flying, is defined thusly:

1. Public transportation of passengers or goods from a designated base at

a toll per mile or per hour for the charter of the entire aircraft

(Class 4).

2. Transportation of passengers and goods in accordance with one or more

specific contracts (Class 5). Table 44- Unit-Toll Hours 1960-1967

Estimated Total Year Class 3 Unit-Toll Hours Unit-Toll Hours*

1960 383,181 31,697 1961 327,553 37,786 1962 312,395 40,178 1963 298,655 31,815 1964 300,798 33,156 1965 335,379 37,481 1966 376,073 41,414 1967 447,559 48,552

^Figures are slightly higher due to Nordair unit-toll operations being included in Class 3 ATC reporting.

Source: Aviation Statistics Centre data. 130

Note: The term charter is not to be confused in this instance with international charter flights performed by air carriers operating large transport type aircraft.

Charter and contract flying are the terms usually associated with non- scheduled commercial operations. This type of flying is performed by most air carriers with varying degrees of activity. Air carriers servicing remote resource developments are the most active in the charter field and nearly all their flying is performed in this category. At the other end of the scale, the fixed-base operator in the metropolitan regions would probably derive most of his revenue from specialty air services, aircraft sales and service, fuel sales, and would undertake charter operation only as subsidiary flying revenue.

In recent years, however, the metropolitan operator has had renewed interest in charter operations, especially in those regions of Canada where the population density, economic activity, and surface transportation problems enhance the formation of a charter-cum-air taxi service.

PROPOSED CHANGES IN THE REGULATION OF CHARTER AIR SERVICES

The Air Transport Committee is evaluating the suitability and effective• ness of existing regulations for controlling charter air services, with particular reference to base protection.

Existing regulations are primarily designed to control the amount and intensity of competition. Regulations accomplished by licensing policy and by base protection (and indirectly by regulations that govern other classes of air service such as Classes 3 and 7) impose restrictions on operational freedom, competition, and customer choice. Base protection is also a means 131 of controlling the intensity of competition for business originating within relatively small areas. This eliminates the possibility of competitors operating from points at the same base (or immediate vicinity) and designating such protected bases in the tariffs of the competing carriers not licensed at the same base. Carriers who are afforded base protection are expected to provide a year-round service. The protected carrier also has the implied responsibility of maintaining an adequate and safe service as well as developing the market potential wherever economically feasible.

A distinguishing feature of charter services is that the customer charters for the use of the entire aircraft. Charter operators also maintain a fixed "base" of operations, usually at the point which generates most of the operators' business. For the multiple-base operator, there is normally one base that is more important than the rest (the operator's headquarters).

The demand for charter services may be of several different kinds, requiring the availability of different kinds and sizes of aircraft. These variations in demand reflect both the traffic needs and the physical character• istics and development of the areas within which the charter services are required. Charter services are sensitive to price changes but the availability of alternative means of transport, the remoteness of the area, and the degree of urgency are factors which determine the degree of price elasticity. Changes in demand (volume and type) normally reflect changes in the development of the specific region. Demand changes will also result from the development of new communities of interest and from growth of existing communities and can result in a change in demand from charter to unit-toll services. The nature and variation in charter demand, therefore, can be chiefly attributed to regional 132 differences in economic development, topography, climate, natural resources,

types of industries, and so forth.

The supply of charter services is affected by the same influences which determine demand but, in addition, the charter operation has to consider other

factors such as: operating and overhead costs, investment in aircraft and ground

facilities, the availability of suitable landing strips, the degree of com• petition, traffic and revenue potential, and so forth. In the final analysis,

the revenue to cost relationship and the continuity of demand are the most

influential factors in determining the supply of charter services. The former determines the short-term feasibility of the operation, the latter the extent

to which investment in assets is justified.

There has been little difference in the regulations for controlling the

charter services by all types of aircraft. Differences can be found between all

aircraft. If these differences are sufficiently large, it is unrealistic to apply similar regulations for all types. However, reasonable broad groupings

are desirable for regulating activity. Therefore, the regulation of services

performed by various types of aircraft should differ only where the differences between aircraft characteristics and demand are significant. The speed, range,

capacity, purchase price, and operating costs of aircraft tend to vary with

size. There tends to be an inverse relationship between size and-unit costs.

The unit cost advantage of larger aircraft cannot be exploited unless a

sufficient volume of demand is available; this means a larger area of operations.

Under existing regulations, however, the size of the market, as represented by

the charter operators' base, is considered the same for operations with all

types of aircraft. Regrouping of aircraft in order to be more representative 133 of the significant differences in characteristics and maximizing the potential of aircraft in all groups might be a solution to this problem.

As noted earlier, the relative importance of bases can change over time; for some bases, protection may no.longer be necessary. The fact that a carrier enjoys protection tends to discourage other applicants, so that the need for continuing protection is examined only infrequently. This could be an inhibiting factor in the growth and diffusion of air service. One solution would be periodic reviews by the ATC and protected carriers be required to justify retention of the base protection. Continuation of protection would be primarily justified where the maintenance of a year-round service is necessary the public interest and where it is reasonably clear that the volume of demand expected is insufficient to support a year-round operation without control.

Bases are presently related to a geographic point and not a market area.

This imposes restrictions on the operational flexibility of the carrier when a geographical shift in the location of existing demand requires a change in base. A system which permitted greater freedom of operation within relatively homogeneous market zones, and that restricted inter-zone, seasonal competition would seem to serve the public and the carriers more adequately.

Table 45 summarizes the growth of the bulk transportation sector of the industry.

The geographic distribution of bulk hours shows higher hours in those provinces which have experienced large scale resource developments in the last few years. Table 45. Bulk Transportation Hours 1960-1967

Year Revenue Hours

1960 289,113 1961 313,225 1962 306,324 1963 332,131 1964 337,246 1965 431,269 1966 481,722 1967 509,978

Source: Aviation Statistics Centre Data. 135

Table 46 shows the distribution of bulk hours between 1960 and 1967.

The majority of bulk transportation hours is flown by medium and heavy single-engine aircraft. The most popular aircraft type for charter operations in 1967 was the Cessna 180, which recorded 94,392 bulk transportation hours.

The only other aircraft which approached the popularity of the Cessna 180 for charter operations were the Bell 47 helicopter with 76,106 hours, and the de Havilland DHC-2 Beaver with 66,294 hours.

SPECIALTY AIR SERVICES

A wide diversification of flying hours of non-transportation flying services, such as flying training, aerial photography, and aerial inspection are included in this category. This category of non-scheduled commercial operations is the fastest growing, experiencing a 214 percent increase in the seven-year period between 1960 and 1967. The principal reason for this increase is the rapid growth in flying training since 1964. Table 47 shows the progress of specialty air service hours. (See also Table 48).

There has been considerable attention paid by the aviation industry to specialty air services. Late in 1967, Hon. , the Transport

Minister, granted the appeal of Chartier Air Service Ltee against a decision of the Air Transport Committee denying the carrier's application for a Class 7

Specialty/Flying Training/Recreational flying licence. Mr. Hellyer's judgment was precedent-setting, and established new, very much relaxed ground rules for the licencing of specialty air services in metropolitan areas. Table 46. Bulk Transportation Hours Distribution by Province (Fixed Wing)* 1960-1967

1 North Newfound• Mari- Saskat• British Yukon " Year Quebec Ontario Manitoba Alberta West land times chewan Columbia Terr. Terr.

I960 10,194 1,893 49,154 47,171 20,168 16,189 12,057 32,505 6,020 22,447 1961 10,004 2,623 43,142 53,558 22,530 16,631 15,064 37,966 5,270 24,418 1962 12,084 2,551 44,969 52,873 26,798 15,018 12,184 50,972 4,953 27,471 1963 12,657 2,852 39,445 63,175 28,738 14,691 15,065 51,815 4,686 31,671 1964 14,084 3,810 44,938 60,793 30,165 15,981 18,603 59,645 5,305 33,527 1965 12,915 3,480 45,152 69,108 34,480 17,478 22,111 70,503 6,859 36,399 1966 18,228 2,744 53,301 65,644 35,375 20,905 29,661 54,754 8,470 40,519 1967 17,189 3,460 65,660 77,644 47,814 23,085 30,448 61,507 6,221 36,612

^Helicopters are not included due to the difficulty of assigning operations to a particular geographic area.

Source: Air Transport Committee, Area Summaries. Table 47. Specialty Air Services Revenue Hours 1960-1967

Year Revenue Hours

1950 173,555 1961 184,643 1962 186,127 1963 201,855 1964 234,288 1965 317,580 1966 453,619 1967 545,263

Source: Aviation Statistics Centre data. Table 48. Specialty Air Services Hours 1967

Aircraft Class Revenue Hours

Light Single 346,633 Medium Single 121,580 Heavy Single 12,190 Light Twin 24,517 Medium Twin 2,209 Heavy Twin 8,044 Transport 2,569 Helicopter 33,946

Total: 551,688

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). 139

The relevant portion of the judgment, which is now the yardstick for granting applications for Class 7 specialty services at bases in built-up urban areas, is as follows:

"...for a type of service that requires the use of small aircraft only and does not involve basic transportation at all, let alone basic transportation on a large scale. It is, moreover, for a developed rather than a northern or remote area and the economy of the area is in no way dependent upon the existence of the type of services involved.

"The question arises, therefore, as to whether, in a situation in which no transportation requirement is involved on which the community must depend, there is any need to limit specialty services provided by small aircraft on the grounds that not enough business exists. A substantial degree of economic regulation and of limitation of numbers and types of licences may be necessary in areas where the type and amount of transportation involved is essential to the community; when it is of paramount importance to ensure that services of the type required are in existence; and where there is reason to believe that only by the limitation of licences can maintenance of services be ensured. Where the services do not have this degree of essentiality, it would seem reasonable to adopt a more liberal attitude towards licencing, and to allow the forces of demand and of competitive relationships to play a major part in adjusting supply." (21)

This new policy is not to be confused with the "wide open skies" policy

introduced in 1958 by one-time Transport Minister George Hees, whereby licences

to operate Class 4 Groups B and C charter services, as well as Class 7

specialty services were available virtually for the asking anywhere in Canada.

The granting of Groups B and C charter licences was finally brought under

control again late in 1963 by Liberal Transport Minister George Mcllraith.

The new approach does provide for controls where they are needed, whereas the

Hees policy was one of almost complete lack of restraint over a much wider

range of air services, including ones that were vital to the communities which

they served. 140 •

In the long term, the new policy should provide a stimulus for further development of specialty services and, eventually, it could be extended to cover

Class 4C charter services in Canada's urban areas.

Since the "Specialty Air Services" is in itself a heterogenous group, it is logical to treat separately the main parts of the group as in the previous chapter, describing the historical growth.

1. Flying Training

Flying training in Canada is conducted by two distinct groups: the flying club and the flying school.

Flying Clubs

Since flying clubs are operated as non-profit organizations under

the Canada Corporations Act, the Air Transport Committee created a

separate licence category, Class 6, for these organizations. This

licence category releases the flying clubs from many of the Air

Transport Committee's strict regulations, such as a detailed account of

operating statistics. Flying club activities, therefore, are not Class

7, Specialty Air Services, but are included in this section as a matter

of consolidating the total flying training activities in Canada.

Flying clubs are members of the Royal Canadian Flying Clubs

Association, an organization which originated nearly 40 years ago with

substantial government assistance, as an economical way of creating a

pool of trained pilots that could be "tapped" in the case of a military 14'1 emergency. Through pre-war, wartime, and immediate post-war years, the flying clubs continued to prosper with coordination with government military aviation.

By the mid 1950's, the Association was beginning to experience flying training competition from the commercial air operators. Rapidly changing aviation technology had also made obsolete the concept of a civilian pool of pilots and government military aviation sponsorship was curtailed. The Association now lacked a sense of identity without military sponsorship. Some of the clubs were.disillusioned with

Association membership and sought to transfer their operations to a commercial operation. One of the largest clubs, the Aero Club of B. C, rebelled over the scale of Association dues which discriminated against the larger clubs. The Aero Club of B. C, which had been logging some

20,000 hours a year, subsequently defected from the Association.

The Aero Club of B. C. was recently named in a Supreme Court action

launched by Royal Canadian Flying Clubs Association. The Association

claims $3453 it alleges it is owing for back membership fees and dues

and for goods and services rendered. (22)

In spite of the numerous crises which the RCFCA has experienced in

the past few years, the executive and management have learned to adapt

the Association to the changing times, successfully overcoming the crises

thereby emerging more successful than ever.

There are now 41 member clubs representing over 10,000 individual

club members. These clubs flew over 167,000 hours in the 12 months 142 ending July 31, 1968. The clubs, in the same time period, graduated

1752 private pilots and 343 commercial pilots. For comparison purposes, the Association in 1963 had only 35 member clubs (close to the lowest strength in the post war years). Only 84,198 hours were logged and

1132 private pilots and 76 commercial pilots graduated from the member clubs. Table 49 summarizes the growth of the RCFCA revenue hours between

1961 and 1967.

The renewed vitality of the RCFCA, in addition to growth statistics, can be evidenced in the spirit of enthusiasm and dedication that, for example, has produced an advanced flying scholarship, and the RCFCA

Certificates of Proficiency, which provide pilots with a progression of specific goals beyond the minimum standard of a private licence. These are just the most recent additions of awards and incentives that have been developed over the years to encourage the continued development of the individual club flier, the clubs themselves, and Canadian general aviation as a whole.

Flying Schools

Flying schools are operated by commercial air operators under the jurisdiction of Air Transport Committee Class 7 specialty licences.

Most flying schools in addition, also operate mutually supporting activity, such as aircraft rentals, aircraft sales and service, and demand charters.

Commercial flying schools were not a profit making venture until the mid-fifties, with the advent of modern training aircraft and increased interest by the public to undertake flying training. Revenue hours 143

Table 49. Royal Canadian Flying Clubs Association Revenue Flying Hours 1961-1967

Class 6 Other Than Class 6 Total Year Revenue Hours Revenue Hours Revenue Hours

1961 99,736 82 99,819 1962 90,992 2,179 93,171 1963 86,926 2,713 89,639 1964 87,361 3,260 90,621 1965 108,736 3,406 112,142 1966 159,527 4,125 163,652 1967 165,692 3,253 168,946

Source: Royal Canadian Flying Clubs Association data. 144 derived from flying training have steadily increased each year. Increased disposable income and leisure time from an expanding economy aided the spectacular growth of flying training. An expanding economy also offers increased opportunities for career commercial pilots and attracts the youth of the country to undertake flying training to qualify for their career ambitions. Table 50 shows the progress of flying training hours between 1960 and 1967. It is interesting to note the effect of the mild recession in the economy in 1961-62 on flying training hours in the same years.

The flying schools, like the flying clubs, had their individual crises. Increased operating costs and the slump in flying training in

1961-62 forced several marginal flying schools out of business or to other fields of endeavour. When the Air Industries and Transport

Association divided and reorganized to form the Air Transport Association of Canada and the Air Industries Association of Canada in 1961, many flying schools became members of ATAC. Membership in a national organ• ization gave the schools the opportunity to express a consolidated viewpoint, to resolve mutual problems and in general, enhance the strength of commercial flying schools.

In 1967, the 88 flying schools who are members of ATAC graduated 5315 private pilots and 1368 commercial pilots. In addition, member schools also trained 82 air cadets under the Air Cadet Scholarship Flying

Training Program. Table 50. Specialty Air Services Flying Training 1960-1967

Year Revenue Hours

1960 103,669 1961 97,305 1962 96,751 1963 105,342 1964 117,531 1965 176,591 1966 277,366 1967 349,177

Source: Dominion Bureau of Statistics Civil Aviation Annual, (Ottawa: Queen Printer, Annual). 146

During the 1967 calendar year, the Department of Transport issued

9022 Student Pilot Permits and 5415 Private Pilot's Licences. The number of Commercial Pilot's licences issued was 1394. The issuing of

Private Pilot's licences established a record in 1967, a 41 percent increase over the preceeding year. This great increase in the private as well as other categories of licences brought the total number of pilots of all kinds in force at the end of September 1967 to 27,375.

Table 51 shows the increase in licences issued between 1960 and 1967.

The geographical distribution of new air crew licences issued in

1967 shows the Ontario region to be the most active. Table 52 illustrates this distribution.

The "learn to fly" phenomenon has attracted thousands of Canadians to begin flying lessons. The increase in flying training activities has, however, .not been without some problems, such as the quality of instruction, the increasing number of training accidents, the loss of the government private licence subsidy program and the low ratio of student pilots who complete courses to the private licence standards.

The Department of Transport has suggested the quality of flying instruction has deteriorated. "We are convinced that the standard at present is just not as high as it should be." (22) Changes in the approved program for private pilots are felt necessary since the present course turns out pilots with a lack of skill and knowledge. The flight sequences such as forced and crosswind landings, selection of field for emergency or precautionary landings or cross country navigation, have been described as generally below standard. 147

Table 51. Air Crew Licences 1960-1967

Year* Private Commercial Sr. Commercial ATR Total

1960 11,237 2,449 434 1,184 15,304 1961 14,897 2,220 435 1,254 18,806 1962 14,231 2,100 383 1,316 18,030 1963 15,667 2,180 349 1,325 19,521 1964 16,085 2,552 379 1,399 20,415 1965 16,015 2,571 341 1,418 20,345 1966 16,546 2,942 n/a 1,578 21,066 1967 18,484 3,605 n/a 1,817 23,906

Note: "n/a" - not available.

*As of March 31.

Source: Department of Transport, Annual Report, (Ottawa: Queen's Printer, Annual). 148

Table 52. Geographical Distribution of New Licences Issued 1967

Type of DOT Region Licence Atlantic Eastern Ontario Central Western Pacific

Student pilot 412 1,175 2,952 1,325 1,300 1,858 Private pilot 267 664 1,729 851 764 1,140 Commercial pilot 83 264 361 178 157 351

Source: Compiled from: The Canadian Aircraft Operator, Vol. 4, No. 21, (March 16, 1968), p.l. 149

The Department of Transport's evaluation also disclosed what was described as "minimal" knowledge of the aircraft itself and its systems.

There was, however, a noticeably high standard of knowledge on air traffic procedures and operations in the vicinity of airports.

The industry is aware of "the deteriorating quality" of instruction from coast to coast, and of the many accidents each year now being attributed in part to poor instruction. The RCFCA feels the problem is a result of the following:

a) Poor working conditions for instructors;

b) Low wages of instructors;

c) Low instructor morale as a result of poor working conditions and

low wages;

d) The relatively short course required by the DOT for instructor

qualifications. (23)

Basically, if wages and working conditions are suitable, the industry will attract the more desirable people suited to flying instruction. Improved working conditions and wages, of course, means the cost of instruction would have to also be increased.

The RCFCA is presently conducting a feasibility study on establishing flying instructor training centres across Canada. The training program envisaged would be apart from the two instructor refresher courses now 150

operated by the RCFCA in cooperation with the Air Transport Association

of Canada, under DOT sponsorship. The emphasis of the program would be to generally upgrade the quality of instruction and help to reduce

the number of accidents. Statistics show that most accidents involving

new pilots occurred between 35 and 150 hours of flying logged. This is

the critical period just after the new pilot receives his private pilot's

licence. The accidents occurred mainly in emergency situations when,

for one reason or nother, a pilot was required to make a forced landing

on small fields with which he was not familiar.

An increasing trend in accidents began in 1964, the same year in

which flying training hours also made significant gains. Between

January 1, 1965 and December 31, 1967, accidents to Canadian registered

aircraft increased by 35.6 percent. Table 53 illustrates the trend in

aircraft accidents.

The federal government announced on December 20, 1968, that the

private pilot licence subsidy will be phased out and that participating

clubs and schools will receive their last payments ($100 per student

trained to private standard) by March 31, 1970 (24).

When the subsidy program was first announced in 1948, one of the

major reasons given for its introduction was that it would create a

pool of trained pilots that would be useful in wartime either in a

military role, or for essential civil flying duties. The program also

aided immensely the then struggling flying training industry. The

program could not be justified on its original grounds with the changed

conditions of the sixties. Table 53. Accidents to Canadian Registered Aircraft 1960-1967

Year* No. of Accidents

1960 322 1961 331 1962 319 1963 281 1964 260 1965 268 1966 265 1967 348

*As of March 31 of the calendar year. Trend projecttions indicated an expected 470 accidents by the end of 1967.

Source: Department of Transport, Annual Report, (Ottawa: Queen's Printer, Annual). 152

The aviation industry was aware of the deficiency of the present program. However, the industry, represented by viewpoints from the

Canadian Air Line Pilots Association (CALPA), the Canadian Owners and

Pilots Association (COPA), ATAC and RCFCA, suggested the program not be curtailed, but expanded to include advanced flying training.

Other than the present private pilot subsidy, there is no form of financial assistance available to any person desiring a career in

Canadian aviation, in either a flying or a ground capacity. The federal government investigated the possibility of instituting a system of low interest loans available to licenced pilots seeking further approved training. The loan program was backed by both the RCFCA and ATAC, as well as the DOT itself, but the idea never got off the ground due to budget restrictions of the federal government.

Table 54 shows the number of students sponsored by the private pilot licence subsidy between 1960 and 1967.

The elimination of the subsidy program will probably increase the cost of obtaining a private licence by at least $200. Training establishments cannot absorb the loss in revenue due to generally increasing costs. The increased cost will undoubtedly have to be paid by the flying student, and thus reduce the number of potential number of students desiring to learn to fly.

Another problem which is facing air training operators is the low ratio of student pilots who complete their flying training to private pilot graduates. Only about one out of two students complete their Table 54. Government Sponsored Pilots Subsidy Program 1960-1967

No. of Year* Students

1960 2,624 1961 3,031 1962 1,802 1963 n/a 1964 1,194 1965 1,211 1966 3,700 1967 5,107

*As of March 31.

Source: Department of Transport, Annual Report, (Ottawa: Queen's Printer, Annual). 154

private pilot's course. This ratio is, however, much better than that

experienced in the United States. A 1965 federal aviation agency study

revealed that only approximately one in ten of the persons under 30 who

took out a student permit in the U. S. followed through his training to the

private pilot's licence stage. The reasons for only half of the students

completing the course are many, for instance, fear of flying, family

objections, lack of ability, but the major factor is financial. Flying

training is expensive (approximately $550 for the 35 hours of instruction

presently required to qualify for a licence).

Most student pilots are under 30 years of age, the age bracket

when educational and family responsibilities are vying for the disposable

income intended for flying instruction. The result is that learning to

fly is postponed until the potential pilot considers it financially

feasible (or the desire to fly is dropped). A rising economy, with

increased disposable income for leisure recreation, could change the

entire picture and allow more individuals to financially continue and

complete flying training courses.

2. Recreation Flying and Aircraft Rentals

As mentioned previously, most flying training firms also operate aircraft for mutually supporting, recreational flying and aircraft rentals. These specialty air service activities have developed in relation to flying training.

As students complete their private pilots' courses, they continue to fly by renting aircraft from commercial operators for pleasure or business purposes.

Table 55 shows the progress of recreational flying hours and aircraft rental hours from 1960 to 1967. Table 55. Specialty Air Service Recreational Flying and Aircraft Rental Hours 1960-1967

Recreational Aircraft Y £3.1* Flying Hours Rental Hours 1960 21,465 n/a 1961 22,693 n/a 1962 25,663 n/a 1963 32,753 16,337 1964 31,554 17,843 1965 41,823 22,298 1966 47,741 40,348 1967 53,441 44,297

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 156

As in the case of flying training, the Cessna 150 aircraft was the most popular aircraft used for recreational flying with 30 percent (16,303 hours) of

the total recreational hours recorded by commercial operators in 1967. The four-place, single engine, Cessna 172 ranked a close second with 13,243 hours.

The demand for the larger Cessna 172 indicates that a large proportion of pilots flying commercial aircraft desire the convenience of a larger aircraft for pleasure purposes and are willing to pay the higher aircraft rental charge.

4. Aerial Photography

The specialty air service of aerial photography is a relatively unimportant contribution to revenue hours. Most commercial air operators who. are engaged in this activity are also operating other specialty air services.

The type of photography conducted from the aircraft is not for map-making or

survey work but mainly for specialized industry applications, and publicity.

The industry has remained fairly static for a number of years, with little growth. Data in Table 56 shows this relatively stable situation.

In 1967, the heavy twin-engined Douglas DC-3 recorded the most hours

flown in aerial photography (206 hours), followed by the light twin-engined

Cessna 310 (185 hours). These two aircraft types are also used extensively by

aerial photography and survey firms, a fact which indicates that aerial photography is also undertaken by these firms.

5. Aerial Photography and Survey

Aerial photography and survey flying operations are an important segment

of the specialty air services. The progress of this sector of the industry is

illustrated by Table 57. Table 56. Specialty Air Services Aerial Photography 1960-1967

Year Revenue Hours

1960 1,742 1961 1,377 1962 1,199 1963 2,205 1964 3,642 1965 2,606 1966 1,350 1967 2,091

Source: Dominion Bureau of Statistics Civil Aviation Annual, (Ottawa: Queen Printer, Annual). Table 57. Specialty Air Services Aerial Photography and Survey* 1960-1967

Year Revenue Hours

1960 14,380 1961 13,610 1962 16,691 1963 13,214 1964 20,270 1965 23,469 1966 25,850 1967 23,246

*Includes geographical survey.

Source: Compiled from: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 159

Modern, light, twin-engine aircraft dominate the industry, flying over 38 percent of the total aerial photography and survey hours. The most popular individual types of aircraft used, however, are the Bell 47 helicopter with 4111 hours and the heavy, twin engine Douglas DC-3, with 2469 hours.

The experience gained by aerial photography and survey firms engaged in mapping large tracts of Canada has been valuable in obtaining overseas contracts.

Canadian companies, such as the Ottawa based Spartan Air Services Ltd. and

Survair Ltd., are well known in Africa, Asia, and South America for their aerial mapping projects. High speed, specially equipped aerial mapping aircraft can be available in any part of the world to undertake a contract. The need for high speed, high altitude aircraft for this type of work has prompted the introduction of jet aircraft. Royalair Ltd. of Montreal recently purchased a

Lear Jet and modified the aircraft to provide the flying services for aerial mapping. Contracts have been obtained to map nearly 30,000 square miles in

Mexico and 71,000 square miles in Argentina. Most of the photography will be done at altitudes of about 45,000 feet, permitting very large areas to be covered by each exposure in a minimum of time. (25)

6. Aerial Application and Distribution

This group of specialty air services includes aerial seeding, agricultural flying, aerial pest control, aerial spraying and seeding, aerial forest cultivation, aerial reseeding, aerial seeding, and fish cultivation.

Aerial applications, especially aerial spraying for pest control, have progressed steadily with new techniques for application and more effective chemicals. Table 58 illustrates this progress. Table 58. Specialty Air Services Aerial Application and Distribution* 1960-1967

Year Revenue Hours

1960 6,661 1961 8,257 1962 10,163 1963 9,243 1964 12,240 1965 12,477 1966 22,980 1967 14,857

*Includes aerial fish cultivation and aerial pest control.

Source: Dominion Bureau of Statistics Civil Aviation Annual, (Ottawa: Queen Printer, Annual). 161

With the increasing mechanization of agriculture, the demand for special aerial application aircraft is also increasing. New aircraft especially

designed for aerial application, such as the Cessna Aguawagon, Grumman Ag-Cat

and the Piper Pawnee, are replacing older, less efficient war surplus aircraft

equipped with makeshift systems. The helicopter has also proven important in

aerial application because of its unique "downwash" feature being more effective

in many instances than regular fixed-wing aircraft.

The most popular aircraft for aerial applications in 1967 was not a new aircraft model but an old, single engine, bi-plane, the Boeing Stearman

B75, which recorded 3012 hours. The Piper Pawnee PA-25 ranked a close second with 2850 hours.

7. Aerial Inspection, Reconnaissance, and Advertising

Aerial inspection, reconnaissance, and advertising includes the

following: aerial patrol and inspection, ice reconnaissance, seal spotting,

forest inspection and administration, forest patrol, pipeline patrol, power

line patrol, news service, aerial advertising.

This group of specialty air services is important because of its close

relationship to many of the primary resources in the Canadian economy. Forestry,

petroleum, and hydro-electric concerns employ aircraft extensively for purposes

covered under this class of specialty air services. The growth in revenue

hours of aerial inspection, reconnaissance, and advertising operations has

been rapid in the last few years, especially after 1964, as shown by Table 59. Table 59. Specialty Air Services Aerial Inspection, Reconnaissance, and Advertising* 1960-1967

Year Revenue Hours

1960 16,869 1961 23,390 1962 18,644 1963 18,746 1964 26,176 1965 31,849 1966 32,372 1967 43,425

*Includes aerial advertising, which was up to 1965 reported in a separate category.

Source: Dominion Bureau of Statistics, Civil Aviation Annual, (Ottawa: Queen's Printer, Annual). 163

Helicopters have proven to be the aircraft best suited for most aerial inspection. Their slow flight and vertical take-off and landing characteristics make this group of aircraft the most popular for this type of work. The Bell

HB47 helicopter with 4488 hours, and the Hiller HH 12 helicopter with 4330 hours led the helicopter field. In the fixed-wing category, the Cessna 172 and

Piper Super-Cub (PA-18) with 5263 hours and 4942 hours respectively, led the field. It is interesting to note the use of large transport aircraft performing work in this specialty air service group. These hours (2272) were recorded by two, four-engined, Douglas DC-4's operated by Renting Aviation Ltd. and under contract to the Department of Transport for ice reconnaissance in the

Arctic regions.

8. Aerial Control

Aerial control operations by commercial air carriers include the

following: fire suppression, aerial fire control, forest fire protection, fire

fighting, forest fire fighting, forest protection, water bombing, forest control, hail suppression, aerial frost control, rain making, cloud seeding.

The operations under the specialty air services aerial control licences vary from year to year, depending on a variety of factors, the principal factor being the threat of forest fires. Serious forest fires burn millions of acres

of forest reserves. The loss of potential wood products is very expensive to

the economy and every effort is made to quickly spot forest fires and suppress

them before major damage is inflicted. The aircraft have proven themselves to be an" effective weapon against forest fires. For example, in 1967, British

Columbia recorded over 3000 fires which damaged 24,483 acres. The direct

cost of fighting forest fires for the B. C. Forest Service was nearly $7 million. 164

A significant portion of the total was chartering the services of 23 helicopters,

12 transport aircraft, 9 patrol planes, and 18 water bombers. (26)

Light aircraft ("bird dog"), like the Cessna 172, are used for spotting fires and directing fire fighters to the fire area. Larger "tanker" aircraft are then called into the area to suppress the forest fire. Converted Grumman

Avenger (TBM), a heavy single engine, World War II fighter, and the amphibious, twin-engine Canso with its 800-gallon water tank capacity, are the most popular aircraft types for forest fire suppression, recording 2133 hours and 1383 hours respectively.

There are two methods of application used in forest fire fighting.

Wheel-equipped aircraft, like the TBM, have a large hopper tank under the aircraft's belly, which is loaded with fire-retardant solution and the solution dropped over the fire area. This method is commonly called "mud- bombing." The second method, "scoop-and-dump," is used where the fires are located near lakes. The "water-bombing" float or amphibious aircraft, like the Canso, planes across the lake scooping water into the float or integral hull tanks by means of retractable probes and then drops the water on the nearby fire. The largest of the tanker aircraft are the two Martin Mars operated by Flying Tankers Inc. on Vancouver Island. Flying Tankers is under contract to a consortium made up of five major Canadian logging and wood product interests. The Mars carries 6000 gallons of fire-retardant solution and with 10 drops can extinguish a 20-acre fire. In 1967, these two aircraft

flew almost 400 hours each and dropped more than 4 million gallons of water mixed with 'Gelgard' (a chemical thickening agent) along a 300-mile stretch of

British Columbia coast. (27) 165

Most aircraft used in forest fire fighting are now obsolete and expensive to operate because they were not originally designed for such operations.

Canadair Ltd., a Montreal aircraft manufacturer, is currently producing the

43,000-pounds gross CL-215, a twin engine amphibious aircraft designed for forest fire control. hopes the aircraft's short take-off and landing capability, and ability to drop over 1400 gallons of fire retardant per mission will appeal to present commercial owners of obsolete Cansos. The Quebec provincial government has already ordered a fleet of 20 CL-215's for forest fire control. The federal government also, is considering buying a fleet of CL-215's.

The aircraft would be maintained by Ottawa and sent to serious forest fires wherever they were needed.(28)

9. Aerial Construction

Aerial construction includes: aerial hoisting, maintaining tram line construction, aerial pole setting, and aerial power line construction.

This relatively minor specialty air service is performed mostly by helicopters, which have the adaptability to handle such specialized jobs.

Table 60 shows the breakdown of aerial construction hours by aircraft class.

10. Air Ambulance and Mercy Services

This sector is not very important in terms of the total hours flown.

The aircraft are not used by the air carriers exclusively for air ambulance services but they are assigned when the emergency condition is brought to the operator's attention. Most emergency ambulance flights originate in those Table 60. Specialty Air Services Aerial Construction 1967

Aircraft Group Revenue Hours

Single Engine: Light Medium Heavy

Twin Engine: Light Medium Heavy

Multi Engine: Transport Gyroplane Helicopter 745

Total: 745

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). 167 areas of Canada where surface transport is non-existent or totally inadequate.

Table 61 indicates the division of air ambulance hours by aircraft class.

OPERATION OF PRIVATELY-REGISTERED AIRCRAFT

Privately-registered aircraft operations have not in the past been properly recorded in Canada. Available data concerning this large segment of general aviation have been only fragmentary. Except for a special Department of Transport general aviation survey in 1961, most of the information on private flying has been obtained from United States statistics. The U. S. data is then divided by a factor considered to represent the relative size of

Canadian private aviation vis-a-vis its American counterpart. The Department of Transport has been faced with increasing demands for improved and extended facilities for private flying. The validity of these demands has been difficult, if not impossible, to assess without the accurate statistical information that is required for future planning.

This problem has prompted the Department of Transport to make changes in the Certificate of Airworthiness or Flight Permit application form. The new form now includes space for entry of total flight time by the aircraft during the calendar year. Hours of flight time flown on commercial operations, if the aircraft is normally a private aircraft but has been leased to a commercial operator are also required. The net effect of these minor changes will be to provide the Aviation Statistics Centre with the information necessary to measure how much private flying is done by Canadian private aircraft each year. Table 61. Specialty Air Services Air Ambulance on Mercy Services 1967

Aircraft Group Revenue Hours

Single Engine: Light Medium 16 Heavy 2

Twin Engine: Light 44 Medium Heavy 6

Multi Engine: Transport Gyroplane Helicopter 9

Total: 77

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). 169

Since no data was presently available for this large segment of general aviation, a special questionnaire was mailed out to all owners of the 5306 private-registered aircraft with a valid certificate of airworthiness during

1967 (64 percent of all civil aircraft registered in Canada). The questionnaire requested information relating to the aircraft, its equipment, type of owner• ship, hours flown, and trip purpose.

Private flying in Canada accounted for 603,311 hours or 33 percent of the total number of general aviation hours in 1967. This is an increase of 29 percent over the 1961 figure of 465,750 hours.

The overall average annual hourly utilization of privately-registered aircraft is quite low, 113.7 hours. When each aircraft class is examined, there are wide differences in aircraft utilization. Light and medium single engine aircraft have the lowest hours. This is due to a variety of reasons: lack of pilot qualification and experience, seasonal variations, operations usually restricted to daylight and absence of suitable communcation instruments and

flight equipment. As the aircraft class increases in size, it tends to be

owned and operated by a business firm. The business firm will usually employ

a professional pilot and have installed in the aircraft sufficient equipment

to virtually operate at any time and in any weather condition. The economics

of having an aircraft for business use decrees that the utilization will be high to justify the initial cost of purchase and all operating costs as well.

To enable comparison with the earlier 1961 survey by the Department of

Transport, the 1967 survey classified private flying hours by Canadian aircraft

into five distinct groups according to usage, namely: 170

1. Business Transportation - operated in the interest of a business;

2. Personal Transportation - operated for non-business, personal

trips.

3. Recreational - operated for non-business purposes and used for

sight-seeing and other pleasure flying.

4. Training - operated for non-business purposes in order to upgrade

or maintain pilot qualifications.

5. Others - operations which are not in the above categories, e.g.

ferrying, testing, etc. of aircraft.

It is especially difficult to separate business and personal flying accurately, since many businessmen use their plane for company work during the week and for family recreation over the weekend. Although some effort was made to separate the above categories, some overlapping may exist. The difficulty of segregation is illustrated in Table 62 prepared in the United States.

1. Business Flying

There are two broad divisions of business aircraft:

a) Executive aircraft, which are relatively expensive and are usually

flown by professional pilots; and Table 62. Percentage of Private Aircraft Use in Business and Pleasure (United States) 1966

Percentage of Percentage of Percentage of Total Hours Business Hours Pleasure Hours

0 - 10 20.67 11.69 11 - 25 11.73 11.24 26 - 50 11.76 11.45 51 - 75 8.39 8.80 76 - 85 10.08 9.32 86 -100 18.81 42.98 No indication 18.51 4.52

Totals: 100.00 100.00

Source: Aircraft Owners and Pilots Association, 1967 Profile of Flying and Buying, (Washington, DC 1967) . 171a

b) Other business aircraft, which are of modest cost and size, and are

flown by their owner or by a company employee in connection with

his business activity.

The second category is by far the most numerous; it includes small businessmen, salesmen, farmers, ranchers, lawyers, engineer, and others. The majority of the planes in this category are light and medium, single engine aircraft.

Executive aircraft owners in Canada are represented by membership in the Canadian Business Aircraft Association (CBAA). This Association represents

87 member firms, who own 113 aircraft. The replacement value of this fleet in

1967 was estimated at $45 million or roughly one-quarter of the replacement value of all .private general aviation aircraft in Canada. At least 40 million dollars of this total was accounted for by the 49 turbine aircraft in the fleet.

The numbers of both turbojets and turboprops have more than doubled between 1966 and 1978. (29) Members' fleet range all the way from a Piper J-3

Cub to the Grumman Gulfstream II, the first of the second generation business jets to enter service in Canada.

Other business aircraft are now being invited to join the CBAA. Member• ship was formerly restricted to business aircraft operations "employing qualified professional pilots." As of June 5, 1968, regular membership was opened to

"any corporation, company, partnership, institution, or person utilizing aircraft (owned or leased) as a part of its business transportation requirement provided that the gross revenue of said business is primarily derived from 172

activities other than aviation." (30) CBAA officials expect that relaxation of

requirements for membership could expand the total CBAA. membership to 200 within the next few years.

Business transportation aircraft flew a total of 300,805 hours in 1967,

an increase of 23 percent over the 1961 total of 244,000 hours.

The medium single-engine aircraft is the most popular class for

business use in Canada. Ownership of aircraft in the class is limited primarily

to small and medium-size corporations which require relatively low seating

capacity (four or less), medium speed and low operating costs. Cessna aircraft

dominate this class with the Cessna 180 model ranking first in number of aircraft

and hours flown for business reasons. Cessna 185, 172, and 206 are other

popular models. The only two other aircraft manufacturers who are significantly

represented in this class are Piper and Beechcraft, with the PA24 and BE35

respectively.

The light twin-engine aircraft class flew slightly more than half the

number of hours of the medium single-engine class in 1967; however, it is the

most rapidly expanding class. In the last five years, this class has experienced

an average growth rate of 15 percent per annum in number of aircraft and number

of business hours flown. An American marketing survey of business firms concluded

that the majority of those business firms (nearly 40 percent) which contemplated

purchasing a business aircraft within the next two years, desired a new multi-

engine, piston-engine aircraft in this class. (31) 173

The cost of operating a business aircraft is dependent on many factors, such as the following: age of the aircraft, initial cost of aircraft and installed equipment, utilization per year, geographical location, crew salaries, insurance, and so forth. In general, the ownership of higher cost business aircraft can only be justified by those large corporations which have a high requirement for air travel which cannot be satisfactorily met by commercial air carriers.

Four representative business aircraft models have been selected to illustrate the vast differences in performance and cost of various types of aircraft used in business, as shown in Table 63.

The uses of business planes are very diversified. Compendiums of business aircraft owners, such as "Canadian Aviation" 's annual business aircraft review illustrate the variety of industry groups owning private aircraft.

As to types of business ownership, a study by the Tri-State Transportation

Committee, "General Aviation, the Nation's Business Aircraft Fleet," (1965), stated that small companies reporting receipts between $50,000 and $500,000 and employing less than 20 people dominated the market. Only 10 percent of the plane-owning firms can be considered large corporations reporting business receipts over $10 million, while only 7 percent employ more than 500 workers.

The Committee's study revealed that of the over one million active corporations in the U. S., only 1.1 percent own aircraft. Of this group, those in transportation, communication, and public utilities, retail trade and manu• facturing account for over half of the business fleet. Table 64 summarizes the results of the Committee's 1965 study. 174 Table 63. Performance and Costs of Typical Business Planes i

Piper Cessna Beech Aero Commander Item Comanche 310J Queen Air 80 Jet Commander "260"

A. SPECIFICATIONS AND PERFORMANCE

Number of engines One 6-cyl. Two 6-cyl. Two 6-cyl. Two jet Number of crew No pro• 1 1 2 fessional Number of passengers 4 5 to 9 Weight (lbs) gross 2900 gross 5100 take-off take-off 8500 16,800 Crusing speed (mph) 185 223 230 at 70% 500 at 15,000 ft (typical) Range (miles) 843 980 1150 (264 gal) 1580 with payload of 1925 lbs

B. COSTS ($) (1)

Basic cost: Standard airplane 22,600 62,950 140,000 595 ,000 Additional equipment(1) 5,400 34,850 49,745 155,000

Totals: 28,000 97,800 189,745 750 ,000

Operating Costs(2) Hour Year Hour Year Hour Year Hour Year Direct Variable: Gas and oil 6.16 2,464 13.19 6,595 18.36 7,344 71 .05 28,420 Inspection, etc. 3.31 1,324 9.95 4,975 26.18 10,472 48 .75 19,500

Subtotals: 9.47 3,788 23.14 11,570 44.54 17,816 119 .80 47,920

Indirect Variable: Pilots' salaries - - 37.50 15,000 37.50 15,000 57 .50 23,000 Crews' expenses (100 day) - - 2.50 1,000 2.50 1,000 9 .00 3,600 Insurance 1.85 740 2.96 1,480 6.44 2,576 25 .00 10,000 Hangar Rent 1.20 480 1.80 900 3.50 1,400 12 .00 4,800 Mis cellaneous (landing fees, etc.) 5.00 2,000 7.80 2,800 7.00 2,800 12 .11 4,845

Subtotals: 8.05 3,220 51.76 21,180 56.44 22,776 115 .61 46,245

Total Operating Cost: 17.52 7,008 74.90 32,750 101.48 40,592 235 .40 94,165 174a Table 63. Performance and Costs of Typical Business Planes, contd.

Piper Cessna Beech Aero Commander Item Comanche 310J Queen Air 80 Jet Commander "260"

Cost per mile 185 mph - 223 mph - 230 mph - 500 mph - at stated mph 0.095 0.29 0.44 0.47

Cost per passenger mile at stated number of passengers four: 0.024 five: 0.06 seven: 0.06 seven: 0.07

(1) Costs are all American. Canadian costs would be higher. Depreciation is not included for any airplane and dealer's profit is not considered

(2) Operating costs are for 400 hours per year, except Cessna's, which are for 500 hours.

Source: Manufacturers' data. Table 64. Relationship between the Number of Active Corporations and the Number of Plane-Owning Firms, Employed Work Force and Number of Aircraft Distributed by Major Industrial Groups for the United States

No. of Major % Plane No. of Aircraft per No. of Active(1) Identified Employed Industrial Owning Aircraft 10,000 US Corporations Plane Owning Work Forced) Group Firms Owned Employees Firms

No. No. No. No.

Agriculture 17, 139 1. 6 842 6.7 4.. 9 4,946 9., 4 2,323 9. 7 4 .7 Mining 13, 017 1. 2 442 3.5 3,. 4 635 1,. 2 667 2. 8 10 .5 Construction 72, 332 6. 6 1,496 11.9 2.. 1 2,983 5,. 7 1,697 7. 1 5 .7 Manufacturing 165, 862 15. 0 2,635 21.1 1.. 6 17,005 32.. 4 3,716 15. 4 2 .2 Transp or tat ion 43, 852 4. 0 1,660 13.2 3.. 8 3,914 7,. 5 4,865 20. 2 12 .4 Wholesale 117, 436 10. 6 1,382 11.0 1,. 2 3,119 6,. 0 2,100 8. 7 6 .7 Retail 217, 269 19. 7 1,822 14.6 0,. 8 8,685 16,. 6 4,633 19. 3 5 .3 Finance 334, 338 30. 3 786 6.3 0,. 2 2,873 5.. 5 . 1,163 4. 8 4 .1 Service 121, 024 11. 0 1,466 11.7 1.. 2 8,230 15,. 7 2,882 12. 0 3 .5

Totals: 1,,102 , 320 100. 0 12,531 100.0 1,. 1 52,390 100, .0 24,046 100. 0 4 .6

(1) Statistics of Income, Part II, US Treasury Department, 1960-61.

(2) Bureau of Labour Statistics -Nonagricultural Services, Establishment Employment Data, Agricultural figure derived from Household Data Table A-l, 1963.

Source: National Business Aircraft Association, Business Flying, (Washington, DC: 1968), citing Tri-State Transportation Committee, General Aviation, p.36. 176

The primary justification for purchasing a plane for business use is to save the time of company personnel. The value of time saved is difficult to quantitate. The "number of dollars" method used to presently calculate

"time saved" does not accurately measure the full value gained by a business.

Two independent studies conducted in the U. S. arrived at similar conclusions in trying to identify other factors besides "time saved" in order to justify the purchase of business aircraft.

In "A Survey of the Executive Aircraft Market" by the Lockheed-Georgia

Company, more than 50 companies were included and the data is shown in Table 65.

The Research Department of "Business Management" in a similar survey received 315 responses to their questionnaire to 1088 business firms. Data obtained is shown in Table 66.

Company personnel using available airline schedules often lose an appreciable number of working hours due to long connection waits. This loss of time occurs because of unfavourable departure and arrival times and the low frequency of service between certain points. A business plane, in addition, can fly directly to the hundreds of cities, towns, and villages in Canada which have airports but do not have regular scheduled airline service. In short, business aircraft provides flexibility, just as an automobile but with the added advantage of speed.

There are, of course, instances in which the use of a company-owned aircraft is not necessary or desired. First, the travel pattern of employees may not require the use of a company plane. Second, the necessary capital Table 65. Lockheed-Georgia Company Survey „ . . Percentage Description „ . r of Companies

Most Frequent Use of Aircraft: Purpose: Executive travel 95 Regular staff travel 68 Sales visits 64 Bringing people to meetings 40 Customer transportation 37 Servicing remote installations 12 Urgent deliveries 8

The Advantages of Corporate Aircraft: Advantages: Time savings 89 Make own schedule 88 Reliability 73 Safety 68 Reach off-airline cities 60 Senior executives enjoy private aircraft 43 Serve market better 35 Privacy 35 Cost saving 14 Best competition to sales prospects 13 Prestige 13

Source: National Business Aircraft Association, Business Flying , (Washington, DC: 1968), citing A Survey of the Executive Aircraft Market. Table 66. Business Management Survey

FREQUENCY OF USE BY PURPOSE OF FLIGHT - BASE 315:

Percent of Purpose Aircraft Usage Represented

Multi-Division/Branch Contract: By General management executives 45 By engineering or production personnel 15 Customer relations and sales 31 Other purposes 6 No answer 3

PARTICULARLY VALUABLE USES - BASE 315:

Use Percentage*

Immediate high speed travel 57 Transportation to and from out-of-the-way locations - For company personnel 86 - For customers and prospects 49 Saving executives' "out-of-office" time 75 Movement of supplies/services to other company locations 17 Movement of company's products 8 Other 11 No answer 1

*Adds to more than 100% due to multiple answers.

Source: National Business Aircraft Association, Business Flying, (Washington, DC: 1968), p.38, citing Business Management. 179 outlay may be too much for the company to make. Third, the fear of accidents may prevent ownership. This fear is decreasing, however, with the increasing safety record of business aircraft.

In addition, a lack of recognition of the advantages to ownership appears to be the principal reason for non-ownership. While it is true that many campanies do not need an airplane, most medium-to-large companies should at least analyze employee travel time and costs to verify that lack of business aircraft ownership is economically justified.

The general procedure in selection of business aircraft of determining company travel requirements, examining aircraft characteristics, and evaluating and making integrated decisions are explained in Mark H. Smith and Harry P.

Schmidt's "A Rational Method for Selecting Business Aircraft," R. Dixion

Speas Associates,.1964.

2. Non-Business Flying

Non-business flying includes: personal transportation, recreational, training, and other miscellaneous non-business flying.

a) Personal Transportation - includes the use of an aircraft for

personal transportation purposes not associated with a business or

profession, and not for hire.

b) Recreational Flying - includes the use of an aircraft for pleasure

and sightseeing purposes. 179

c) Training Flying - includes the use of an aircraft, not for hire,

for the purpose of maintaining or improving pilot proficiency.

d) Other Flying - includes all other non-business private flying

not included in the above categories, for example, ferrying and

testing of aircraft.

There is considerable overlap between these categories for it is extremely difficult to discern how to log a specific flight. For instance, a flight could conceivably be considered in all categories.

In 1967, non-business flying hours roughly equalled the total business flying hours flown: 302,506 non-business hours and 300,805 business hours.

Non-business hours have increased 36 percent between 1961 to 1967, rising from the 1961 total of 221,750. What appears striking is that percentage increase of the Other Flying category, which includes ferrying, testing, and so forth o aircraft, an increase of 67 percent between 1961 and 1967: from 14,800 hours to 24,798. The Recreational category ranked second in percentage increase in the years with 62 percent, an increase from 93,750 hours to 152,432 hours.

This category constitutes the largest portion of non-business hours. Table

679 shows the increase in non-business hours between 1961 and 1967.

Close to 90 percent of all the private personal flying in 1967 was attributed to the light and medium single-engine aircraft classes. The light single-engine class alone accounted for over 48 percent of all personal flying logged. Table 68 shows a breakdown of the 1967 non-business hours by aircraft class. Table 67. Non-Business Flying Hours

Percent Description 1961 Hours 1967 Hours Increase

Personal transportation 74,150 81,057 9 Recreational 93,750 152,432 62 Training 39,050 44,219 13 Other 14,800 24,798 67

Sources: Department of Transport, General Aviation in Canada 1961-1973, (Ottawa: 1962)Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). Table 68. Private Aircraft Total Hours Flown by Activity 1967

Transportation No. of Total Aircraft Group Business Personal Recreational Training Others Aircraft Hours Single Engine: Light 2,433 199,382 52,990 32,161 85,360 17,543 11,118 Medium 2,263 254,456 119,361 42,754 63,647 20,048 .8,646 Heavy 125 24,822 20,841 1,386 1,434 874 287

Twin Engine: Light 285 73,554 63,506 4,414 1,669 3,515 450 Medium 46 13,395 11,533 24 28 667 1,143 Heavy 66 31,837 28,787 33 861 2,156

Multi Engine: Transport 5 462 462 Gyroplane 46 742 91 397 254 Helicopter 37 4,661 3,325 285 203 104 744

Totals: 5,306 603,311 300,805 81,056 152,432 44,219 24,798

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968)

00 182

It is interesting to note from Table 68 that medium single-engine aircraft ranked first in total number of personal transportation hours. This indicates that owners of this class of airplane have selected the larger aircraft (and presumably better equipped) primarily for air touring purposes.

This class of airplane can therefore be expected to be used for itinerant trips away from the aircraft's home base airport considerably more than the smaller light single-engine class. On the other hand, light single-engine aircraft can be expected to be used primarily for local flights for pleasure and sightseeing in the immediate area of the home base airport. Most itinerant

trips are restricted to ideal flying conditions (weatherwise), and weekend flying.

The survey indicated that most people who fly for pleasure own older aircraft models, such as the Piper J3 or Cessna 140. There is also a significant number of home-built (ultralight) aircraft being constructed for pleasure flying.

The reason that light single-engine aircraft of vintage age or home-builts* are popular aircraft for pleasure flying is the low initial

cost and operating cost of these aircraft types. Personal ownership of a newer aircraft is not cheap. The four-place Piper Comanche, as an example of a typical good private plane, costs $28,000 (US) to purchase and $7000 (US to

*Home-built aircraft registrations are increasing every year. The low cost of construction and the sociological significance of the "do-it- yourself movement" are the principal reasons for the wide interest in home-built aircraft. In 1965, there were only 155 ultralights (home- built) on the Civil Aircraft Register, approximately 3.6 percent of all light single-engine private registered aircraft. The mid-1968 Civil Aircraft Register total shows 365 ultralights, representing 6.1 percent of all light single-engine aircraft in Canada. 183

operate for 400 hours per year. However, if somewhat less high-quality performance is acceptable, one can buy and operate a new plane (like the

Cessna 150) for 50 to 60 percent of these figures. Used planes cost even less

initially, and as they are inspected at regular intervals by DOT licenced personnel, they do not present the same uncertainties of condition that used

automobiles do. The average initial cost of such a used plane, however, would be at least $5000 to $600, and if it were flown 100 hours a year (typical for an aircraft used only for pleasure flying), its operation would cost about

25 percent of the initial purchase price ($1250 to $1500).

American Owners and Pilots Association members were asked in a survey

to indicate their average annual expenditure for their aircraft. Table 69

summarizes the results obtained.

Group flying clubs are becoming a popular alternative to the high cost

of private airplane ownership. The flying club method affords people an

opportunity to enjoy flying without buying a plane. These private clubs are

not to be confused with the membership in the Canadian Flying Clubs Association.

The clubs vary in character from a simple joint ownership arrangement, by which

three or four individuals buy and share a plane, to larger enterprises in

metropolitan regions. In the former arrangement, four partners could purchase

a Comanche and could have 100 flying hours a year each for an initial cost of

about $7000, and an operating cost of about $2000 annually. Such groups

usually incorporate in order to avoid the individual responsibility incurred

by j oint owners. Table 69. Average Annual Aircraft Expenditures Operations and Maintenance* United States 1966

Percentage Expenditures of Returns

Less than $1,000 37.35 $1,001 - $2,000 30.30 2,001 - 3,000 12.90 3,001 - 4,000 6.05 4,001 - 5,000 3.16 5,001 - 8,000 3.89 8,001 - 10,000 1.07 Over $10,000 2.37 No indication 2.91

Total 100.00

*In the 'Less than $1,000' category, the figure of $500 was used for the computations and in the 'over $10,000' category, the minimum figure of $10,000 was used. In all other categories, an average figure between the two dollar amounts was used.

Source: American Owners and Pilots Association, 1967 Profile of Flying and Buying (Washington, DC: 1967). 185

At the other end of the flying club spectrum are larger clubs who have perhaps 15 to 20 member pilots and several aircraft. The members usually buy a negotiable share, which is returnable, a registration fee, monthly dues, and a rate per hour of flying time. Typical cost arrangements for an individual pilot member who flies 100 hours a year would be an initial cost of $850 for membership and about $650 annually for monthly dues and operation of club aircraft.

There is some inconvenience to personal plane travel, because at the destination, one must still rent an automobile to complete the surface portion of the journey. Some have compared owning a private plane to owning a boat, as both being expensive pleasures. The boat, however, can be used as a temporary residence while the plane cannot.

The growth of private planes for recreational uses is increasingly recognized, and more services are being provided to meet its needs. In the

United States, facilities for recreational flying have developed to the point where numerous resort hotels are now located near airports and provide free transportation for arriving fliers. There are even some resorts which have their own landing strips and airplane parking areas, and which promote these facilities as added inducements to visit the particular establishment.

There are numerous associations representing non-business flying in

Canada. The largest is the 7300 member (1967) Canadian Owners and Pilots

Association (COPA) with its headquarters in Ottawa. This organization represents general aviation, generally, and the private flying sector in particular.

COPA "Flights" have been organized across Canada to strengthen representation from local regions and foster enthusiasm for private aviation in these areas. 186

Other organizations which represent various segments of private aviation in Canada are: the Experimental Aircraft Association (EAA) representing

the owners of home-built aircraft; British Columbia, Alberta, and Quebec

Aviation Councils representing aviation interests in the respective provinces; and various "flying farmers" associations in many provinces

representing agricultural owners of private aircraft.

The Ontario Department of Transport is reported to be considering the

formation of a provincial aeronautics commission. The commission, like the

aviation councils in British Columbia and Alberta, will perform an advisory

role on aviation matters to their respective provincial governments and be made up not only of aviation organizations of all types but also municipalities,

chambers of commerce, private companies, and individuals. The aeronautics

commission in addition to the usual advisory role is expected to evolve

eventually as a regulatory and administrative authority, similar to many state

aeronautics commissions in the United States. (32)

The majority of private aircraft (62 percent) are owned by individuals.

Types of ownership of private aircraft are presented in Table 70 by aircraft

class.

The primary purpose for which the aircraft is to be used is a definite

factor influencing the type of aircraft purchased. Table 70 shows a

preference is indicated for light and medium single-engine aircraft by private

individuals, while larger twin-engine aircraft are normally selected by

business firms. Table 70. Private Aircraft Ownership by Group 1967

Aircraft Group Total Business Individual Joint Others

Single Engine: Light 2,433 220 1,815 350 48 Medium 2,263 600 1,349 267 47 Heavy 125 52 55 17 1

Twin Engine: Light 285 229 49 6 1 Medium 46 41 3 1 1 Heavy 66 63 2 1

Multi Engine: Transport 5 5 Gyroplane 46 2 43 1 Helicopter 37 25 8 3 1

Totals: 5,306 1,237 3,324 645 100

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968)

oo 188

The need for higher performance aircraft by business firms is demonstrated by the increasing number of turbo prop and pure jet aircraft in the privately registered category. The Department of Industry predicts that if the cost of gas turbine engines continues to decline, approximately 50 percent of all

Canadian aircraft will be turbine powered by 1980. (33)

3. Geographic Distribution

Geographical distribution of privately-registered aircraft shows Ontario having 34 percent of the total, followed by British Columbia with 16 percent and Alberta with 14 percent. The maritime provinces and the Territories have

the least number of privately registered aircraft. This indicates that private aircraft are predominant in those provinces which are heavily urbanized and/or possess abundant natural resources. Table 71 indicates the provincial distribution of private aircraft by aircraft class.

Ontario leads Canada in every aircraft class except for gyroplanes

(Quebec) and helicopters (British Columbia). It is also interesting to note

that the heavier single-engine and twin-engine are based in those provinces with the greatest aircraft populations. Again, this reflects the degree of business sales and/or natural resource exploration taking place in these

provinces.

Individual private aircraft do not carry the large number of persons

that commercial airliners accommodate. However, when the low average number

of passengers carried in private aircraft is multiplied by the total number

of itinerant and local flights, the total number of passengers conceivably

carried is in the millions. In August 1965, the Federal Aviation Administration Table 71. Private Aircraft Provincial Distribution 1967

Aircraft Group Total Nfld PEI NS NB Que Ont Man Sask Alta BC YT NWT

Single Engine: Light 2,433 12 13 31 40 217 893 243 229 333 387 14 21 Medium 2,263 14 8 19 33 218 739 200 281 323 402 9 17 Heavy 125 3 - 1 2 10 41 8 13 24 20 1 2

Twin Engine: Light 285 - 5 1 9 29 92 28 8 64 46 1 2 Medium 46 1 - - - 6 22 3 2 11 1 - - Heavy 66 1 - - 1 17 29 2 - 13 3 - -

Multi Engine: Transport 5 - - - - - 5 ------Gyroplane 46 - - - - 24 5 1 3 4 9 - - Helicopter 37 - - 1 - 7 7 2 2 4 12 2 -

Totals: 5,306 31 26 53 85 528 1,833 487 538 ne 880 27 42

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968).

oo 190 conducted a survey to obtain data for developing private aircraft load factors.

The study concluded that if occupants of local general aviation flights are included, the total number of people served by general aviation would approach the number of passengers served by the domestic air carriers. (Note: the

U. S. domestic air carriers enplaned 77.8 million originating passengers during

FY-1965). (34) If the same ratio holds true for Canada, the number of passengers carried in 1967 by general aviation would approach nearly eight million.

(Note: Canadian Classes 1 and 2 scheduled air carriers enplaned

7.9 million passengers in 1967.)

Table 72 indicates the average number of persons carried by private aircraft in 1967 by aircraft class.

From Table 72, it can be seen that 56 percent of the private aircraft only carried an average of two passengers. Over 97 percent of the private aircraft in fleet carried, on the average, four or fewer passengers. As can be expected, the only aircraft class which significantly averaged six or more passengers was the heavy twin-engine group. It is also interesting to note that most of the new light twin-engine aircraft (37 percent) only average three passengers per flight.

4. Private Aircraft Age

Forty-six percent of the private aircraft are more than 15 years old.

This undoubtedly reflects the large number of relatively inexpensive post-war aircraft which have not been replaced by newer models. Older, wood, fabric Table 72. Private Aircraft Average No. of Persons Carried (Including Crews) 1967

Aircraft Group Total

Single Engine: Light 1,107 260 733 104 10 Medium 1,047 112 576 308 49 Heavy 50 5 24 9 8

Twin Engine: Light 165 10 43 62 33 Medium 23 - 14 6 Heavy 42 1 - 15

Multi Engine: Transport - - Gyroplane 10 10

Helicopter 14 3 7 3 1

Totals: 2,458 401 1,384 491 112

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). 192 covered aircraft like the Aeronca Chief, Cessna 140, Champion Traveller,

Fleet Canuck, Piper J-3 Cub, Stinson Voyager, and Taylorcraft are obsolete.

However, high standards of maintenance throughout the years, low attrition, an abundance of spare parts, and full depreciation made these popular airplanes on the market to the flying enthusiast with limited financial means. Many aspiring commercial pilots have also found that purchase of one of these older aircraft is in many cases a less expensive proposition than renting an aircraft in order to "build up time" for a commercial pilot's licence. The few older twin-engine aircraft built before 1952 are usually aircraft like the Beechcraft 18 and Douglas DC-3, still owned by medium size corporations.

Operating costs of these larger aircraft are high with the increased maintenance needed and the lack of spare parts. These aircraft are rapidly being replaced by turbo or even executive jets which have the larger capacity needed by medium to large size corporations.

The twin-engine category has the most modern equipment. In the last five years, between 1963 and 1967, 50 percent of all light twin aircraft were constructed. Medium twins and heavy twins accounted for 52 and 43 percent respectively. In comparison, light single aircraft built in the same time period accounted for only 12 percent of the total light single aircraft registered in Canada. From the survey, it was found that the newer aircraft

(especially twin-engine craft) are primarily owned and operated by business firms for corporate transportation while the older aircraft (primarily single- engine) tend more often to be owned by individuals and are used for pleasure and personal transportation. 193

The "turnover" of buying and selling private aircraft is very high—

similar to the automobile market. The survey indicated that there was little

relation between the aircraft's date of construction and the date of purchase by the 1967 owner. Over 84 percent of the aircraft owners had purchased

their aircraft within the last five years. Out of this total, over 34 percent

had purchased their aircraft in 1967, the survey year. The only aircraft

classes which have a higher ratio of length of ownership to aircraft

construction are the heavy twins and helicopters. Even in these two aircraft

classes, most (over 60 percent) were purchased in the last five years.

It is interesting to compare the year of importation of private

aircraft into Canada with the year of construction and purchase. Over half of

the privately-registered aircraft were imported before 1963 (59 percent) and

12 percent were imported previous to 1952. In the last five years, 36 percent

of the private aircraft were imported. The largest increase in percentage of

aircraft imported during this period was in the light twin category; 68 percent

of all private twin-engine aircraft were imported between 1963 and 1967.

By comparing the year of construction, year of import, and year of

purchase, it can be deducted that since 1965, there have been a considerable

number of used aircraft imported to Canada. This indicates there is a demand

for used aircraft at a lower price which cannot be met by the Canadian new

aircraft market. The Aircraft Owners and Pilots Association (AOPA) 1967

survey indicated that 27 percent of their members' aircraft were bought for

less than $5000. Over half of the members' aircraft were valued at less than

$10,000. Table 73 summarized their findings. Table 73. Aircraft Cost at Time of Purchase United States 1966

Value $ Percentage*

Under $5,000 27.20 $ 5,000 - $10,000 28.30 10,000 - 15,000 20.53 15,000 - 20,000 10.01 20,000 - 25,000 5.98 25,000 - 35,000 5.61 35,000 - 50,000 4.33 50,000 - 75,000 1.89 75,000 - 100,000 0.65 More than $100,000 0.83

105.33

*Totals more than 100% because of multiple answers in cases of ownership of more than one aircraft.

Source: American Owners and Pilots Association, 1967 Profile of Flying and Buying, (Washington, DC: 1967). 195

5. Characteristics of Private Aircraft Owners

General aviation growth statistics, types of aircraft used in general aviation, and the major uses of general aviation have been discussed, but the most important ingredient in private general aviation is the aircraft owner.

In this section, two basic questions are asked: who are the owners of private aircraft? and, secondly, why own a private aircraft?

Surveyed owners of privately-registered aircraft were asked to indicate the principal reason for aircraft ownership. The vast majority who responded

(some 54 percent) answered that fun or pleasure was the primary reason for ownership. Within each aircraft class, however, the answers varied. Single engine aircraft classes all indicated that pleasure ranked first, while business requirements or flexibility in scheduling their own flights ranked first in the twin-engine classes. Helicopter owners also indicated that business requirement was the prime reason for ownership. Table 74 summarizes the results of the survey.

A private pilot's licence was by far the most common type of pilot's licence held by the private aircraft owner. The survey indicated that 86 percent of the owners held this type of licence. Commercial pilot's licences held accounted for 8 percent of the total. American sources indicate similar percentages of types of pilots held by aircraft owners. There is, however, a wide percentage difference between American and Canadian figures regarding private aircraft owners who have an indorsement to fly under instrument flight conditions. Only 4 percent of the Canadian aircraft owners held an IFR rating

(less than 2 percent of the owners with private pilot's licence held an IFR Table 74. Private Aircraft Reason for Ownership 1967

Lack of Business Multiple Flexibility Aircraft Group Total Commercial Requires Pleasure and of Scheduled Flight Aircraft Others

Single Engine: Light 1,231 14 21 103 859 234 Medium 1,139 24 77 196 564 278 Heavy 57 5 3 19 24 6

Twin Engine: Light 179 14 40 60 15 50 Medium 27 1 7 12 7 Heavy 45 1 16 16 1 11

Multi Engine: Transport Gyroplane 11 11 Helicopter 15 1 10 1 3

Totals: 2,704 60 164 416 1,475 589

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968) . 197

rating), while in the US, the percentage of aircraft owners with an IFR rating

is over 21 percent. The larger percentage in the US is the result of numerous

ground facilities for instrument navigation, lower priced avionics and an

emphasis by the Federal Aviation Agency and flight instruction schools on the benefits (in terms of safety and aircraft utilization) of upgrading their

pilot qualification to include instrument training.

When the type of pilot's licence held is related to the class of aircraft

owned, the private pilot, as can be expected, dominates each aircraft class.

However, as the size of aircraft increases, the percentage of aircraft owners with more advanced pilot qualification also increased.

The majority of private aircraft owners received their initial flying

instruction from a DOT approved flying school.(53 percent). Flying clubs

rank second (38 percent) as the source of initial flying instruction. Military

services accounted for less than 5 percent of owner/pilot initial flying

instruction.

The survey indicated that most owner/pilots of private aircraft were

relatively young in age. Thirty-eight percent reported they were between

35 and 44 years of age. This same age group dominated most of the aircraft

classes. American sources also indicate this same age group to be dominant.

Table 75 shows the age group by aircraft classes.

The average annual income of the surveyed owner/pilot was surprisingly

low in relation to the cost of buying and owning a private airplane. Over

62 percent of the owners surveyed reported annual incomes of less than $10,000.

American aircraft owners surveyed by AOPA reported only 21 percent who earned Table 75. Private Aircraft Age Group of Owner/Pilot 1967 24 & 65 & Aircraft Group Total 25-34 35-44 45-54 55-64 Under Over

Single Engine: Light 953 34 237 372 242 63 5 Medium 694 23 124 270 205 63 9 Heavy 22 6 10 5 1

Twin Engine: Light 26 3 8 Medium 1 1 Heavy 1 1

Multi Engine: Transport Gyroplane 10 1 4 5 Helicopter 6 1 3 1

Totals: 1,713 58 373 668 467 133 14

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968)

CO 199 less than $10,000. Canadian owners reporting annual incomes of over $20,000 were less than 10 percent, while the American survey indicated that over 36 percent were in this upper income category. It is difficult to explain the difference between the American and Canadian private airplane owners' incomes except to assign the difference to higher incomes generally in the US. The larger portion of newer aircraft owned by Americans which have a proportionately higher purchase price could also be relfected in the higher annual incomes.

The results of the 1967 survey of owner-pilot annual income are shown in

Table 76.

American sources indicate that most aircraft owners are employed as professional and technicians or part of top management. An AOPA survey of the type of business in which aircraft owners were engaged is summarized in Table 77.

The same AOPA indicated that aircraft owners were well educated—over

75 percent had at least some college education, as shown in Table 78.

The same survey also investigated other sources of leisure time activities in which aircraft owners also participated, as shown in Table 79.

STATE AIRCRAFT

State aircraft consist of those operated by the Department of Transport and other civil federal departments and the provincial governments, except those commercially-registered aircraft which operate pursuant to an Air

Transport Committee licence. Table 76. Private Aircraft Owner/Pilot Income Level 1967

- Dollars - 4,999 5,000 10,000 15,000 20,000 Aircraft Group Total & Under 9,999 14,999 19,000 & Over

Single Engine: Light 941 144 535 170 45 47 Medium 681 66 277 163 74 101 Heavy 20 11 5 1 3

Twin Engine: Light 25 11 Medium 1 Heavy 1

Multi Engine: Transport Gyroplane 10 3 1 Helicopter 6 1 2 3

Totals: 1,685 214 833 350 123 165

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968).

S3 o Table 77. Type of Business of Owner/Pilot United States 1967

Percentage Type of Business of Total

Advertising and/or publishing 1.87 Agriculture 5.37 Architect or engineer 11.99 Banking/finance/insurance 4.68 Glergy 0.69 Construction 6.83 Dentistry 1.54 Distributing 4.29 Education 4.39 Law 2.56 Manufacturing 18.77 Medicine 6.56 Public utilities 2.19 Retailing 7.85 Wholesaling 2.83 Other 24.27

Total: 100.00

Source: American Owners and Pilots Association, 1967 Profile of Buying and Flying, (Washington, DC: 1967). Table 78. Maximum Level of Education Attained Owner/Pilot United States 1966

Education Level Percent

Post-graduate college 24.25 College graduate 26.39 Attended, but did not complete college 26.76 High school graduate 17.07 Attended, but did not complete high school 4.04 Grade school 0.87 No indication 0.62

Total: 100.00

Source: American Owners and Pilots Association, 1967 Profile of Flying and Buying, (Washington, DC: 1968). Table 79. Other Leisure Time Activities Owner/Pilot United States 1966

Percentage Activity Involved

Fishing 18.79 Golf 18.55 Hunting 15.54 Boating 13.25 Photography 9.65 Skiing 8.21 Bowling 3.60 No indication 12.41

Total: 100.00

Source: American Owners and Pilots Association, 1967 Profile of Flying and Buying, (Washington, DC: 1967). 204

1. Aircraft Fleet

Since 1961, state-registered aircraft have increased 14 percent, from

181 aircraft to 207. These aircraft ranged in size from single-engine Piper

Super Cub, owned by the Province of Nova Scotia, to four-engine Lockheed

Jetstar, owned by the Department of Transport. Heavy single aircraft, such as

the de Havilland Beaver and Otter, are the most popular type aircraft category used by government operators.

2. Aircraft Utilization

State aircraft flew a total of 77,394 hours in 1967, an increase of over 27 percent over the 1961 total of 60,475 hours. The activities of state aircraft operations varied from airline type transport to ice reconnaissance and fire suppression. The operations vary with each government operator and with each type of aircraft. Due to the diversity of operations, it was only possible to classify these operations into government business flying hours, training hours, and other flying hours. The returns, however, provided by operators of state aircraft were almost a complete report of total activity and there is therefore a very limited element of adjustment from sample data.

Table 80 shows a summary of the number of hours flown by state aircraft

in 1967.

The Department of Transport operates the largest number of state aircraft. In fact, after Air Canada, the Department of Transport operates the second largest civil aircraft fleet in Canada. The Province of Ontario ranks 205

Table 80. Total Aircraft Utilization State Aircraft 1967

Total Business Training Other Total Aircraft Group Aircraft Hours Hours Hours Hours

Single Engine: Light 2 Medium 4 1,762 1,762 Heavy 89 32,600 455 869 33,884

Twin Engine: Light 14 3,118 438 1,054 4,610 Medium 34 8,211 3,026 4,014 15,251 Heavy 19 5,122 435 2,364 7,921

Multi Engine: Transport 6 3,026 696 44 3,766 Gyroplane Helicopter 32 8,401 175 1,624 10,200

Totals: 200 62,200 5,225 9,969 77,394

Source: Department of Transport, General Aviation Survey 1967, (Ottawa: 1968). second in the number of aircraft operated by a government operator. Other government agencies with sizeable aircraft fleets are Royal Canadian Mounted

Police, Province of Quebec, Province of Manitoba, and the Province of British

Columbia. -GENERAL AVIATION BY 1980

FORECASTING TECHNIQUES

The purpose of this chapter is to examine various forecasting techniques used in civil aviation and to develop a forecast of Canadian general aviation through 1980. Such a forecast is required in order to permit an assessment of the demands which will be placed on the air transportation system. Policy considerations can then be formulated to meet the long-range planning needs required by future developments and changes in activity levels of general aviation.

Although the preparation for any forecast is difficult, general aviation forecasting presents some unusual problems because of the multitude of activities which are encompassed and the limited amount of historical data concerning these activities which are available on a con• sistent and continuing basis. While some gross data has been available covering number of aircraft number and hours flown, the accuracy of the counts and the validity of the trends indicated thereby are subject to question and must be considered an important limitation of Ihe value of the findings. 207

The various methods used to forecast civil aviation activities generally be grouped into the following categories:

Simple extrapolation of historic time series;

Study and detection of relationship between the aviation

variable and some other economic or sociological indicator(s)

whose future course can easily be determined; ,

Study and demonstration of a pattern of evaluation vtohich

can be defined by certain laws making possible future

estimates based on past observation;

The market analysis method segregates the aviation varia•

bles by direct survey in order to obtain relationships for

broad categories of the population;

The Ad hoe method. This is essentially the "informed judge•

ment" of the future based on careful assessment of the facts

at hand.

Construction of some type of mathematical model;

A combination of one or more of the above methods.

Extrapolation of historic time series

This the most widely used technique since all that is required is

an accurate series of historical data. It is usually used in com•

bination with the "ad hoc" approach. An adjustment to the simple

extrapolated trend line of historical data is usually attempted by 208

the method of least squares, simple regression analysis, moving

averages, etc. and this is then, projected into the future.

Examples of the application of this method are:

(a) Department of Transport "Canadian General Aviation

1961 - 1973", Ottawa, November 1962.

This publication estimated the number of commercial, private and

state aircraft registrations in Canada at three year intervals over a 12 year

period. These forecast were predicted primarily by fitting a trend line by

the least-squares method to historical date between 1951 and 1961. Details

of applying the forecast technique were not stated in the publication.

Actual experience has shown that this forecast underestimated the 19 67 total

civil aircraft registration by about 15 percent. Table 81 shows this forecast.

A forecast was also made of expected general aviation flying hours

using the same forecast techniques. This forecast, like the civil aircraft

forecast, underestimated the actual 1967 total flying hours by about 12 per•

cent. Most of this error was attributed to assuming that non-scheduled commercial aviation would expand at the same rate as in the past. The projection assumed a percentage increase of only 35 percent between 1961

and 1967 while in fact non-scheduled commercial hours flown nearly doubled 209

TABLE 81

FORECAST AND ACTUAL AIRCRAFT REGISTRATION

1961 - 1973

Year Commercial Private State Total Forecast Actual Forecast Actual Forecast Actual Forecast Actual

1961 - 1,987 - 3,635 - 181 - 5,803

1964 2,240 2,018 4,200 4,652 .230 194: 6,670 6,864

1967 2,480 2,614 5,030 6,277 .25.0 207 7,760 9,098

1970 2,720 5,870 275 8,865

Sources: Department of Transport,

"Canadian General Aviation 1961 - 1973" and

"Canadian Civil Aircraft Register','

(Ottawa : 1962) 210

in that timeuperiod.

The table 82 shows the difference between forecast general aviation flying hours and actual flying hours.

In 1966, the Federal Aviation Agency issued a special general aviation forecast; "General Aviation, A Study and Forecast Of The Fleet and its Use in 1975" . The focus of the study was on the probable size and composition of the 1975 general aviation aircarft fleet and the amounts and kinds of flying that will be performed by this fleet.

An attempt was made to correlate the general aviation data with broad economic measures, such as gross national product, but the results were not satisfactory. The approach finally developed in this study relied mainly on an examination and projection of past trends in each use category, plus a considered evaluation of information, views and opinions collected from a review of past studies and periodicals and. from mainly meetings and discussions with knowledgeable people connected with the industry. The total forecast represents a summation of individual forecasts made for each use category. Individual forecasts were made for each aircraft type within each use category based on a separate analysis of all the relevant inform• ation collected.

The Tables 83 and 84 summarizes the results of the study. TABLE 82

FORECAST AND ACTUAL GENERAL AVIATION FLYING HOURS

1961 - 1973

Year Commercial Private State Total Forecast Actual Forecast Actual Forecast Actual Forecast Actual

1961 - 548,831 - 465,750 - 60,475 - 1,075,056

1964 643,300 N/A 584,000 N/A 79,800 N/A 1,3 07,000 N/A

1967 745,500 1,144,644 763,000 603,311 87,500 77,394 1,596,000 1,925,369

!970 846,900 964,500 96,800 1,908,200

1973 947,600 1,161,00 0 106,200 2,4 14,800

N/A - Not Available

to

Source. Pepartment of Transportation, General Aviation 19 61 - 1973 (Ottawa : 1962) ^

Federal Aviation Agency "General Aviation A Study and Forecast of the Fleet and its Use in 1975" . 212

TABLE 83

NUMBER OF AIRCRAFT HOURS FLOWN AND AVERAGE ANNUAL UTILIZATION

BY TYPE OF FLYING

1964 - 1975

Item Number Percent Percent of Total 1964 1975 Increase 1964 1975

Number of Aircraft 88,742 160,000 80.3 100.0 100.0

Business 21 ,127 32,15 0 52 .2 23 .8 20 . 1 Personal 46,721 88,450 89 .3 .52 .7 55 .3 Aerial Application 4,901 6,550 33 .6 5 .5 "4 . 1 Air Taxi 5 ] 2 67 13,000 146 .8 6 .0 8 .1 Industrial Special 1,811 2,300 27 .0 2 .0 1 .4 Institutional 6,855 14,550 112 .3 7 .7 9 . 1 Other 2,060 3 ,000 45 .6 2 .3 1 .9

Hours Flown (000) 15,738 29,970 90 .4 100 .00 100 .01

Business 5,869 9 ,670 64 .8 37 .3 32 .3 Personal 3 ,792 7,570 99 .6 24 . 1 25 .3 Aerial Application 997 1, 380 38 .4 .6 ;3 4 .6 Air Taxi 1 ,701 4,560 168 . 1 10 .8 15 .2 Industrial/Special 619 840 35 .7 3 .9 2 .8 Instructional 2,588 5,700 120 .2 16 .5 19 .0 Other 172 250 45 .3 1 . 1 0 .8

Average Annual Utilization 177 187 5.6

Business 278 301 8.3 Personal 81 86 1 2.3 Aerial Application 203 211 3.9 Air Taxi 323 351 8.7 Industrial/Special 342 365 6. 1 Instructional 378 392 3.7 Other 83 83 - Source: Federal Aviation Agency, 'General Aviation.A S.tudy and Forecast of the Fleet and its Use in 197 5 " (Washington : July, 1966) 213

TABLE 84

NUMBER OF AIRCRAFT, HOURS FLOWN AND AVERAGE ANNUAL UTILIZATION

BY TYPE OF AIRCRAFT

1964 - 1975

Number Percent, Percent of Total Item 19 64 1975 Change 1964 1975

Number of Aircraft 88,742 160,000 +80.3 100. 0 100.0

Single Engine Piston 30,363 37,400 + 23 .2 34. 2 23 .4

1-3 Place

4 - Place and over 45,773 92,900 +103 .0 5 k 6 58.0

Multi-Engine Piston 10,346 21,500 +107 .8 1 1. 7 13.4

Turbine Engine 306 4,000 +1,207.2 0. 3 2.5

Rotorcraft 1,306 3 ,000 +129 .7 1 . 5 1.9

Other 648 1 ,200 + 85.2 0. 7 0.8

Average Annual Utilization 177 187 + §5 J6

Single Engine Piston

.1-3 Place 137 134 - 1.5

4 - Place and Over 176 172 - 12.3

Multi Engine Piston 278 260 - 6.5

Turbine Engine 448 560 + 1.5

Rotorcraft 342 337 - 1 .5

Other 88 83 -5.7

Source: Federal Aviation Agency, Office of Policy Development Economics Division "General Aviation A Study and Forecast Of The Fleet and its Use in 1976" . (Washington D.C. July, 1966) 214

2. Aviation Variable Correlation with Certain Basic Indicators

This method is also widely used in aviation forecasts.

Regression analysis is used to determine the relationships (if any)

which may exist between the growth of the aviation dependent varia•

ble and a number of chosen economic or socialogical indicators whose

future course can be determined with some degree of accuracy. These

indicators usually include such variables as population, gross national

(or regional) product, income (gross, net, disposable, etc.-,) years of

schooling, degree of urbanization, number of cars per 1,000 population

and a host of others. The relationship between the dependent (aviation)

and independent (socio-economic) variables is expressed in the form:

+ a x + a x + a x Y = a0 l l 2 2 n n

the number of x terms depending on the number of significant indicators

that are formed. Owing to simplicity, the linear form is the most common

although other non-linear relationships are also sometimes developed.

The projected values of the indicators are inserted into the equation

and the aviation dependent variable projected over the desired time

period.

A number of recent studies have employed several variations

of the techniques. Examples of general aviation forecasts using the

multiple regression technique are described below: 215

(a) Arthur D . Little Inc . , Transportation

Predictive Procedures" Forecasting General

Aviation Activity in Michigan" , Report to

Aeronautics Commission, Michigan Department

of Commerce, (Lansing, Michigan, September

1966).

This study attempted to correlate data on local and itinerant aircraft operations with various socio-economic data on a c'couri-ty basis in order to find a cause and effect relationships between factors which could logically be expected to affect the level of flying. After several false attempts the study group designed a program which related based aircraft to time (1954 -

1969) and socio-economic data. Then it related operations (local and itinerate

separately at lower airports in Michigan and the five contiguous states) to based aircraft for the latest year for which data was available. The socio• economic characteristics tested in the first part were: population, population over 25 years old with some college, and disposable income.

The first part of the program experienced R s running over

0.9.

(1) Population over 25 years old with some college and

disposable income proved to be very significant. The

time variable was not a significant factor in this relation•

ship .

(2) The second part was not successful, the regressions of 216

operations against based aircraft recorded R s below

0.4. The results were therefore discarded.

Note:

(1) R^ ; the square of the coefficient of correlation, which is

a reflection of the degree to which all the independent varia•

bles are related to the dependent variables.

(2) Generally speaking, an R less than 0.7 means that the fit

of the line is unsatisfactory.

(b) Stanford Research Institute, Southern California Regional

Airport Study, (South Pasadena, California, March, 1964)

The objective of this comprehensive study was to determine the system of airports required in the South California region to serve both air carriers and general aviation over the period to 1990. In order to project the volume and type of general aviation a forecast method was devised which used the principle of multiple regression.

The basis for the projections was general aviation activity, as measured by the number of operations (takeoffs and landings). Funda• mentally, the projections were based on a relationship between historical growth in general aviation activity and regional trends in population, employment, and personal income. The specific method used to relate these factors and the exo• genous influences on activity growth is described below: 217

The functional relationsh ip between the total number of general aviation operations in the region and the total income and employ• ment of the region, together with other influences not separately identified, was established on the basis of historical growth over the time period. The total numbers of general aviation operations for specified years in the future were projected in accordance with the following formula:

T Tj Tf 2

where , for future years T f = IfK

Jf = I,

9 1 =S Ei ^ (Med) i=l

Ei is the projected number of employees in the i_ regional employment

category in a specified future year.

Ii (med) is the medium income per worker in the i regional employment

category for a specific projected year.

is the total regional income in a specified future year.

1^ is the total regional income in a specified base year.

If is the regional income growth factor.

T2 is the volume of total regional general aviation activity in a specif- 218

ied future year. is the volume of total regional general aviation activity in a specified base year. is the growth factor for general aviation activity, is a factor that takes into account growth in general aviation attributed to influences other than growth in regional employment and income.

Evolution Theory Method

This technique is£essentially based on a.'lntensive analysis of past history and a detection of some apparent rule of growth which can be assumed to continue into the future. It is really a combinat• ion approach where a forecast obtained by some other method is adjusted according to whatever rule is taken to hold.

Two examples of this technique have been undertaken by the

Boeing Company:

(a) Boeing Aircraft Company "Forecast of U.S. Domestic Air•

line Traffic 1961 - 1975 Authors T.F. Cormick and

W.M. Wallace (Renton, Washington). 219

This is the most widely known study which took the evolution theory approach. The study resulted in the formulation of two essential theses:

The "Rule of Innovation"

Traffic develops in successive leaps according to technical pro•

gress leading to the introduction of new aircraft types. These

leaps have been of nine year intervals since 1926.

The "Law of Diminishing Returns'"

Rate of growth declines progressively and development of the

market is more and more difficult after each level of saturation.

(b) Boeing Aircraft Company "Calling the Turns"

Authors W.M. Wallace and J.G. Moore (Renton, May, 1968).

The value of forecasts as long-range guidelines is severely diminished by frequent requirements for revision. This report suggests that greater accuracy could be achieved only by a new and deeper analysis of the air transport industry. This analysis is based on the concept is defined as having a growth rate substantially in excess of the G.N.P. rate.

A mature industry is one which roughly parallels the G.N.P. . The problem in forecasting for a growth industry, like the air transport industry, becomes a problem in "calling the turn" or determining when dues a growth industry becomes a mature industry. 220

The economic history of several industries conforms to the

general pattern of a growth cycle. Birth occurs after a technical innovation.

As further improvements are made, rapiid growth rates prevail. With

maturity, growth tapers off to that of the G.N.P. or even less. This leads

to a question: why did growth taper off when it did?

The apparent answer is: growth begins with innovation, it con•

tinues as long as technological improvements upgrade quality and lower

unit costs simultaneously; upgrade quality at static unit costs; and lower

unit costs at static quality. When higher quality can be achieved only by

raising unit costs, or lower unit costs only by lowering quality, the growth

stimulating effects of quality and cost decrease and the proportional in•

fluence of environmental factors increases. Having lost its internally

created force, the industry sinks and rises with the economy in general and

its curve tends to parallel that of G.N.P. the industry has reached maturity.

Economic analysis defines three major market variables: cost,

income, and "publictastes;and preferences". The latter is another way of

saying quality. Quality improvements will shift the demand curve to the right, if the unit cost remains static or decreases. Ultimately, however,

improved/quality results in a higher price, when technology can no longer decrease cost and improve quality simultaneously. This causes a shift to

the left in the demand curve.

The report identifies and quantifies the quality variables present

in the total air trips. The next step is to develop sensitivity values for 221

each quality element by calculating elasticity coefficients. (The elasticity

coefficient represents the per cent change in the Revenue Passenger Mile

(RPM) value for a one per cent change in the quality variable). Having

assigned sensitivity values to each quality variable,the next step is to

establish values for an independent variable, the price of air travel.

Finally the volume of air traffic to the G.N.P. was correlated.

A model equation can now be developed to show the per cent

change of the independent variables (yield and quality) in relationshi p to

percentage change from year to year in the dependent variable (RPM/GNP).

The formula can be stated thusly:

% A (RPM/GNP) = % A QUALITY + Ey % A Yield + Residual

Where % /± RPM Revenue Passenger Miles GNP Gross National Product

% A Quality = .25% /V (Seat Departures) + .10% A (Airline Scheduling) + .10% A (Schedule Reliability)^ + .10% A (Schedule Cancellations) + .05% A (Passenger Service) + .30% A (Flight Time) + 2.15% A (Noise) + .05% A (Space) + .1 5% A (Ride)

Ey = Coefficient of elasticity % A Yield = Total revenue divided by total traffic.

The model equation determines the two-dimensional area of yield

(cost) times quality. The third dimension (volume) is obtained by multiply•

ing the value of RPM/GNP by the GNP forecast. The model does "call the 222

turns" and, with better variable stimulation and inclusion of other signific• ant factors, its accuracy will be improved even further.

4 . The Market Analysis Method

Under this concept, air travel is considered as essentially a commodity - one of several in competition for the buyers dollars. This approach accepts the proposition that each trip results from a more-or- less carefully weighed decision by the traveller, made under compelling circumstances, and tempered by the travellers background and experience, his resources, his tastes and preferences, and other primarily personal considerations .

The approach to the forecast problem this is reduced to a compre• hensible, broad national marketing research project - to explain what economic and demographic conditions seem to explain the decisions that result in air travel. Then, by applying the findings of the market analysis to the persons expected to fall under identical or similar demographic and economic groups in the future, and by assuming generally similar behaviour of members of the groups will respect to air travel, it should be possible to estimate the volume of air travel that the entire population would generate if the findings of the survey are generally tenable.

(a) Part of New York Authority "Air Travel Forecasting"

(Saugatuck, Conn: 1957) Eno Foundation.

This method is best known from the work done by the Port of New 223

York Authority. A year - long survey of a random sample of 30,000 actual

passengers on airplaines leaving the New York Metropolitan area was con•

ducted in 1956. The composition of the market was determined as to, age,

industry, family income, education, etc. , and this was compared to a

breakdown of the national population by the same charactieristics. The

cross-sections show that people with various social, economic and

demographic characteristics demonstrate distinct and predictable air travel

behaviour. The composition and size of the future air travel market was

determined principally by the future size of each of the corresponding

elements of the population as a whole,,measured in terms of occupation,

age, industry, income and education, and the distinct growth rate of air

travel frequency per thousand people in each population group.

(b) Two general aviation forecasts which took the market approach were undertaken by the Author D. Little, Inc. , entitled "General Aviation"

and Leslie Thompson "The Booz - Allen-Hamilton Analysis of Market.

Potential for Utility - Type Aircraft" .

5. The "Ad hoc" Method

This is not really a forecast method in the scientific sense but

is invariably used in conjunction with the other methods. A forecast based

entirely on informed judgement would be clearly inadequate for most pur•

poses. Conversely, however, a forecast which is based entirely on some

mathematical formulation without the benefit of extensive knowledge of the 224

local, national and international situation as regards, policy, technology, economics situation, special factors, etc., would also be inadequate.

The success of any specific forecast will depend in large measure on the qualitative judgements which are brought to bear on the basic quantitative techniques that are used.

6 . Demand Model Techniques

The demand model approach to air travel forecasting attempts to relate passenger travel demand by air (and other travel modes) on all relevant origin - destination segments (re: district to district travel) to two types of data:

1. Socio-Economic Data: (population, employment, income, leisure

time, etc.,) for the cities or regions in question.

2. Transport System Data: (travel time, cost, convenience, comfort,

reliability, etc.,) of all available travel modes connecting the

cities or regions in question.

Relationships between travel demand and the above types of data are derived empirically for specific points in time, and the resulting cross- section model is then applied for a specific year or years in the future, with one "run" of the model required for each forecast year. 225

This approach assumes that the derived relationships incorporated in the model will hold time over the forecast period or will, at worst, change gradually and predictably such that a small range of forecast values can be developed on various assumed changes and rates of change in relationships.

Trend projection is therefore required only for estimating future values of the socio-economic variable; the model is then applied, using these as input, to estimate travel demand via each mode of travel for each proposed future system with its associated travel times, costs and convenience measures, etc ., for each mode .

In general, most cross-sectional demand models carry out the fore• casting process in three stages, as follows:

1. Trips and Generation' is estimated on the basis of socio•

economic and (in some cases) transportation network variables.

2. Based on estimates of trips - and generation, the Trip Distribut•

ion is estimated in a mode-sensitive manner utilizing a gravity

formulation.

3. Mode Split is estimated by a mathematical model comprising

socio-economic and transportation network variables.

a) Nevins D. Baxter and E. Phillips Hawrey "The Determinants

of General Aviation Activity: A Cross-Section Analysis;'

Transportation Research (March, 1968). 226

This example employs various types of demand models to explain potential demand for general aviation activity in a given locality. The demand equations considered in this study are based primarily on the traditional theory of consumer behaviour. It is assumed that the most important factors affecting the demand for aviation services are income and relative prices of the various modes of travel. Formally, this may be expressed as:

© = F (II J., Il2, ... Hm; Y[ , Y2, • • • / yn)

where demand O is measured as operations per unit of time, II p is the price

(cost of general aviation flying, Il2 , II 3 , . . . Ilm,arethe prices of other

are tne modes of transportation, and y^, y2* • • • > Yn incomes of the con•

sumers .

The authors describe several alternates to the basic model in

order to estimate a relation between the dependent variable (operations) and

independent variables (cost, income population etc.,).

In the first set of regression estimates only population (P) and per

capita income (Y/P)_are included as explanatory variables. The results were not satisfactory in terms of their explanatory power; the coefficients

of determination (R2) are all less than 0.52. When log-linear specifications

of populationyper capita income, number of airports and airport quality 227

were included in the equations, the multiple correlation coefficients were much higher than the linear equations. The coefficients of determination for log-linear specifications were all over .71.

In summary, it was found that population, income per capita, the number of airports and the average quality of those airports are significant factors in the determinants of the level of general aviation activity in a county. The best equations explain well over half of the variance in generation operations.

7 . Combination Methods

The selection of specific headings under which to group various forecasting techniques is invariably an arbitrary one, and many forecasts incorporate aspects common to two or more of them. On the other hand, many forecasters intentionally take two or more approaches for purposes of cross-checking. A comparison of cross-section forecasts with those obtained from a time series extrapolation, is a common example of the combination method of forecasting.

GENEPAL AVIATION BY 1980: A FORECAST

The General Aviation forecasting techniques reviewed earlier indicated that there are two basic methods which could be used in a

general aviation forecast; trend projections and analytical models. 228

The analytical model approach has an advantage of providing greater detail of forecasted output but the complexity of the technique requires considerable data for calibration. Sufficient sound data is not available from published data or the 1967 Survey to attempt to develop an analytical model, therefore, a type of trend projection was the only alter• native .

The trend projection developed could be called a combination method. The forecasts relied mainly on an examination and extrapolation of historic time series. An adjustment of the historical data was made by a regression analysis. The regression results were then compared to a series of least-square curves to cross-check the coefficients of determin• ation and degree of auto-correlation in each set of dependent variables.

Several least-square curves were examined to determine the "best fit" in relation to the available historic time series data. The most commonly used trend curves and ones which are used in this study, can be grouped under three headings:

1 • Polynomials

a) Straight Line: Demand = a + bt where t is time and a and b

are constants.

The slope of a straight line is constant, implying that demand

is increasing by a constant amount each year.

b) Parabola: Demand = a + bt + ct^ where a, b and c are constants.

The slope of a parabola changes uniformly with time. In this 229

relationship the effect of an increase in t can be shown to

increase demand by b + 2 ct ( by differentiating the equation

with respect to t) times the increase in t. Thus the effect

of the increase in t depends on the existing level of t. If c

were positive it would mean that the higher the level of t,

the more effectiany given change in t would have. If c were

negative, it would mean that the effect of a future change in

t would be less than the existing level at t.

2. Exponentials'

a) Simple Exponential: Log (demand) = a + bt.

Where t is time and a and b are constants.

For a simple exponential trend curve, the demand increases by

a constant proportion each year. The ratio of the slope of the

demand to the demand itself is constant.

b) Logarethmic Parabola:. Log (demand) = a + bt + ct where t is

time and a, b and c are constants.

Unlike the simple exponential trend curve where the ratio of

the slope of the demand to the demand remains constant, this

ratio varies linearly with time for the logarithmic parabola. 230

3 . Modified Exponentials'

A modified exponential trend curve implies the existence of an

upper limit to demand which is approached asymptotically.

a) Simple Modified Exponential: Demand = a - brt.

Where t is time;

a, b and r are positive constants

and r is less than 1.

b) Gomertz: Log (demand) = a - brt where t is time; a, b and r

are positive constants and r is less than 1.

c) Logistic: Demand = —1 . ^ where t is time and a, b and r a - brt

are positive constants and r is less than 1.

Both the gomertz and logistic trend curves at first increase only

slowly, then accelerate; hold the rate of acceleration for a time

and then flatten off near some upper limit.

Simple regression analysis was used to determine the relationship

(if any) which may exist between the growth of a general aviation dependent variable and a number of chosen socio-economic indicators whose future course could be determined with some degree of accuracy.

The usual forecast indicators include such variables as population.

Gross national (or regional) product, income (gross, net, disposable, etc. ,) years of schooling, age, degree of urbanization, retail sales, numbers of cars per 1,000 population and a host of others. Since this is a national forecast of general aviation, the number of socio-economic indicators was -- •'• : " '': • • •. ' '• 231

thereby reduced to.those available national indicator's? with reputable pub -

. lished forecasts. •" •

The selected national.indicators were Population, Gross National.

Product and Gross National Product per capita'. These three indicators • ' .

were examined to determine'the best relationship to the available historic" .

time series data .'" (See Appendix "A") .'.

General aviation arid .activity can be measured by a variety of in•

dicators . Activity.can be measured in terms of number-of hours flown,number.

• of miles': flown, number of aircraft movement's,, number of based aircraft,

number, of airports', -and number of pilots . The most significant measure of ••

activity'is aircraft operations (movements) that is ,-• takeoffs ,' and- landings', •'•

but this information is not available on a national'basis. 'Aircraft movements

are. collected in Canada -but'only from selected airports and they are, there-

y t fore,'.not representative of ••the actual Canadian total. -• ' . ,

' i ..The-indicators selected for the forecasts are: number of registered

aircraft., number of flying'hours and numbers of; pilots.- The total forecasts

'calibrated represents :summation of individual forecasts..made for-each seg- ••'

ment-of the. general aviation activity indicator. '.'

- The correlation coeffecient of the various .regression are shown in.

. Appendix " B". - - .'•' ' '"V'V-' ""'••• ' ':/

The correlation coe'ffecients using the socio-economic variable of

gross- national product per capita, were relatively high in relationship to all • ;

the selected aviation variables. Because the.gross national product-per 232

capita contained elements of the other two socio-economic variables it was chosen for the forecast process. Appendix "C" shows the equations used in the forecasting process.

Individual forecasts of the number of hours flown by Private and

State aircraft posed particular forecasting problems. Only data collected from two years (1961 and 1967) was available to use for a forecast base.

Even the data available is suspect, due to "blow-up" factors used when estimating universe totals. The technique used to project private and state hours was a "crude" percentage share approach. Since the forecast of commercial hours flown was considered reliable, it was used as a data base to assess the percentage relationships between commercial, private and state hours. This approach, assumed that the percentage share observed the limited available data, would remain relatively constant in future years. The forecasts developed for the number of hours flown by private and state aircraft therefore, should not be considered statistically valid and can be subject to wide margins of error.

The usual assumptions concerning internal and external economics and political conditions are likewise implicit in the forecasts. It is assumed there will be no major armed conflicts which might disrupt the character of the industry. Over-all economic conditions are expected to continue on a favourable trend and the gross national product will continue to expand at an average annual rate of between 4.5 and 5 .0 percent.

Population growth and increases in average disposable income are expected 233

to broaden the market for general aviation flying. Technological develop• ments are expected to be evolutionary rather than revolutionary.

Civil Aircraft Fleet

Table - shows the historical trends and a forecast of the number of aircraft in 1980. The total civil aviation fleet forecast shows 13,515 aircraft in the final forecast year, reflecting a gain of 48 percent over the

1967 total. Comparing the growth by type of aircraft registration, the largest numerical increase will be registered by the private aircraft cate• gory which will increase in fleet size from 6,227 to 9 ,914 aircraft. The largest percentage increase by aircraft registration will also be in the private aircraft category, nearly 58 percent.

General Aviation aircraft are expected to account for all but approximately 270 aircraft out of the 1980 total of 13, 515 aircraft. Table

85 shows the civil aviation fleet between 1961 to 1980.

CIVIL AVIATION HOURS FLOWN

Table 86 shows the historical trends and a forecast of the number of hours flown to 1980. This forecast shows a total of 3,547,500 hours, an increase of 62 percent over the 1967 total figure. Comparing the growth of hours flown, the largest numerical increase will be attributed to the commer• cial aircraft category v\h ich will increase from 1,5 02,600 to 2,446,400 hours 234

TABLE 85

CIVIL AIRCRAFT FLEET

1961 - 1980

Year Private Commercial State Total Aircraft

, ; Aircraft. ; . Actual . . Aircraft . Aircraft

1961 3,635 1,987 181 5,803 1962 3,987 1,972 183 6,142 1963 2,451 1,979 190 6,420 1964 4,652 2,018 194 6,864 1965 5,144 2,162 200 7,506 1966 5,721 2,344 200 8,265 1967 6,277 2,614 207 9,098

Forecast # 1970 7,028 2,677 215 9,920 1975 8,422 3,006 228 11,658 1980 9,9 14 3,359 242 13,5 15 Note: $ includes Scheduled Airline Aircraft 235

flown. The category will also experience the largest percentage increase

over the 1967 hours flown, some 62 percent. Total general aviation utilizat•

ion is expected to account for some 2,908,990 hours of the 1980 forecast

total of 3,547,550 hours or 82 percent.

COMMERCIAL AIRCRAFT HOURS FLOWN

It was not possible to present a detailed analysis of private

and state aircraft hours flwon because of the lack of historical data.

Sufficient data regarding commercial flying hours, however, is available

and forecasts were compiled for the unit-toll, bulk transportation and

especially hours categories of the total commercial hours flown between 19 61

and 1980. Table 86 shows the historical trends and a forecast of the numbers

of commercial hours flown to 1980. Comparing the growth of hours flown,

the largest numerical increase will be registered to the aircraft flying under

the various specialty air service licenses, which will increase from

545,263 to 1,043,700 hours. This category will also experience the

largest percentage increase over the 1967 hours flown, some 90[spercent.

.PILOT LICENSES

A forecast was developed to indicate the growth in Private

and Commercial Pilot Licenses. This forecast can also be used as a rough 236

TABLE 86

TOTAL NUMBER OF HOURS FLOWN

1961 - 1980

Year Private \^ Commercial State ^ Total Aircraft Aircraft Aircraft Aircraft Actual . . ; .

1961 465,750 825,423 60,475 1,351,648 1962 804,846 1963 832,64 1 1964 872,33 2 N/A N/A 1965 N/A 1,084,228 1966 1,3 11,414 1967 603,3 11 1,50 2,000 77,394 2,183,505

; Forecast

1970 658,840 1,647,100 82,355 2,388,295 1975 8 12,520 2,03 1,300 101,565 2,945,385 1980 978,800 2,446,400 122,350 3,547,500

Note: N/A .... not available.

^ .... Private and State aircraft hours flown can be subject to wide margins of error due to the absence of historical data.

.. . . Includes hours flown by aircraft armed by scheduled airlines. 237

TABLE 86A

COMMERCIAL HOURS FLOWN

1961 - 1980

Year Unit Toll aV Bulk Specialty Total Hours Hours Hours Hours

, , . , Actual. , . : , ,

1961 327,553 3 13,225 184,643 825,423* 1962 3 12,395 306,324 1 86,1 27 804,486 1963 298,655 332,13.1 201,855 832,641 1964 300,798 337,246 234,288 872,332 1965 335,379 43 1,369 3 17,580 1,084,228 1966 376,073 481,722 453,619 1,3 11.414 1967 447,559 509,978 545,263 1,502,800

Forecast

1970 442,900 579,200 625,000 1,647,100 1975 506,100 699,900 825,300 2,03 1,300 1980 573,700 829,000 1,043,700 2,446,400

Note: °V includes hours performed by scheduled airlines. 238

cross-check on the validity of the forecast results of the previous civil

aircraft fleet and civil aircraft hours forecasts. The following table

illustrates the historical trends and gives a forecast of the number of

Private and Commercial Pilots Licenses to 1980. The largest numerical

increase will be recorded by the Private Pilot License category which will increase from 18,484 to 22,499. The largest percentage increase, however, will be in the Commercial Pilot License category with an expected increase of 45 percent after the 1967 figures. Table 87 shows pilot Licences between

1961 and 1980. .23,9

TABLE 87

PILOT LICENSES

1961 - 1980

Year Total Private Pilots Commercial Pilots

Licenses Licenses Licenses Actual . .

1961 1 8,8 10 14,897 2 220 1962 18,03 0 14,23 1 2, 100 1963 19,520 15,667 2 180 1964 20,410 16,085 2, 552 1965 20,350 16,015 2 57 1 1966 21,070 16,546 2,942 1967 23,910 18,484 3 ,605

• Forecast

1970 24,281 18,796 3,739 1975 26,784 20,560 4,469 1980 29,463 22,499 5,228

Note: ... . includes airlines transport rated Licenses and Senior, Commercial License as well as Private and Commercial License. V. GENERAL AVIATION POLICY

GENERAL AVIATION DEMAND

Canada depends to a great extent upon air transportation to effectively link together the widely separated centres of economic activity. Any impediment to the efficiency of the air transportation system affects the growth of the economy. Because the Canada Department of

Transport owns and operates most of the major aviation facilities, Canada is in a preferred position to develop a co-ordinated approach to solving problems challenging the air transportation system. It is within this con• text that forecast demands of Canadian general aviation became extremely important.

The previous chapter outlined the forecast demand of civil aviation expected through to 1980 in terms of number of aircraft and hours flown.

In 1967, there were 9,098 registered civil aircraft in Canada, of which nearly 98 percent can be considered general aviation aircraft. The number of civil aircraft registered is expected to grow to approximately

13,515 aircraft. General aviation aircraft in the United States also account for approximately 98 percent of the total civil aviation .fleet and the Federal

Aviation Administration's forecasts expect this percentage to remain at approx• imately 98 percent until 1979. ^36^

If the Canadian percentage also remains at 98 percent, it 241

can be expected that some 13 ,256 of the total 1980 forecast civil aviation fleet will be general aviation aircraft. It is interesting to note that in the

United States, California alone recorded some 14,143 general aviation air- (37) craft based in the State in 1966.

In terms of total civil aviation hours flown, it is estimated that approximately 2.2 million hours were flown in 1967. It was estimated that

1.8 million hours of the 19 67 total were performed by general aviation air• craft . By 1S6U the total civil aviation hours are expected to increase to

3.5 million. General aviation hours are expected to account for over 82 (38) percent of this total, or approximately 2.9 million hours.

Airports, traffic flow systems, navigation and communicat• ion installations are used by all air transportation - general aviation, air• lines "and the military. They are used by both fixed wing and vertical lift aircraft.

Responding to public demand, the growth of all segments of aviation in the past few years has created a whole new spectrum ot con• ditions in a few location in Canada and the United States . At these locat• ions , some elements of the air transportation system are approaching the point where they are not able to accommodate the demands^-imposed during peak traffic periods.

In these locations, congestion occurs during peak hours of travel in the airspace, on airport runways, in terminal building facilities, in automobile parking lots, at gate positions and at other similar elements of the system. 242

All estimates for the' future assume that a rapid rate of

growth will continue for the next decade with a corresponding increase in

the scope and magnitude of the conditions cited above.

Responsibility of the Federal Government

Civil aviation administration is under the jurisdiction of

the Federal Government under the authority of the Aeronautics- Act. The

Air Transport Committee of the Canaadian Transport Commission is res•

ponsible for social and economic implications of commercial air carrier regulation. The Department of Transport, on the other hand, is charged with those civil aviation matters which are primarily of a technical nature.

The Department's Air Services Branch, under the authority of the Aeronautics

Act, is responsible for:

Development of safety standards.

- Preparation, review.and enforcement of safety legislation

and investigation of accident's.

Licensing of aircraft, airports, air carriers, flying clubs,

flight and ground personnel, certification of aircraft

worthiness and inspection of aircraft, airports and air

carrier operations..

Airspace allocation and airways planning and inspection.

Control of traffic in the air and on airports.

Administration, operation and maintenance ot civil airports,

management of air terminals and other airport property; and 243

administration ot grants to municipalities for airport con•

struction and operation.

Maintenance and operation of Departmental aircraft.

Air regulations issued by the Air Services Branch are essentially for the enforcement of safety legislation. The standards established and the tests conducted to achieve a satisfaction safety level are affected through a system ot inspection and where appropriate by the suspension or cancellation of licenses or certificates in the interest of effective control of aeronautics.

Pilots ot aircraft, flight navigation, flight engineers, air- cratt maintenance engineers, and air traffic controllers all have to be licensed by the Department.

Airports tor which public airport licenses are issued must meet the licensing standards set by the Department. All such public air• ports are inspected prior to the issuing of a license. They are then inspect• ed once a year for renewal of licenses. Airport licenses may be issued as public or private for daylight operation only, or for both night and day operations.

Minimum requirements for licensing specify physical characteristics of landing strips, obstruction clearance and flightway zoning, wind direction indicator requirements and lighting requirements of the airstrip, if it is to be used at night. In the case of a public airport license, additional requirements relating to fuel, protection of the travel• ling public against the elements, suitable communication facilities and 244

transportation facilities are specified.

A private license may be issued for aerodromes meeting minimum physical requirements from a safety point of view. Such licenses are usually issued to corporations or individuals who maintain airports for their own use.

In order to get an operating certificate and maintain it, a commercial aircraft operator must prove that the Company is adequately equipped and able to conduct in a safe manner, the operation for which the Company has been licensed. Equipment not only has to be airvo rthy but must be suitable for the particular type of operation performed.

Approval depends also on whether the ground facilities for the servicing, maintenance and overhaul of the aircraft are likewise adequate.

A certificate of airworthiness or permit is necessary in order to operate an aircraft in Canada.. Aircraft inspection to ascertain the airworthiness status is applied to all aircraft on initial registration and periodically thereafter . New air-craft types must have a type approval which attests to the airworthiness of the aircraft type.

Air Traffic Control

Air traffic control has grown progressively more complex as the demands for civil aviation increased. The Air Regulations of 1920 prescribed the various light signals to be used by pilots landing, taking- oft or taxiing on an aerodrome. The regulations also require a pilot to 245

make a lett-hand circuit of the landing field in order to see if the field was clear of traftic to observe the wind direction and make contact'vvtlith the ground controller.

By the time the Transcontinental Airway was completed and

Trans Canada Airlines started transcontinental flights a basic air traftic control system had been worked out. Two-way radio, teletype or telephone allowed air-ground-air and airport to airport communication to mark the air• craft's progress over the airway. A system of airways had also been defined

East-West "Green" Airways centred on a line joining a series of low frequency radi o ranges. Red or amfler routes ted into the main-line. Pilots by listen- ing to aural morse code radio signals, were required to tly on/the_ rightfrahd side ("twilight zone") of the radio beam at specified altitudes; even thousands going East; odd, going West, thus ensuring sate vertical separation. The intermediate 500 foot levels were designated tor use of aircraft crossing on airway.

War time requirements brought about more positive control methods. The airport-circuit concept was rigidly enforced.. Control towers were built and stalled by certified air controllers. New devices to .keep the aircraft on the desired track were also introduced. The adcock radio ranges gave track guidance on the airways, and with the "cone-of-silence" over the range, provided a reliable fix. Amber approach lights leading to the threshold of a runway helped the pilot to line-up with the landing area, while one "beam" of the radio range, oriented along the runway,, enabled a pilot to make low altitude approaches to the runway. 246

The range, and non-direction beacons, allowed the air traffic controller

to "stack" incoming aircraft at different levels, processing each aircraft

in sequence to proceed getting a.fix on the radio range, following down

the approach beam, and landing.

Two new concepts of flying control had developed before

the end of World War II: - Visual Flight Rules (V.F.R.) and Instrument

Flight Rules (I.F.R.). V.F.R. flights control implies avoiding collision

by a reliance on' "see and be seen" procedures, while I.F.R. flights imply

that properly qualified pilots and adequately equipped aircraft fly "on

instruments" over a defined airway and are controlled from air traffic con•

trol centres on the ground.

Civilian aircraft demands after the war for increased flight

frequencies and fixed schedule brought, about additional improvementsltor; thepaif^traffic control system. To satisfy the needs of civilian aircraft, instrument-Landing Systems (I.L.S..) were installed at major airports and high-intensity approach lights added. Civilian air traffic control now took over control of all airports and airways in Canada, with the exception of airport control at military airports .

The late 1950's saw the introduction of airport and airways

surveillance radar to aid controllers to provide a safe lateral separation between aircraft by knowing the exact location of all aircraft within the control zone. A new system of aids-to-navigation, Very High Frequency

Omni - Directional Range (VOR) was implemented in 1956 at Ottawa and 247

Toronto. New VOR "Victor" airways supplemented or replac3d the radio range low frequency airways. The VOR allowed the pilot to maintain his position with a much higher degree of precision than had hitherto been possible with the radio range.

Several other steps were also taken in air traffic control in Canada. In order to control I.F.R. air traffic more adequately, V.F.R. aircraft flights were restricted in altitude. East of the Rocky Mountains, the V.F.R. ceiling was 9,500 feet above sea level, while West of the mountains, it extended up to 14,000 feet. Any flight flying above these levels in an I.F.R. flight and the pilot must: be fully qualified in instrum• ent flying; fly an aircraft that is completely equipped for I.F.R.; file a direction flight plan and adhere to air traffic control. Each aircraft operat• ing under I.F.R control is alloted an exclusive block of airspace ten miles wide and ten minutes in time long, in which to fly; for safety reasons no aircraft is allowed to enter that block of airspace until the proceeding air• craft has left it. Altitude separations of 1,000 feet is also provided below

23,000 feet. Above that level (FL23 0), the vertical separation is raised to

2,000 feet and the width of the airway 40 miles.

In recent years, there have been several improvements to the air traffic control system. Airways and air routes are segregated into high and low networks. The high level airways and air routes' are designed to facilitate the movement of Jet and other high-performance aircraft operat• ing above 23,000 feet sea level. As of March 31, 1967, there were 28,739 248

nautical miles of designated high altitude airways in Canada. The low altitude air routes, are not controlled by air traffic control and indicate the best routings in relation to available navigation facilities . There are

8,704 nautical miles of low altitude air routes. Low altitude airways are designed to ^facilitate the movement of slow performing aircraft operating below 23,000 feet. Insofar as possible they interconnect large centers of population by the most advantageous route from the standpoint of distance and terrain clearance. It is also this category of airway which most general aviation aircraft operating under air traffic control use. In 1967 , there were 3 2,77 5 nautical miles of designated low altitude airways in

Canada.

Landing aids have been upgraded with improved non-direct• ional beacons (NBB's) VHF instrument landing systems (ILS) and precision approach radar (PAR) being installed at those airports where the traffic volume warrants the installation.

Enroute navigation has also been improved with consolidated area control centres, terminal control units, terminal radar and electronic computers. In the aircraft itself, airborne radar, distance measuring equipment (DME) and transponders for radar identification have greatly aided the pilot and air traffic controller in knowing the aircraft's exact position at all times . 249

Meteorlogical Services

General weather forecasts and spot weather information for aviation requirements" were provided between Montreal and Windsor and between Winnipeg and Calgary or Edmonton for the airmail service in the late twenties. The teletype and telephone were the means of communicat• ion for weather information between the major aerodromes and the radio ranges. The discontinuance of the air mail operations in 193 2 did curtail many of the Canadian meteorlogical services. When the Department of

Transport was created in 1936, the duties and organization of the Meteor• logical Division were clearly established. The completion of the trans• continental airway and the inception of Trans Canada Air Lines in 1937 increased the duties of the Meteorological Service. A 24-hour service was established across the continent. Weather observations were made at hourly intervals with the main synoptic reports at six-hour intervals. Fore• cast centres were installed at Vancouver, Winnipeg, and Montreal, followed by offices at Lethbridge, Toronto and Moncton. Enroute weather information was broadcast a t regular hourly intervals over the radio range facilities. Every radio range station and aircraft in flight also is essentially a weather observation post.

To-day the Meteorlogical Branch of the Department of

Transport is responsible for all phases of Meteorlogical services for civil and military purposes in Canada; for weather service for shipping in adjacent ocean areas and on the Great Lakes, and for weather service for 250

international aviation over the Atlantic and Pacific oceans.

There are over 2,200 weather observation stations in

Canada. Three hundred and ninety stations take observations at one- hour, three-hour or six-hour intervals. There are 33 rawinsonde stations in addition to the Pacific weatheraship which take two observations at

12-hour intervals daily. Upper wind observations are made from 31 pilot balloon stations. To'transmit this information to the metesorlogical centers, the Meteorlogical Services uses 59,000 miles of teletype and the facilities of the trans-continental micro-wave system in addition to the commercial telephone and telegraph agencies The weatherfax facsimile which was established in 1953 operates to 95 stations and covers some 15,900 miles.

The Central Analysis Office prepares basic surface and upper level weather map analyses and forecast charts for transmission.

There are several research projects which are of interest to civil aviation: Runway Visual Range instrumentation by which trans- missometers to measure visibility along ILS runways . These instruments are equipped with computers which derive the runway visual range during periods of restricted visibility and display the value digitally in the control tower.

Automatic Weather Stations are under development. The stations are capable of measuring light meteorlogical parameters and transmitters the values on demand via teletype.

Weather Radar displays and data handling system to be 251

used on land based weather surveillance radar has been developed and is being evaluated.

Telecommunications

The Department of Defence, working in co-operation with the Air Board, established on experimental radio communication set-up at

Camp Borden in 1921. Additional stations were established at Victoria

Beach, Norway House and Jericho Beach, near Vancouver, to assist forestry air patrol services then being conducted by the Canadian Air Force. Each aircraft on forestry patrol carried both a key and radio telephone transmitter.

An experimental radio range was erected at St. Hubert in

1927 . This station gave directional guidance to an aircraft, and broad• casted messages giving the weather or other information. By the end of

193 0, six stations, including that at St. Hubert had been established. The five Prairie Airway Stations: Forest; Regina, Maple Creek, Saskatchewan,

Lethbridge and Red Deer, were all of the directional beacon type and were equipped to supply weather information by radio telephone to an aircraft in flight.

When the Department of Transport was created, the Radio

Division's terms of reference included, among other duties; " the construction, operation and maintenance of radio aids-to-navigation, maritime and aeronautical" . Work began in 1937 to modernize and expand the range system by installing new low-frequency (LF) Adcock four course 252

beam ranges. By the end of the following year the trans-continental air• way system of ranges was complete from Vancouver to Montreal.

Additional radio ranges, fan markers and "cone-of-silence" markers were developed and irs tailed at major sites during World War II for enroute navigation.

In 1947, the radio system had been augmented by the Non-

Directional Beacon (NDB) by means of which an aircraft equipped with a direction finder (DF) or automatic direction finder (ADF) could take a bearing or "home in on", the beacon. "Cone-of-silence" markers were also replaced by more accurate VHF station location markers (Z markers).

Instead of listening for the cessation of the range Aural signal, the pilot watched for a marker light on the instrument panel to indicate that the air• craft was immediately over the radio range. Instrument Landing Systems

(ILS) were also commissioned immediately after the war. This system allowed the pilot to make a low ceiling approach with the aid of an instrum• ent panel device which interpreted the aircraft's position in relation to

VHF ground signals in a three-dimensional cockpit display.

Advances in the realm of voice communications were also taking place. Very High Frequency (VHF) receivers and transmitters re• duced the static inference and relieved congestion on the lower frequency wave lengths.

The adaption of the Very High Frequency Omni-Directional

Range (VOR) system began in 1955 when Montreal and Windsor were linked 253

with this system. The radio range system limited a pilot to follow one of four directions from the beams emitted from the station. The VOR, using a visual indicator in the aircraft, now enabled the pilot to select any of 3 60 courses at will. At many sites Tactical Air Navigation (TACAN) or Distance

Measuring Equipment (DME) have been installed in conjunction with VOR to provide the distance from the VOR station as well as a bearing from or to the station.

Non-Directional Beacons are increasingly being installed as the primary navigation aid or as a "backup" to the VOR system. The low cost and ease of installation make these ideal approach aids at smaller general aviation airports or enroute navigation aids in Northern areas of Canada. There are now some 268 NDB'soh all types now used in

Canada. Low Frequency ranges are still in use and number some 78.

There are now 50 VOR stations linking all major cities by means of

"Victor" Airways . At the time of writing there should be some 52 ILS commissioned in Canada. Precision Approach Radar (PAR) for "back up" purposes in the event of an ILS malfunction are installed at Vancouver,

Winnipeg, Toronto, Montreal and Gander. At present there are 16 airport and airways surveillance radars in operation. Secondary surveillance radar equipment to provide extended coverage altitudes, and coverage in areas where primary surveillance encounters blind spots is installed at

19 sites across Canada. Eight terminal area control radar systems are now installed at major airports across Canada for more effective control of air 254

traffic.

The Telecommunications Branch, by international agreement, through the International Civil Aviation Organization (ICAO) is developing a three stage, all-weather landing system. The first stage (Category 1) provides for aircraft to approach and land if the aerodrome limits are above

500 feet vertically and beyond one-mile horizontal. Canadian ILS equip• ped airports are equipped to permit "Cat. 1" approaches. "Cat. 2", which permits landing with a minimum of 100 foot ceiling and one-quarter of a mile forward visibility, is near to attainment at the major airports. The final stage, Cat. 3" which will be "zero-zero" is still some years in the future.

Canadian Airports ^

Airport development in Canada had its beginning soon after the introduction of aircraft into Canada. The first air strips were rough- cleared fields such as Camp Petawawa (1909) or improvised landing areas like the Lulu Island race-track near Vancouver (1910). The Royal Flying

Corps built a series of aerodromes as training units during World War I.

Camp Borden (1917) was one of the first airports established under this program.

1. Note: Technically, the Air Regulations define an "airport" as an aerodrome for which an airport license has been issued by the Minister. An "Aerodrome" is defined as 255

The Air Board (1919 - 1922) was primarily established for the regulation of aeronautics but it did make a survey to ascertain what public services could be more effectively performed by air and where these services should be implemented.

In the period 1923 to 1927, the Department of National

Defence controlled all aviation; military and civil airport development during this period primarily related to providing facilities for the govern• ment forestry and air survey services. Due to the pressure of civilian aviation, a Civil Aviation Branch of the Department of Defence was established in 19 27 . Air mail service created in the same year brought about the construction of airport links in Quebec, Ontario and the Prairie

Provinces. In the following year, 1928, the decision to start construction of the Trans-Canada Airway was reached. An Airways Division was formed to conduct airway and airport surveys across Canada. A chain of airports developed across Canada which were constructed by active flying clubs supported by their respective municipalities . The Airways Division aided the program by supplying technical airport construction advice. Intermed• iate aerodromes, airway and airport lighting, radio navigation and communi• cation and weather services 'were> contributed by the Federal Government.

The airway construction program ceased in the early 1930's because of the depression which affected the total Canadian economy. The Federal

1. Note: : (Cont'd) an area of land or water used or intended to be used either wholly or in part, for the arrival, departure, movement or servicing of aircraft. (39) 256

Government, however, decided to resume the program in order to relieve the unemployment situation and use'1 "depression labour" for airway con• struction.

In 193 6, Parliament passed the Department of Transport Act and control of civil aeronautics was now administered by the new civilian agency, the Department of Transport. This Agency stepped up construct• ion of the trans-Canada airway program, completing it soon after Trans-

Canada Airlines inaugurated trans-continental air service in 1937.

Table 87 shows the number of airports in Canada in 1939 .

The first two classes in the above table were airports in the trans-Canada system or those in the preparation for extension to meet trans-Canada airway standards. Airway airports were constructed roughly at 100 mile intervals., with emergency landing fields at closer spacing in unsettled and areas of difficult terrain.

Many commercial air carriers began to take an active interest in promotion of the development of landing strips in the late

1930's. Up to this time float-equipment aircraft were largely employed by the air carriers and there was no demand for airports. Larger aircraft and the operating costs of float planes, however, soon made land airports desirable to the air carriers. Actual construction of several airports were undertaken by the air carriers, especially in Northern Canada. Yukon

Southern Airways and Canadian Airways originally cleared and graded land• ing strips at the present day Fort St. John , Fort Nelson, and McMurray 257

TABLE 87

Airports in Canada as of October 1st, 1939 .

1. Airports of developed dimensions 3,000 feet or more 3 7

2. Airport-sites known to be capable of develop• ment to 3 ,000 feet or more and of which surveys , had been made 5

3 . Airports then in use under 3,000 feet 48

Total Airports 90

Source: J.A. Wilson, Development of Aviation in Canada 1878 - 1948 (Department of Transport, Ottawa) - P. 29. 258

airports. (40)

During World War II, the Department of Transport was charged with the additional responsibility of finding and building aero• dromes for the British Commonwealth Air Training Plan. A very large and widely experienced staff for the surveying design and construction of air• ports developed within the Department. The airport was no longer just a sod landing strip which allowed an aircraft to simply take-off or land.

Every year new aircraft with improved performance characteristics, or more sophisticated landing aids or airway enroute navigation, were obtained by the air carriers to keep abreast of the competition. Introduct• ion of this new airborne equipment meant corresponding improvements to the ground equipment. Special radio and meterological facilities, air traffic control, refuelling systems, hard surfaced runways, taxiways and ramps and airport lighting became standard airport installation.

In 1945, the introduction of Douglas DC-3 by the scheduled air carriers called for a general up-grading of major airport runways to

4,500 feet in length. The DC-3 was followed in rapid succession by the larger aircraft; DC-4's; Canadiar North Stars; Lockheed Constellations and DC-6's. Each new aircraft type called for further and further extension of the runways to accommodate the increased aircraft weight and increased aircraft performance. By the mid - 1950's, runway "lengths at the major airports were creeping toward the 8,000 foot mark. The introduction of turbo prop.and jet aircraft equipment sub-stantially increased runway 259

lengths at most Canadian airports to over 10,000 feet in length and even over 12,000 feet at some locations.

Increased public awareness of air transportation needs and potential, new equipment and a rising economy have all contributed to the spectacular growth in air travel. In order to meet the requirements of the travelling public; airports today are industrial complexes with numerous functions.

Airports serving large metropolitan regions, in addition to the basic landing area, have: modern terminal buildings to house air passengers, ticketing operations, baggage checking and claiming services, restaurant services, customs processing and so forth; expansive parking areas; facilities for handling freight and cargo; elaborate maintenance and overhaul facilities for the aircraft; an endless list of special-purpose equipment and vehicles for ground services; sophisticated weather/air traffic control; safety and fire protections; and administrative functions for the airport staff, the government agencies involved and the air carriers required.

The various functions of the airport complex can employ many thousands of workers . New York's Kennedy Airport and London's

(41) Heathrow Airport employ 42,500 and 42,000 respectively. Montreal, airport in comparison, provides employment for about 7,000, of which (42) over 1,000 are Department of Transport employees. 260

In addition to the large number of employees to staff the various airport functions, the increased number of extended runways and taxiway systems and huge areas for aircraft parking, has established re• quirements for land area s of up to 20,000 acres for some of the major air-

(43) ports in the world. (Montreal airport has a land area of approx• imately 7 , 000 acres).

Airports - Type of Facility and Operator

There were 902 civil land airports (3 51 licensed - 551 unlicensed) in Canada and 630 seaplane bases (37 0 licensed and 260 un-licensed) in Canada during 1967 . The total number of airports (1,532) represents a 20 percent increase over the 1961 total of 1,267 airports. *

The Department of Transport operates 117 of the airports and 20 of the sea• plane bases. Municipalities operate 247 airports and 65 seaplane bases.

Private operation accounts for the largest category of airport ownership.

Private airports number 461 and private seaplane bases total 426.

British Columbia leads the rest of Canada in the number of airports with a total of 315 (181 land airports) and 132 seaplane bases);

Ontario ranks ,second with 140 land airports and 157 seaplane bases; Sask• atchewan, interesting enough, is third in the number of airports with 171 land airports and 43 seaplane bases. Quebec ranks a close fourth with

107 land airports and 106 seaplane bases.

The following table summarizes the Aircraft Landing Areas 261

classified by Type of Facility and Operator, by Province as at April 1, 1967.

Airport Activity

Airport activity can be calculated by the number of aircraft operations at a particular airport. Aircraft operations or movements as they are commonly referred to in Canada, are defined in terms of the number of landings and take-offs. Movement statistics are collected by the Aviation

Statistics Centre but only from certain airports. Sufficient data is now being collected in the larger metropolitan regions to accurately analyze regional airport activities but it is not true for National Airport activity.

The Aviation Statistic Centre is increasing the number of airports in their survey each year, however, and truly representative national survey of airport activity should be available in future years.

Aircraft movement statistics are divided into two broad categories: movement statistics collected from airports with a D.O.T. control tower and movement statistics collected from airports without a control tower.

1. It is interesting to compare the total number of Canadian airports to the United States' total. In 1967, there were 10,126 airports in the United States. Only 525 airports of this total received scheduled airline service. TABLE 88

CANADIAN AIRPORTS

Civil Only

NFLD. PEL NS. NB. QUE. ONTv MAN. SASK.. ALTA. BC. NWT. YT. TOTAL

Type of Facilities & Operator Licensed Airports (land)

Department of Transport 3 1 3 2 9 18 4 4 5 22 13 3 87

Municipal 3 - 1 5 25 21 7 16 23 19 - 3 • 123 Private 3 1 1 4 30 40 5 10 16 3 1 — 114 Heliports - Department of Transport - 1 1 — — — - —. — — — 2 - Private - - - A: 9 1 - 9 1 1 25 Unlicensed aerodromes Department of Transport 2 - - - 1 5 1 1 — 8 5 5 28 Municipal 3 - 2 2 7 7 4 28 49 16 2 4 124 Private 2 - 3 10 19 22 33 104 38 73 16 2 322 Abandoned or unknown • 5 - - - 12 16 2 8 1 26 - - 70 Heliports - - - - - 2 — — — 5 — — 7 Licensed seaplane bases Department of Transport ------3 1 - 4 Municipal - - 1 - 1 14 2 1 1 10 - 2 32 Private 5 - 3 - 66 99 44 25 3 56 29 4 334

Con tinued over TABLE 88

CANADIAN AIRPORTS

Civil Only

NELDViPEI. NS. NB. QUE. ONT. MAN. SASK. ALTA. BC. NWT. YT. TOTAL —————i f

Type of Facilities & Operator Licensed Airports .... (Cont'd)

Unlicensed Seaplane Bases

Department of Transport - - - - 1 - - - - 15 - - 16 Municipal - - - - - 15 3 . 2 1 10 - 2 33 Private 9 - - 2 20 16 7 6 '4 22 6 - 92 Abandoned or unknown 17 1 3 4 18 13 12 9 8 16 14 4 119

TOTAL: Land Bases 21 2 11 24 107 140 57 171 13 2 181 38 18 9 02

TOTAL: Seaplane Bases 31 1 7 6 106 157 68 43 17 132 50 12 630

52 3 18 30 21"'3 297 125 214 149 315 88 30 1,532

Source: Compiled from Canada Year Book, (Ottawa Queen's Printer 1968) .... P.850 264

Airports with Department of Transport Towers

Department of Transport Control Towers' records of air• craft movements can be considered very accurate. Movements are re• corded electronically by the controller and tabulated automatically. In addition to tabulating the movements, D.O.T. control towers break the movement statistics down into: type of operations; domestic, transborder and international flight aircraft weight group; type of powerplant, peak day and peak hour. The type of operation is further divided into categor• ies, as described in Table 89.

With the type of operation categories shown in Table 89, it is possible to obtain total general aviation airport activity by eliminat• ing Unit Toll - scheduled and military movements from the aircraft move• ment totals. This type of data can, therefore, be used for facility planning purposes at airports from which this information is available.

In 1968, there were 40 airports with a D.O.T. tower to collect detailed movement statistics. Preliminary compilation of data from the' whole year of 1968 shows the D.O.T. air traffic control towers recorded 4,03 6,33 5 movements compared with 4,037,749 in 19 67. This indicates that the expansion of total air traffic movements? at D.O.T. tower controlled airports, which began in 1965, has subsided in 19 68.

Interesting to note is that the Itinerant Class (cross-country flights) gained 50,467 movements against a loss of 51,829 locals (primarily con• cerned with flight training. Simulated approaches, which are mainly IFR TABLE 89

Aircraft Movement Statistics

D.O.T. Central Towers

Type of Operation

Unit Toll Scheduled

Non-Scheduled

Other Commercial

Private

Government Civil

Military

Local Move• ments Civil

Military

Stimulated Approaches

Source: Aviation Statistics Centre. 266

training procedures by the scheduled airlines, retained the same level with 114,424 movements. The following table illustrates the trends in aircraft movement statistics at D.O.T. tower controlled airports in the last five years . It is interesting to note the increasing number of total aircraft movements which are attributed to those aircraft in the general aviation category. In 1964, approximately 70 percent of the total aircraft movements were by general aviation aircraft. By 1967, the percentage recorded by general aviation, increased to approximately 82 per cent.

Airports Without Traffic Control Towers

Aircraft movement statistics collected at airports without

Air Traffic Control Towers are not as accurate as those collected at air• ports with towers. Movements, are recorded manually by the airport staff.

Since airport personnel have many other duties in addition to collecting movements statistics, there may be many aircraft operations not recorded.

There are presently three levels of recording aircraft movements:

• Level 1 - Reports provide essentially the same detail

as airports with Control Towers,,,.

Level 2 - Reports are on a daily.basis but contain less

detail -than airports with Control Towers .

Level 3 - Reports.are on a weekly basis and only contain

basic total information. 267

TABLE 90

Aircraft Movement Statistics

Airports With D.O.T. Control Towers

Type of Operation

Type of Operation 1968 1967 • 1966 1965 1964

Unit Toll - Scheduled 449,273 396,095 332,232 304,524

-Non-scheduled 25,53 1 21,830 24,041 24,969

Other Commercial 570,23 6 454,773 347,3 13 262,287

Private 1,661,062 433,340 346,932 275,052 241,285

Government - Civil 4 1,301 3 5,102 33,614 27,242

- Military 81, 132 89,3 80 108,937 136,893

Simulated Approaches , 114,424 114,481. . , . 103,708 : - 9 1,992 . 88,522

General Aviation Total N/A 3,301,949 2,661,872 2 053,823 1,579,899

Grand Total 4,036/335 4v037,749 3,3 16,740 .2,688,239 2,238,504

Source: Aviation Statistics Centre. 268

During 1968, aircraft movements of 111 airports which were on the survey without towers across Canada amounted to 1,462,126,

38 per cent higher than in 1967 when 105 airports handled 1,057,511 move• ments. Itinerant movements (cross-country) amounted to 354,2 99, a rise of 33 per cent over the 264,996 itinerants reported in 1967 . . Local aircraft movements (primarily referring to flying training) recorded

1,107,827 movements, 39 perreent more than in 1967 when 792,515 local movements were reported.

Leading Canadian Airports

The Table 91 shows the 30 most active Canadian airports in terms of aircraft movements. Airports which do not have a scheduled air• line service are General Aviation Airports . At airports which do have scheduled airline service, the total general aviation activity can be estimated by comparing local movements (primarily flying training by general aviation) to Intinerant movements (the majority which can be assumed to. be performed by scheduled air carriers).

Even though Table 91 indicates considerable airport activity at Canadian airports, the average United States F.A.A. Tower controlled airport record more aircraft operations than all Canadian air• ports except for the Canadian top ten. The Table 92 shows the total operations at the 10 busiest F.A.A. Tower Airports in the United States during 1967 and their percentage of General Aviation Activity. 269

TABLE 91

Leading Canadian Airports

(In terms of aircraft movements).

1968

Total Interent Local Tower Scheduled Airport Movements Movements Movements Control Service

Cartierville 3 13 ,3 07 9 1,527 221,780 Yes No

Montreal International 256,804 140,5 12 95,670 Yes No

Winnipeg International 237,600 109,268 117, 137 Yes Yes

Calgary International 23 1,423 64,849 159,589 Yes Yes

Toronto Island 214,7 10 59,407 155,303 Yes Yes

Edmonton Industrial 202, 178 82,652 117, 105 Yes Yes

Toronto International 200,864 143 ,336 32,335 Yes Yes

Ottawa International 193,824 87,360 94,970 Yes Yes

Buttonville 170,70 1 22 ,506 148, 149 Yes No

Abbots ford 159,324 49,372 105,696 Yes No

Pitt Meadows 156,517 56,45 1 100,066 Yes No

Vancouver International 152,642 129,730 19, 138 Yes Yes

Mt. Hope 14 1,538 9,099 132,439 No No

Victoria International 117 ,603 48,80 5 66,692 Yes Yes

Quebec 113 ,262 48,85 1 62,610 Yes Yes

Regina 105,926 36,957 67, 196 Yes Yes 270

TABLE 91

Leading Canadian Airports

&n terms of aircraft movements)

1968 .... Continued

Total Interent Local Tower Scheduled Airport Movements Movements Movements Control Service

Saskatoon 105,616 34, 103 68,293 Yes Yes

London 100,709 37,654 60,340 Yes Yes

Halifax International 98,660 34,87 1 61,289 Yes Yes

Moncton 95,247 30,330 61,614 Yes Yes

Lakehead 93,628 27,501 65,441 Yes Yes

Waterloo 92,606 2,661 89,945 . No No

Langley 82,523 ©860. 81,663 No No

Carp 73, 143 1,558 71,585 No No,

Kingston 69,837 3 ,489 66 ,348 No No

Niagara District 66,216 4,87 5 6 1,34 1 No No

Oshawa 65,338 6, 133 59,205 No No

Saint John 60,875 23,77 1 36, 101 Yes Yes

Windsor 59,607 22,735 35,958 Yes Yes

Prince George 54,500 21,500 32,334 Yes Yes

Source: Compiled from Aviation Statistics Centre Data. 271

TABLE 92

Total Operations at 10 Busiest Towers

1967

Percent Total General Operations Aviation

1. Opa Locka, Fla. (16 hrs. a day) 596,949 98

2. Chicago - O'Hara, 111. 588,527 13

3. VanNuys, Calif. (16 hrs. a day) 543,324 98

4. Long Beach, Calif. 499,724 93

5. Ft. Lauderdale, Fla. 451,9 10 93

6. New York - Kennedy, N.Y. 451,533 15

7 . Miami, Fla. 441, 156 53

8. Los Angeles, Calif. 437,777 20

9. Denver, Colo. 436,105 73

10. San J ose, Calif. 382,548 94

Average Total Operations per Tower (309) 154,942 75

Source: Aircraft Owners and Pilots Association Fact Card 272

Airport Classification '

Because of the wide difference in operation and fiscal'*

policy required at various locations (e.g. Montreal and Resolute Bay),

the airport system is classified into various categories by the Department

of Transport. All airports in any one category have approximately the

same size, scope of operations and economic significance. There are

nine classes of airports as follows: Mainline International, Mainline

Trunk, Mainline Feeder, Auxiliary, Satellite, Local, Development, Remote

Area and Heliports. The main categories are discussed below:

A. Mainline International are those airports which have two or more

of the following characteristics: -

1. A high proportion of international traffic;

2. a. population of 225,000 or more in the area served;

3 . more than 12,000 annual schedules of aircraft with"-a gross

take-off of over 40,000 pounds;

4 . Strategic location in relation to the main national or international

Airways . (e.g. Montreal International Airport) .

B. Mainline Trunk airports have two or more of the following character•

istics: -

1. They receive 3 ,000 to 12,000 annual scheduled movements of air•

craft with a gross take-off weight of over 40,000 pounds; 273

they serve centres of population over 40,000; they are important from a regional standpoint; they are important as interline connection points and focal points of converging air routes (e.g. Saskatoon Airport).

Mainline Feeder airports are those which do not fall into the two previous classes but have a minimum of 50 arrivals per annum in areas without reliable surface transportation or 150 arrivals per annum and where such service has been in continuous operation for at least two years. (e.g. Prince George).

Auxiliary airports are those required to augment the National

Airport system in support of commercial air services in Canada.

(This category is really obsolete due to todays' modern aircraft)

(e.g. Hope, B.C.)

Satellite' airports are those required in the interest of safety to relieve congestion at mainline airports resulting from the inter• mingling of aircraft having widely divergent performance character• istics . Such airports are designed to accommodate general aviation activities in the major urban regions of Canada, (e.g. Toronto Island

Airport) . 274

F. Local Airports are those which primarily serve the interests of an

area, or a small community, not otherwise served by a regular

commercial air service with the scheduled frequency prescribed for

classification as a mainline. This category of airport can also be

classified as a General Aviation Airport. (e.g. Langley, B.C.

Airport) .

G. Remote Airports are those required to relieve isolation in communi•

ties or settlements not served by reliable methods of surface trans•

portation on a year round basis, (e.g. Wabasca, Alta. Airport) .

H . Development airports are those required for the movement of

passengers, goods or equipment by air to facilitate the development

of the country for any other reasons. These airports usually become

mainline airports as regular services evolve, (e.g. Gillam, Man.

Airport - Nelson River Power Development).

I. A Heliport is an area of land intended solely for the use of heli•

copters for the purpose of landing and taking-off.

The Federal Aviation Administration Airport classification system is slightly different from the Canadian D.O.T. System."

There are three basic t^pes of airports; /Airline airports, 275

Reliever airports and General Aviation airports.

1. Airline Airports

TR Trunk - Airports to be used by Civil Aeronautics Board

certificated trunk carriers or by trunk and local

carriers.

. LO Local - Airports used by local carriers, Intra-Alaskan and

Intra-Hawaiian carriers but no trunk carriers.

The F.A.A. applies the air traffic hub concept as a yardstick for evaluating the activity generated by air carrier traffic by a given community. Communities are divided in to four hub sizes, accord• ing to each community's percentage of the total enplaned passengers in the scheduled service of the fixed-wing operations of the domestic certific• ated route air carriers.

Hub Classification Percentage of total enplaned passengers.

Large 1.00 or more

Medium 0.25 to 0.99

Small 0.05 to 0.24,f

Non Hub Less than 0 . 05 276

2 . Reliever arid General Aviation Airports .

Bl Basic Utility airport that has the smallest runway length for a

general aviation port, but can serve 75 percent of the general

aviation fleet.

B2 Basic Utility airport that handles 95 percent of general aviation

fleet, but not transports or twin engine craft weighing more than

8,000 pounds.

Gu General Utility airports have minimum runway length of 3,200

feet. They handle all general aviation aircraft with the except•

ion of transports and business jets.

LG Larger than general utility airports, refers to groups of general

aviation airports that handle jets.

The F.A.A. Airport Classification System also has

provision for stolports, that is, airports to accommodate short take-off

and landing aircraft, heliports and seaplane bases.

Airport'arid Capital Assistance Policy

The Federal Government assumes direct responsibility

for the capital cost of field development of Mainline, Auxiliary and Satell•

ite airports and may give financial assistance towards the development or

improvement of Local and Development airports. Contribution may also be

provided in some circumstances towards the development of Remote Airports

Seaplane facilities and heliports are rjegarded for policy purposes, as air- 277

ports, and the extent to which the Department of Transport develops or assists with the development of such facilities is dependent upon the classification of the airport.

The Federal Government's role in developing public airports or in contributing toward, their development stems from duties and responsibilities assigned to the Minister of Transport by the Aeronaut• ics Act, and in certain cases, by the Air Canada Act. "It is the duty of the

Minister .... to undertake, and to co-operate with persons undertaking, such projects, technical research, study or investigation as in his opinion will promote the development of aeronautics in Canada (44)

The development of aeronautics is governed in a. large measure by the ground facilities needed to support it - airports are, therefore, key elements in a national air transportation system.

The introduction and expanded use of large turbine aircraft resulted in a considerable Federal expenditure on new and improved runways, terminal buildings, aids to navigation and other services. (In the ten-year period 1958 to 1968, over $500,000,000 was budgeted to meet

(45) the capital needs of the Department of Transport.

In recognition of the responsibility to promote the development of aeronautics in Canada, and in addition to assuming direct responsibility for its own major Mainline Airports, the Department of

Transport introduced an airport financial assistance policy in 1958 aimed at co-operating with provinces, municipalities or other public bodies to 278

encourage airport development. An airport operating.subsidy, designed to protect the provincialsormunicipablmanagement against loss, who also offered. This policy provides for assistance to: -

1. Airports which serve Class 1 scheduled Commercial Air Carriers

offering public transportation of persons, mail or goods by air•

craft serving designated points in accordance with a service

schedule and at a toll per unit;

2. . Airports which serve Class 2 Regular Specific Point Air Carriers

using multi-engined aircraft of gross weight in excess of 25,000

pounds with a minimum of 150 scheduled landings per annum at

each airport in respect of which and application is made for sub•

sidies in areas where ground transportation is available, or 50

scheduled landings per annum elsewhere _

A "cost sharing" contribution was also offered toward the construction and maintenance of terminal and equipment buildings.

The Department of Transport, of course, assumed full responsibilities for air • traffic control telecommunications, aids to navigation and meteorological services and facilities. A few medium size cities still operate their air• ports on this basis but the majority of the medium-size cities and all of the large cities (encouraged in part by the airlines who prefer the degree of standardization that one central administration can offer), have turned their airports over to the Department of Transport. (Calgary and Saint

John have recently sold their airports to the Federal Government) . 279

Because of increasing operating costs , financing difficulties and operating subsidy policy restriction, (the policy does not include airports served by the. lighter.weight "air taxi" type aircraft and airports where a scheduled air carrier service has not been in operation for two full years), many of the remaining medium-size cities are contemplat• ing turning their airports over to the Department of Transport.

Federal Capital Assistance for Airports

Capital assistance Policy for General Aviation Airports:

The Department of Transports' Capital Assistance Policy also recognizes the growing significance and size of general aviation. The policy was designed to develop a system of community or local airports suitable for the smaller types of aircraft generally used by private owners for business or pleasure. Initial reaction to a local airport capital assist• ance policy was very poor due to the original policy limitations.

In the period 1958 to 1964, 137 requests for financial assistance were received by the Department of Transport but only five local airports were developed. The built-in limitations of the policy led municipalities to either abandon the project or proceed on their own to establish airports to meet their immediate requirements, which in many cases were of a lower standard than set out under the policy.

Under the 1958 policy, local airports were to be con• structed to a standard which would accommodate DC-3 aircraft and, in 280

any event, the site most adequate for development to such a standard.

As a technical interpretation of the standard, a gravel runway 4,000 feet by 100 feet, with clear approaches at a ratio of 40:1 was adapted.

The capital assistance provided was on a 50/50 cost sharing basis. (A good medium size airport built to the above standards could cost about

$200,000.)

Experience demonstrated that an airport constructed to the so-called DC-3 standard was overbuilt in terms of the requirements of the light twin and single engine aircraft which utilize the local airport facilities.

Present Airport Assistance Policy

On June 3, 1965, the Federal Treasury Board accepted in principle the recommendations of the Department of Transport for a modified airport capital assistance program. The object of this program bei ng to provide adequate community airport facilities for the expanding

General Aviation segment of the air transportation system. In view of the

Department of Transport's responsibility for the encouragement of and development of civil aviation in Canada, it was felt necessary to increase the assistance for the development of airports to meet the needs of local communities where tourist., business, personal, flying training or commer• cial activities other than scheduled route services which may be anticip• ated. Although the Treasury Board approved of the plan in principle, the 281

specific recommendations for an expenditure of twenty million dollars, pre-rated over a ten year period on a Federal - Municipal cost sharing basis of 85:15, were somewhat modified to a program involving only ten million dollars proportionally distributed over ten years, with 100 per cent Federal Government participation except for the Municipal require• ments of land and operation costs .

Basically the Local Airport Capital Assistance Program provides for the construction or improvement of a runway capable of accom• modating general aviation aircraft and associated taxiways and aircraft parking areas. Since this type of aircraft is usually a base for a variety of aviation activities the characteristics of each airport may vary consider• ably. Small farming communities in the prairie region may only have a requirement for a single turf or gravel landing strip suitable for small single - engine aircraft. On the other hand, medium size cities in

Southern Ontario could require hard surfaced runways complete with air• port lighting facilities, radio-navigation aids and so forth to be capable of accommodating modern multi-engine aircraft or even executive jet air• craft commonly used in charter or executive operations.

United States Federal Aid to Airports Program

In principal*, this program for the support of General

Aviation airports is similar to the General Aviation segment of the

Federal Airport Aid Program (F.A.A.P.) in the United States. Both policies 282

have the same objective of providing adequate facilities for general

aviation. However, the procedure for choosing elegible communities for

inclusion the.programs are different.

The United States program is based on the Federal Avia•

tion Administration's National Airport Plan. This plan included the total

estimated expenditure, the type of developments and the general airport

locations for an expected five year planning period. The Plan, by law, is reviewed and revised annually to re-arrange priorities and to include new applicants. Projects which are not included in the National Airport Plan

cannot be considered eligible by the F.A.A. for inclusion in the Federal

Airport Aid Program. The F.A.A.'s selection of the eligible communities

and priority rank are based on the demand for the proposed facility, the magnitude of the expenditure and certain economic criteria which must be met by the applicant.

The United States uses the Federal Aid to Airports

Program and the National Airport Plans as effective planning tools to develop and design airports which will co-ordinate with the entire nation•

al air space system.

The Federal Aid to Airports program funds, under the

Federal Airport Act of 1946, are limited to 50 per cent of the total cost of

airport developments in general and to 75 percent of the total money re• quired for approach lighting systems, high intensity runway lighting and runway distance markings. Terminal building, parking lots and similar 282 a

passenger facilities are not eligible for Federal Aid to Airport Program

assistance.

In the twenty-year period, 1947 to 19 67, 2,185 air•

ports of all types have received Federal Aid to Airport Program grants

totalling $1,023,100,000.00. This is an average of $4 68 , 23 8 .00 per

eligible airport. General Aviation airports accounted for 1,523 airports

and $173,000,000.00 of the total Federal Aid to Airports Program. On an

annual basis, the Program granted $8,650,000.00 to 7 6 eligible applic•

ants for General Aviation airports. The Table 93 summarizes the Federal

Airport Aid Program from 1947 to 1967 .

The 1968 Federal Aviation Administration's National

Airport Plan, which covers the fiscal years 1969 through 1973, reveals the

growing importance of General Aviation. Added to the new Plan were 191

General Aviation and Relieverlairports, bringing the total of recommended

new General Aviation fields to 748. This represents an increase of almost

40 per cent in general aviation airports between the 1967 and 1968 Plans.

The total cost of implementing the 1968 Plan will be

$2.16 billion over the next five years. Of that total, $1.38 billion would

be required in 1969 and 1970. The Plan does not represent a commitment

of Federal funds. It is simply an estimate of what improvements are

needed at existing airports . Some of the total expenditure would be paid

by Federal grants, while the rest would be shared by communities,

counties and states. 283

TABLE 93

Federal Aid to Airports

1947 - 1967

Type of Airport Number Cost Average/Airport

Total - All types 2 , 185 $1,023,100,000 $ 468,238

With Airline Service 662 $ 850,000,000 $1,283,989

General Aviation Only 1,523 $ 173,000,000 $ 113,854

Source: Aircraft Owners and Pilots Association Fact Card 284

Table 94 summarizes the 1968 National Airport Plan.

The preamble to the 1968 National Airport Plan emphasizes the importance of the plan as a planning tool for developing a national transportation system. In fact, the airport plan called for the establishment of a national transportation plan, saying that the fact that urban economic growth is stimulated by airport activity is demonstrated throughout the country. "Highly developed industrial and commercial complexes, including factories, hotels, restaurants, shopping centres and office buildings are being located immediately adjacent to the large metropolitan airports," the F.A.A. said. "Even the small airports - are experiencing the 1 squeeze' in available land for development. This trend, coupled with the passenger and cargo demand forecasts, makes total, integrated .... planning a necessity". 'Since the solutions to airport planning problems in the urban areas are expensive and complex, the plan further states, " .... therefore, the National Airport Plan of the future, with its roots in metropolitan and state airport plans, must be fully co• ordinated with comprehensive land use and transportationsplans . This will result eventually in an input to the national transportation system which recognizes the specific value of all modes of transportation in (47) efficiently serving the nation's needs".

Canadian System of National Airports

Canada, does not have a National Airport Plan, how- 285

TABLE 94

1968 National Airport Plan

1969 - 1973

No. of No. of Total Type of Airport Airports Airports Airports

(existing) (new)

Airline Airports 548 22 570

Airline Airports (Alaska) 188 38 226

General Aviation (including STOL parts) 2,466 748 3,214

Heliports 27 3 1 58

Seaplane Bases 74 4 78

Total 3,3.03. 843 4, 126

Source: Federal Aviation Administration National Airport Plan 1969 - 1973 (Washington, 1968) 286

ever, the Department of Transport does project estimated capital expen• ditures for its annual budget approved from the Federal Treasury Board.

Limited budget information regarding future facilities for mainline airports

is available and therefore, could constitute a type of elementary National

Airport Plan. On the other hand, there is no data available concerning

tuture estimated capital expenditures, type of expected development and probable general airport location of non-mainline airports (Local, Develop•

ment and Remote) in Canada.

Since there is no over-all plan of airport development in Canada, grants-in-aid for Federal funds of non-mainline airports are treated more or less as an "ad hoc" basis.

The only type of plan for the co-ordinated development and improvements of airports in other than those categories for which the

Department of Transport accepts full responsibility, (mainline airports) is the fiscal year Annual Airport Constitution Program, bases on funds voted by Parliament for the purpose each year. Before April 1st, each year, each request for airport development assistance which is intended to be under• taken during the next fiscal year and for which the Department of Trans• port is prepared to recommend on a basis to technical and economic

studies is presented to the Federal Treasury Board for approval in each instance. 287

Project Evaluation

Demonstration of community interest in local airport development is required before the Federal Government can consider any financial assistance. Interest is shown by a formal request in writing for consideration of the project's inclusion in a subsequent year's pro• gram. The request serves as a preliminary notice of the applicant's interest, without obligation to the applicant or the Department of Transport- to perform any work or expend any funds-.- Acknowledgement of the request also does not imply that the proposed project will be included in any particular year's program.

Assistance toward the construction of new airports are limited to those applicants where it can be shown, following economic and technical studies, that an airport is feasible and warranted in the public interest. In this connection, the Department of Transport requires that there must be well established proof of genuine need and adequate ,(48) use based on the following criteria:

(a) Volume of expected business (airport activity);

(b) importance of that business to the community or region;

(c) Suitability of existing ground transport arrangement for

interest involved.

(d) General population factors and location and suitability

of other airports in the area;

(e) Type of aircraft involved; 288

(f) General need of the community for air service.

Applications which are accepted by the Department of

Transport are included in each year's Annual Airport Contribution Program in order of priority. The total value of contributions which can be approved in any one fiscal year are limited to a budget constraint of $1,000,000.00.

Efforts are made to rate the level of priority in such a manner that the benefits of the whole program may be allocated throughout Canada. Pro• jects which cannot be included in the year following their acceptance by the Treasury Board because of budget limitations are included in subsequent years.

Program Results

This enlightened policy has encouraged the development of civil aviation. It is a vast improvement over the former policy, under which local bodies had to find half the cost of the project and then the

Federal contribution was limited to $100,000. Local authorities are now only responsible for providing the airport site and meeting the cost of operation and maintenance.

The policy has allowed for the development of airstrips in areas not accessible to air transport previously. It has greatly increased the value of aircraft as a business tool by enabling operators to use air• ports serving the smaller centres not served by the scheduled airlines. It has also widened the scope of the growing number of aircraft used for 289

recreational purposes. But more important, the development grants have proven to many communities the benefits which can accrue, in terms of increased trade and industry, from the installation of an airport.

The popularity of the Airport Capital Assistance Program is evidenced in the number of applications received by the Department of

Transport. In the period June 1965 to July 19 68, 128 applications-were received for consideration of financial assistance. The projects varied from a proposed turf runway at Estevan, Saskatchewan, at an estimated capital cost of $5,000.00 to a hard surfaced runway at Peterborough,

Ontario, at an estimated capital cost of $699 , 000 . 00 . . As of August 1, 1968, there were 27 of the 42 projects approved by the Treasury Board, under construction, or were completed. The majority of the applications re• ceived were in the Department of Transport's Western region with some

28 applications for assistance. The Central region ranked second with

24 applications. Ontario, Eastern and Pacific regions each had 21 applications.

The Table 95 summarizes the Airport Capital Assistance

Program applications .

The estimated cost of the proposed projects submitted to the Department of Transport in the three years totalled $10,474,610.00, an average estimated expenditure of $81,832.00 for each proposed project.

The policy proved to be too successful a scheme with the number of Department of Transport recommended applicants, far exceed• ing the one million dollar budget each year. Because of the'backlog'of 290

TABLE 95

Airport Capital Assistance Program

Estimated Construction Applications Received

Region Costs 19651 1966 1967 19682

Maritime $ 814,000

Eastern .2,315 ,900

Ontario 3,741,820 10

Prairie 1,689,200 12

Western 851,450 19

Pacific 1,102,240 11

Total $10,474,610 49 44 22 10

Note: 1 - Program started June 19 65

2 - Data only to August 1, 1968, number of applications is slightly lower due to a temporary freeze on applications being processed.

Source: Department of Transport, Air Services Airport Capital Assistance - Application Status - August 1, 1968. 291

applications each year, the Department of Transport imposed a temporary

'freeze' on the number of new applications in 1968 until they could be realistically included in the Airport Capital Assistance Program. The

'backlog' resulted as word of the Program spread and more and more communities came to realize the substantial benefits that are to be derived from a local airport. . The line of applicants for assistance has steadily lengthened, and with it the waiting period.

Little fault can be found with the basic concept of the scheme, or the requirements for qualification. However, it is obvious that the Program does have some weak spots. A co-ordinated airport development program should be part of a national air transportation plan in which the requirements of general aviation in terms of air space, natural facilities and capital expenditures, can be analysed in relation to the total development of civil aviation in Canada. With such a national scheme, the Airport Capital Assistance Policy can be judged as to whether or not the program is the most effective way for the Federal Govern• ment to "promote the development of Aeronautics in Canada".

Provincial Airport Capital Assistance Program

The orderly planning and co-ordinated implementation of an over-all transportation system and attendant facilities is compli• cated by the diverse relationships between the Federal Government and the government bodies of the Provinces and municipalities. Basically 292

only those functions enumerated in the British North America Act and sub• sequent implemented legislation are reserved for action at the Federal level; all other functions become the responsibility of the province or local political jurisdiction. Since transportation networks are essential to the entire Canadian economy, most transport development and regulat• ion is a responsibility of the Federal Government. Civil Aviation under the authority of the 1919 Air Board Act (later renamed in 1927 to the Aeron• autics Act), therefore, is a Federal responsibility.

Some provinces have taken an interest in aviation as a means of developing the economy of the region. The degree of evolvement in developing aviation within individual provinces varies from ho interest at all to provincial aeronautic commissions charged vwjth developing and constructing provincial airport systems.

The following is a brief outline of provincial activity in aviation development:

British Columbia The province has no official airport capital assistance policy. The B.C. Aviation Council has had preliminary talks with the

Minister of Commercial Transportation to propose that the Province part• icipate in an airport development scheme, expecially at sites which would not qualify for a grant from the Department of Transport. The Province has already unofficially assisted in developing some local airstrips by loaning highway maintenance equipment and labour. The Province has also built 293

air-strips for fire fighting purposes but only carry out maintenance if and

when a strip is required for fire fighting. The airport at Hudson Hope was

initially developed by the Province to assist the B.C. Hydro and Power

Authority in the development of the Peace River Power Project.

Alberta The Department of Lands and Forests (Provincial

Forestry Service) have constructed 117 air-strips (as of 1968) used mainly

for fire suppression and central operations.

During 1963 the Province of Alberta established the

Northern Alberta Development Council to assist and promote the develop•

ment of Northern Alberta. In 1965 the Council adopted a policy of promot•

ing "development and/or remote" aerodrome construction to assist the

northern expansion and to service native settlements. The Northern

Development Council under this program expended $740,000 through the

Alberta Department of Lands and Forests. The Alberta Forestry Service

designated the task of constructing and operating these aerodromes.

•Table 96 shows the airports which have been built under this Program"..-

The activities tormerly carried out by the Northern

Alberta Development Council have now been taken over by the Alberta

Department of Industry and Development and no further airport construction

is programmed for the immediate future.

The Province recently expressed that a more active role

in the aviation field is being considered. The proposal is to broaden the 294

TABLE 96

Province of Alberta

Airport Development Program

Airport Site Total Provincial D.O.T. Cost Share •••••••• Share

Atimameg • $ 33,000 $ 33,000 $

Chipewy^m Lake 34,064 34,064 -

Edson 53 ,000 10,000 43 ,000

Footner Lake 234,230 87,230 147,000

Fort Chipewyam 302,943 202,943 100,000

Fort Vermilion 145,000 45,000 100,000

Graham Lake 47,178 47, 178 -

Little Red River 33,000 33,000 =>

Slave Lake 209,928 209,928 -

Wabasca • 47,470 1,010: 147,000

Totals $ 1,11.9,8 13. $ 703 ,353 $ 436,460

Source: Department of Transport,'Airport Capital Assistance Program, August, 19 68. 29 5

responsibilities of the Department of Highways to include aviation as

well.as other forms of transportation. This would, entail establishing an

aviation division which would financially supplement the existing airport (49) assistance program of the Department. v

Saskatchewan; This Province has an Air-strip Improvement Program.

The Program is designed to assis t in the upgrading of air-strips to light-

term capability, primarily for the Provincial air ambulance service. Finan•

cial assistance (up to a maximum of $2,500) will only be provided to

Municipal Governments for the construction or improvement of municipally

owned air-strips. Assistance may be available to centres with population

of less than 500 if located more than 30 miles from an adequate air-strip.

The Provincial air-strip program covers such improve-

ment projects as removal of hazards, strip extension, grading, gravelling

or turfing the runway service. No assistance is available for airport operatr

ing costs.

Since the program was implemented in 1966, 43 municipal•

ities have received approval for Provincial grants. The grants approved to

March 31, 1968 have a combined value of $92,764.

Manitoba' Manitoba introduced an aerodrome assistance policy quite recently and as of May, 1968, had only made two contributions. One, to the local government of Mystery Lake (Thompson) in the form of a grant 296

of $1,000.00 for architectural fees in connection with a terminal building and a further $2,5 00 grant toward the terminal building construction. The second, a grant to the Tow&r of Flin Flon towards the construction of a temporary terminal. The Province is also constructing remote air-strips at Berens River and Popular River to serve the Indian population at these two communities. These two projects, however, are being cost shared under the Department of Transport's regular 'Remote Airport' assistance program.

Ontario The Province of Ontario has taken the most active inter• est in developing provincial airports., The Provincial Government intro• duced Bill 52 "An Act Respecting the Establishment, Extension, Improve• ment and Maintenance of Airports" to be known as "The Airport Act, 1968", in March, 1968.

The Act authorizes the. Province to establish and operate airports and to enter into agreements with the Government of Canada and any municipality, corporation or individual to provide assistance for the establishment, extension, improvement and maintenance of airports to serve any one or more areas of Ontario. There are no restrictions on the size of airports covered by the provision of this Act.

The Ontario Government has allocated $500,000 in the

1968/69 fiscal year to the Ontario Department of Transport to implement a program of financial and technical assistance toward the development of Z97

airstrips in remote Northern Ontario communities. The landing strips will be 2,500 to 3,000 foot long runways for light single or twin engine air• craft or 3,600 to 5,000 foot long runways for commercial aircraft such as the DC-3 or small executive jets . The Province intends to develop the airports to the Department of Transport's minimum standards.

The Ontario Department of Transport is also reputed to be considering the formation of a Provincial Aeronautics Commission. An

Aeronautics Commission, in addition to performing an advisory role on aviation matters, might be expected to evolve eventually as a regulatory and administrative authority, following the pattern of the many state aero• nautic commissions in the United States. There has been strong opposit• ion to an aeronautics commission from the general aviation community and they feel the commission's authority should be restricted to promotion of air-strips and airport development and use.

Quebec The Province of Quebec has not a specific assistance policy in effect, although the Provincial Department of Lands and Forests has assisted with airport development at these locations: Bonaventure, i

Causapscal and LaSarre, for iorest protection on a 50 - 50 basis with the

Federal Department of Forestry.

Lands and Forests also own the sites of the airports at

St. Honore (build by DND), Mingan (built by USAF) and Casey (built by DND) which are operated by local interests. The Department of Natural Resources has also developed remote air-strips at Fort George and Povugnituk and Z98

may develop more to provide work and access to Indian and Eskimo communities in the Eastern Hudson's Bay region.

The Provincial Government is also reported to be inter• ested in developing a number of small 1,500 to 2,000 foot STOL strips along the lower north shore for the use of Quebecair's Twin Otter aircraft.

New Brunswick - Nova Scotia - None of these

Provinces have a policy for the development or subsequent operation and maintenance of airports nor do they contemplate developing such a policy in the near future.

Prince Edward Island has had no input into airport develop• ment on the Island.

New Brunswick has participated in the development of 15 airstrips for forest spraying and/or fire fighting operations. The original cost of construction for these strips was shared three ways from Federal,

Provincial and private (pulp and paper companies) funds . The maintenance of the. strips is now borne by Forest Protection Limited.

Nova Scotia has developed six emergency strips under a Dominion Provincial Forestry Agreement. The airstrips are maintained entirely by the Provincial Department of Lands and Forests and are used for fire fighting and forest inspection services . 299

Newfoundland The Province does not have a policy for the develop• ment, operation and maintenance of airports within the Province. No air• ports in the Province have been developed entirely by Provincial funds.

The air-strips at Frenchman's Cove and Deer Lake however, were develop• ed by the Province under cost sharing agreements with the Federal Govern• ment .

Yukon and Northwest Territories Although the Yukon and Northwest

Territories are not provinces, the Department of. Northern Affairs and

National Resources does have a policy governing the development of re• source airports in these areas.

The policy recognized the primary jurisdiction of the

Department of Transport but also recognizes the responsibility of the

Department of Northern Affairs and Natural Resources for the encourage• ment of resource development in the territories. The policy provides public funds (trom Department of Transport Airport Capital Assistance

Program presently) for construction of Territorial airports which encourage such development. The type of airports to which it refers are:

1. Aerodromes.built in the Territories to assist in initial exploratory

activity and to locate mineral and other natural resources.

2. Airports built in the Territories during the pre-production _J ^r

early production phases of resource exploitation.

(1) Note: see - Department of Northern Affairs and National Resources A Policy Governing the Development of Resource Airports in the Yukon and Northwest Territories for details . 300

Operation and maintenance will be the responsibility of the private interests concerned. The airports must be available for public use at all times .

The Department of Northern Affairs and National Re• sources is also co-operating with the Department of Transport to construct a total of 26 remote airports in the Artie Coast region. These airports, which will Pe built over the next several years, are designed to provide access to Eskimo villages. GENERAL AVIATION AND COMMUNITY CONSEQUENCES

BENEFITS

The benefits from aviation include both direct and in direct advantages . In describing the benefits of an airport, the F.A.A states of the direct advantages:

"The most obvious and readily measurable direct benefits of

the airport to the community are in the air transportation

services provided. These services may mean reductions in

travel costs and savings in travel time if compared with other

available forms of transport. Whereas the monetary benefits

of time saved for personal travel may be difficult to qualify,

the benefit for business travel and commodity movements are

well understood savings and easier to measure as they are

related to a measurable profit".

This agency says of the second type of benefits:

"To determine the total economic benefits that accrue to the

community from its airports, an appraisal is required of the

indirect benefits offered. This value should be added to the

direct benefits. To the extent that the airport and air trans•

portation create direct benefits and provide monies for local

expenditures, a "multiplier effect" is introduced that supports 302

a quantity of labour, provides markets for supplies, and (51) generally stimulates economic activity. "

However, the F.A.A. further disclosed that:

"Indirect benefits are more difficult to qualify than direct

ones. The values may be misleading because economic

transfers may be significant. In some situations the benefits

to one type of economic activity may be associated with losses

to another. Also double counting of indirect benefits is (52) difficult to avoid.

Direct Benefits

There are really only two types of direct benefits which are relevant for a community airport situation. These are the revenue derived from the airport and the reduction in travel costs which the airport facility allows the aircraft user. These direct benefits will vary from air• port to airport depending on the demand for aviation. Very few community airports are self supporting from airport revenues; landing fees, concess• ion rentals, fuel and services charges. The Federal Aviation Administrat• ion is currently conducting a financial data survey..of the more than 2,000 publicly-owned general aviation airports within the National Airport Plan.

Preliminary results indicated that only 30 general aviation airports make a profit, where total annual expenses are less than total operating revenues.

When only airfield area expenses are included, there are about 90 airports 3 03

where total operating revenue equals total operating expenses of only the airfield area, (53)

Gary Fromm in a paper entitled "Civil Aviation Expendit• ures", attempted to measure the total value of Civil Aviation activity to the Gross National Product. His calculations, included not only the civil aviation industry's output, but also the additional production resulting from its purchases in supplying sectors and its sales to using sectors.

The total direct benefits accruing trom general aviation operations were (54) stated to be $915 million in 1960.

Indirect Benetits

The major value of an airport to a community does not accrue trom direct benetits but trom intangible, indirect benetits. The value of community airport has been recognized by those who may have a financial or aeronautical interest in aviation for many years . Even the courts have recognized the benefits from an airport. In 1928, Justice

C.J. Cardozo of the New. York Court of Appeals, in ruling tor the City of

Utica against a plaintiff who argued that the City did not have a right to issue corporate bonds to purchase land for establishment of an airport, noted:

"Plaintiff argues that the acquisition of an airport or landing

field is not a City purpose, even if a public one, and that

bonds, ifis.sued will be void. We think the purpose when it 304

buil'ds a dock or a bridge or a street or a subway. Its purpose

is not different when it builds an airport. Aviation is today an

established method of transportation. The future, even the near

future will make it still more general. The City that is without

the foresight to build the ports for the new traffic may soon be

left behind in the race of competition. Chalcedon was called

the City of the Blind because its founders rejected the nobler

site of Bystantirn lying at their feet. The need for vision of

the future in the governance of cities has not lessened with the

years. The dweller within the gates, even more the stranger

from afar, will pay the price of blindness."

The need for vision is more important today than ever,

and this is particularly true in the realm of general aviation.

General Aviation as a National Resource

The development of a country's basic natural resources

.... its land, its people, its products, depends upon the development of work, communication and transportation.

Historically progress has come as communications and

transportation were improved and changed to meet the particular needs of

the economy..

The original settlement of Canada and the United States was along the eastern coast line and navigable water ways. But travel 305

restricted. The railways of the 19th Century opened up new lands for settlement and development. The growth of communities sited along the right-of-ways is well documented in both the United States and Canada.

Certain communities whose locations were determined by waterways and rail centre eventually developed into large metropolitan cities . Large cities such as: Chicago, Pittsburgh, Montreal, Vancouver and so forth, have grown primarily because of their location in relationship to trans• portation entworks.

The flexibility of rail travel proved restrictive. Rail tracks could not cover every area and schedules could not satisfy the needs of all places - even those fortunate, enough to be on the rail lines .

The development of automobiles, trucks and buses in the 20th Century provided the flexibility needed by the individual to travel where and when he wanted to go. This flexibility accelerated the economic progress of those communities which had provided the road facilities needed by the motor vehicle.

The Federal Government recognize >this need for. individ• ual and public transportation facilities. When civil aviation became a practical means of travel, development of air travel was fastened and en• couraged. Airlines are subsidized, facilities are constructed, and air services encouraged. An efficient airways system has been developed between the major cities. Airports have become important transportation nuclei just as the railway centre and waterways harbour were previously. 306

But in air travel, as with waterways and railroads, there is a' restrictive service.

There are over 1,500 airports in Canada, but the airlines operate at only 105 of those airports . The situation is even more apparent in the United States where there are over 10,0.00 airports, but only 525 of these have airline service. Many communities have only one or two scheduled operations a week. Travel by airline to and from these locations is. at the discretion of the airline schedule, not according to the needs of the traveller., Imore than 75 per cent of the business.

General aviation can and does make use of all the airports, whereas the airlines operate only to those cities where their routes will be profitable.

Full economic progress cannot be achieved with vital air transportation centred in limited areas and bound by restrictive scheduling. General aviation can provide the necessary flexibility of transportation and meet the demands and needs of many people in many places .

General aviation is a type of natural resource which builds and develops other national resources. Communities keeping pace with competition the country's economic growth, must provide adequate transportation facilities within the national transportation system. A community airport is an important part of this system.

Economic Impact of General Aviation :

The indirect value of general aviation to a community is 307

difficult to assess. It can be said that general aviation creates jobs -

both in the manufacture, service and utilization of aircraft, and in

business and industry which use airplanes as a total of operation.

Several agencies have documented case studies to

. demonstrate the economic, impact of general aviation on a community.

Some examples are briefly outlined to illustrate the economic impact of

general aviation:

1. The Minneapolis - St. Paul (Minnesota) Metropolitan Airport

Commission states that they found that general aviation oper•

ations bring an annual business volume of $233,000,000. The

Commission expects the volume will be some $386,000,000 per

year by 1976. In a subsequent evaluation of the six airports

surveyed by the Commission, it was determined that each $1,000

of public monies invested in general aviation produced in excess (56)

of $2,000,000 per year gross business.

2. In Islip, New York, nine firms employing more than 3,500

persons have located adjacent to the city's airport; an additional

1,200 persons are employed by industry directly upon the airport.

When converted to community benefits, the City calculated this

means $19 million in personal income, $12 million in retail sales (57)

and $13 5,000 in increased community tax income.

3 . The Missouri Division of Commerce and Industrial Development

determined that 89 percent of the 500 largest corporations of 308

America required an airport within 20 miles of their plant (58) location; 39 percent said 'adjacent or near'.

Costs

In order to attain benefits from a local airport; that is, to derive a value from satisfying the demand, certain costs must be in• curred .

The F..A.A. provides the cost relationship to benefits in the following statement:

"In making this examination, a community general relates

the costs of the plant in terms of capital outlay, mainten- (59)

ance, and operation to the revenue generated. "

Indirect or secondary costs are usually considered to be those expenditures which are involved in the production of indirect benefits

Direct Costs

The following are the direct costs usually associated with community airports:

1. Capital outlays consist of expenditures incurred for land and

construction of facilities.

2 . Operatings Costs arise each year over the useful life of the air•

port and is a function of the amount of airport traffic.

3 . • Maintenance costs are a function of both airport traffic and 3 09

external factors such as climate.

Indirect Costs

Like indirect benefits, indirect costs are difficult to assess but nevertheless are important considerations in calculating the net value of a community airport.

Noise, pollution, safety hazard, congestion, delays, high cost, and loss of alternate land use are some of the indirect cost which should be considered.

The two principal bases upon which opposition to air• ports has been predicated are aircraft noise and safety hazard.

Since the development of airports and the airway system can be limited by opposition based on factors such as noise and safety, these elements can be considered a cost.

Airport Noise1

With regard to the first element; airport noise, experience shows that general*;aviation airports do not generate a level of noise greater than that of other noise sources typical of an urban community. Unfortunat• ely, general aviation facilities have been associated with the increasing noise nuisance which is a serious problem to a major airport accommodating large turbo jet aircraft.

Every aircraft that flies, however, makes noise. It was 310

the jet engine that made large and efficient aircraft possible; unfortunat• ely, jet engines make considerable noise. There is no solution to the noise problem in sight and noise problems will lend pressure - emotional - but perhaps unbearable pressure - to close down airports; to move airports further from urban areas or at least to force the imposition of noise abate• ment flight procedures.

In the earlier days of aviation there were no noise problems for few residents located near airports "complained of noise, because it was infrequent and not very loud. As a matter of fact, the audible evidence of the arrival and departure of mail and passenger planes (60) was often a source of local pride'.'"

The past decade has seen a tremendous growth in urban populations, Gross National Product, air passenger travel and air cargo.

As a result of these trends, there are more jet transport flying more frequently - thus urban communities surrounding airports are being exposed to more jet-engine noise. Compounding the problems is the fact that air• ports are nuclei for businesses and suburban residences . As the noise level increases, so does the number of people in the vicinity.

Concerted community complaints then result in operat• ional changes and airport restrictions. These complaints will likely con• tinue and increase as more and more residential areas are affected by aircraft noise to a greater and greater degree finally culminating in the possible closure of the airport. 311

General aviation airports do not presently have a serious noise problem, but as the number of general aviation aircraft operations increase and executive jet aircraft tend to use the larger general aviation airports more often, noise could also be a problem here.

It appears that the best long-term solution to a potential noise problem is by planning compatible land uses around airports and thereby physically increase the distance between the community and the source of objectional noise.

The National Aircraft Noise Abatement Council and the

Federal Aviation Administration in the United States have also declared that the ultimate solution to the noise problem is the proper zoning of land around airports . Steps in this direction were made by the National

Housing Authority some years ago, and by Central Mortgage and Housing

Corporation in Canada recently, when they issued instruction restricting or preventing their agencies from approving mortgages for residential development within stated areas near airports. Unfortunately these reg• ulations are necessarily empirical, thus inadequate, and because of the ready availability of alternate sources of financing, limited in their effect• iveness . The fact is that it has, in the past, been possible neither to foresee the impact of technological change and noise an airport and air• port land requirements , not to plan their compatible development. 312

Safety Hazard

The safety hazard of general aviation airport is the second principal opposition to a community airport. Of course there have been accidents involving general aviation aircraft. In the United States there were 5,196 general aviation accidents involving 1,029 fatalities in

1965. This total is relatively low when compared to the 49,163 deaths from motor vehicles, 1,493 deaths involving water transport and 962 deaths from railroad accidents. In terms of fatal accidents per 100,000 hours flown, general aviation aircraft experienced a rate of 3 .2 fatal (61) accidents per 100,000 hours in. 19 65 . i

However, fear for the safety of persons on the ground is the real concern of the community opponents of general aviation airports.

This is motivated by press coverage of aircraft accidents indicating a con• tinual hazard of airplanes falling from the skies and through the roof of their homes. This erroneous impression on non-occupant fatalities re• sulting1 from aircraft operations', can be dispelled when railroad, bus and automobile non-occupant fatalities are compared with those involving eiivil aviation. In the ten year period, 19 50 to 1960, less than one percent of the number of total non-occupant fatalities (115,24 8) involved aircraft.

However, automobiles and taxi accounted for 86 per cent, railroad passcng Q r (62) trains some 9 per cent and buses accounted for 4 per cent. * 313

Airport Congestion

The general aviation segment of the aviation community has been criticized extensively during the past few years. Newspaper articles and editorials which have appeared decrying airport delays, in• conveniences and congestion have laid a large part of the blame on general aviation. General aviation, especially in the large metropolitan centres of the United States, has been treated as an inferior segment of civil aviation without regard to its importance in an air transportation or to the rights of general aviation users to utilize the airways and airports equitably with commercial aviation.

It is true that severe congestion does exist at major airports, such as in the New York and Chicago areas, due in part to the increasing use which the slower and smaller, general aviation aircraft make of them. But these are isolated problems for vh ich specific solutions cat be sought. Any broad, nation-wide attempts to restrict or constrain general aviation movements would discriminate against a vital sector of civil aviation and go far beyond the measures necessary to cope with the problems caused by general aviation aircraft at major metropolitan airports.

One solution to the congestion problem is better utilizat• ion of the major airports. This would probably entail restrictions and con• straints of some type. At those airports where general aviation aircraft contribute substantially to the airways around the airport and runways.

Measures should be taken to spread the traffic flow over a longer period 314

of the day and to apportion the "airport mix" between scheduled airlines

and other general aviation on a basis other than first come, first served.

The ideal solution is the provision of separate and equal

facilities for general aviation in the major urban areas. Satellite airports

have been the Department of Transport's answer to the. problems in areas

where there are substantial movements of general aviation and scheduled

airline aircraft. Such airpor facilities are in use at Vancouver (Pitt

Meadows), Winnipeg (St. Andrews), Toronto (Toronto Island), and Montreal

(St. Hubert), Calgary will have a satellite airport constructed in 1970.

These satellite airports have not been equal or adequate in the sense that

convenient ground transportation and navigational aids have not been pro•

vided. In the United States, the Federal Airport Act 1961 extension, pro•

vides for a $7 million annual construction budget for reliever airports, the

F.A.A.'s version of a satellite airport.

Other short term suggestions have been made as to the tfv^ways to alleviate existing congestion. The Port.of New York Authority in

August 1968 increased the minimum flight fees at Kennedy international,

LaGuardia and Newark Airport during peak hours to help reduce congestion

and delays. The new minimum fee of $25.00 applys to aircraft operating with

a seating configuration of less than 25 passengers which either lands or

takes off during the periods between 8:00 a.m. and 10:00 a.m. Monday through (63) Friday, and from 3:00 p.m. to 8:00 p.m. every day.

The purpose of the new tee schedule during peak periods 315

is to encourage:

Small private aircraft to cease their use of the three commercial

airports during peak periods by flying at other hours or using

alternate general aviation airports in the metropolitan area.

General aviation operations, such as air taxi, to use other general

aviation airports as an alternate for air passengers with Manhattan

origins and destinations .

General aviation operations, such as air taxi, to convert to

operations with VTOL or STOL aircraft, particularly to accomm•

odate air passengers connecting with airlines at the three air•

ports .

The F.AiA. is developing air traffic control patterns tor

VTOL and STOL aircraft, independent of existing runway patterns at major hub airports. Special runways to accommodate VTOL/STOL aircraft may offer an acceptable alternative for reducing airport congestion. The 1968

National Airport Plan recommends four STOL ports for the Los Angeles area, one in San Francisco, three near Washington, two in the Baltimore area, three in the Philadelphia metropolitan area, two in New Jersey and 10 in the New York City area (one has already been constructed at Kennedy

International.

In the immediate improvement of existing satellite air• ports through provision of convenient ground transportation and installation of instrument landing systems, control towers and radar is another short- 316

term method that could be used to alleviate congestion.

SomefAmerican airport authorities are considering the imposition of peak hour restrictions on general aviation during certain periods of the day which would limit use of the airport entirely for sched• uled airlines purposes at those times. Proposals, have been made to require higher.qualifications for general aviation pilots flying into major airports and to require, better navigational instrumentation and radio equip• ment on board general aviation aircraft.

The general aviation community itself has recognized the existance of a congestion problem at.major airports due to general aviation operation. Several organization have issued policy statements with their proposed solutions - such as:

1) The construction of shorter, parallel runways at existing airports

tor exclusive general aviation use.

2) The establishment of separate radio frequencies within airport

control areas for general aviation aircraft.

3) Separate approach and departure routes.

4) The dissemination of better and more accurate information to

enable general aviation pilots to utilize airports more safely

and effectively.

5) The improvement of existing satellite airports to permit all

weather operations . 617

6) The improvement of ground transportation facilities from these air•

ports to the downtown area . ^

A National Airport System

General aviation airport planning has been accomplished primarily by the Federal Government, provinces, local organizations, or private concerns on a unilateral basis without any particular regard to an overall system or network of airports .

There has been a general tendency in Canada and in the United S fates torregard airspace and airport capacity as unlimited to accommodate whatever volume of air traffic might develop. Neither those who had the responsibility for planning the airways and airport systems nor those who used them realized they were dealing with scarce resources.

The concept of the efficient allocation and use of an economic resource has not been an integral part of the promotion of aviation or the fostering of its growth a nd development.

Fortunately, despite the problems associated with its spectacular growth, civil aviation has reached a point where it can be considered a maturing industry. Today it provides a vital link in our economy and plays an' ever-increasing role in our overall transportation system. Both scheduled airlines and general aviation have demonstrated

Note: (1) For example of various policies stating the general aviation - communities viewpoint - see: National Business Aircraft Association's Policy Statement on Airport Requirements . 318

that they are capable of operating with economic self-sufficiency. Many of the finances will not be available on the same terms as in the past, and

some of the former operating procedures that have traditionally been accepted may not continue in their same torm. Civil aviation is now in a position to adapt to the necessary changes.

Full recognition of the problems associated with both

scheduled airline and general aviation growth has come at a time when the competition tor funds at the Federal, provincial and municipal level is more intense than ever before. There is greater demand for a broad range of new programs. There are also constand demands for increased funds for many of the old programs. These demands have added to the burden of Govern•

ment at every level. The result is sharper competition for Government

funds - just at the time when civil aviation's demands appear to be drast• ically increasing.

It is clearly the responsibility pi the Federal Government to make the most efficient'use possible of;the airspace and airports - to develop, within the limits of the available resources, the best possible

system to serve all categories of civil aviation.. Before an airspace and

airport system can be developed the following question s should be posed:

1. What performance criteria will be used for the air transportation

system?

2. Is full advantage being taken of available technology?

3 . What level of delay, inconvenience and congestion is acceptable? 319

4 . How much regulation and discipline should the system have? o. What economic penalties must be imposed on the various users

to ensure a system that is both safe and efficient?

6. Are unnecessary burdens being imposed on the air transportation

system in situations where another mode would be more effective?

The answers to these question s will be able to define the type of airspace and airport systems desired. Then, trom a national standpoint the resources have to be allocated to the system. It is apparent that a great deal of finances will be required to accommodate the growth anticipated of civil aviation within the system.. The Federal Government's policy under the National Transport Act of 1967, is basically that the user will pay tor the transportation services. The general taxpayer should not be asked to support civil aviation, or, stated another way, where Federal expenditures for civil aviation should be matched by charges and limited to that amount. ..The revenues derived frorri the user tee or charge on both scheduled airlines and general aviation should go into a type of airport trust fund (similar to the United States State Highway trust funds) and be available* for the development of both scheduled air carriers and general aviation.

Although the major share of the funds will be required for development of air carrier, airports, there should be an adequate sum exclusively for general aviation airport construction and improvement.

General aviation satellite airports located in or near major metropolitan 320

centres provide general aviation aircraft an alternative to flying into

congested air carrier airports. The satellite airports alleviates congestion

problems substantially and this is a benefit not only to the general

aviation user, but also to airlines and airline passengers. The local

general aviation airport is one that serves only general aviation and

benefits general aviation users .

General aviation should be charged a fee adequate to

cover the Federal share of developing local general airports. The cost of

developing satellite airports, however, should not be imposed entirely on

general aviation. On the other hand, general aviation should be contribut•

ing,, to the cost of air carrier airport development , but only for facilities

needed and used by general aviation.

The United States Aviation Sub-Committee to the Senate

Committee on Commerce has been exploring the needs, problems and means

necessary to insure the continued maintenance of an adequate National

Airport System. Their interim report also suggested some tentative con•

clusions concerning ways to finance future development of the National

Airport System:

•] 1. An airport trust fund, similar in nature and operation to the

successful highway trust.fund, must be established to pro•

vide adequate and certain funding for airports.

2 . User fees must be improved on commercial aviation to raise

funds adequate to finance the Federal share of anticipated 321

airport development cost. v

The Sub-Committee also developed an example of possible revenues from aviation users to finance^needed facilities, equipment and personnel. The revenues were to come from a higher air• line passenger tax and an increase in the fuel tax on general aviation - seven cents a gallon (up from the present four cents), rising a penny per year to 10 cents. The reaction from the general aviation community was not favourable and general opposition was voiced against the program and the user charges . Most seemed to ignore the fact that a fuel tax would increase the operating cost by a very small percentage . Considering the average prices of general aviation aircraft, their annual operating costs and the high percentage of general aviation that is tax deductible as a business expense, the proposed charges do not seem unreasonable or likely to have an adverse effect on general aviation growth.

While the (Canadian Federal Government owns and operates the airways and a large number of airports and associated facilities. There is a Federal responsibility for overall airport planning but there is scope for co-operation with provincial and municipal government as to decisions con• cerning locations, capacity, use and management of airports.

Provincial and local communities should be encouraged to develop aviation policies to supplement the Department of Transport's Air• port Capital Assistance Program. As stated in an earlier section, many of the provinces have implemented such aviation policies. Financing of 322

supplementary aviation facilities could be derived from the present pro•

vincial fuel tax revenues, if the provinces insisted on retaining such

taxes in the future. Only the four Maritime provinces do not buy any

tax on aviation fuels.;, Quebec has a fuel tax on 3 cents a gallon as does

Ontario. Manitoba and Saskatchewan impose a 2 cent per gallon tax, while

Alberta levies 3 cents. British Columbia charges one cent per gallon for

aviation fuel; None of the provinces presently earmarks any of these

aviation fuel taxes towards a municipal Airport development program."

The Federal Government should also encourage the provinces to include airport planning in their comprehensive planning pro• gram in accordance with a National Airport System. Airports are a major land use and an essential part of a balanced transportation system; thsre-

foreit is^imperative that comprehensive provincial planning consider airport needs in co-ordination with the functions other provincial planning programs such as highways, recreation, water resources and economic and resource development.

There may, in some cases, be limitations on national air• port development that are not financial in character. Thar e are largely environmental consideration. The problem is finding a suitable location for an airport - place where the community will accept an airport as a neighbour. Noise pollution, traffic and other undesirable airport character• istics have so tar proved to be formidable enough to overshadow the direct economic benefits that a community airport provides. 323

For general aviation airports, environmental factors are not likely to assume the proportions they do.for air carrier airports . There are other problems, however, particularly those related to land use. In• creasing values of airport property tor other uses will generate more and more pressure on general aviation airports, especially those in or near metropolitan centres.

The future of any airport has to be considered in the light of its contribution to a comprehensively planned transportation system. In most instances, however, the decision is simply one of economics.

Economics presents the issue of whether there is any justification for financial support of general aviation through the maintenance and continued operation of such airports. If general aviation can't or won't pay its way, and if the local community is not willing to underwrite its operation, per• haps the airport site should be developed into an alternative land use, such as a shopping centre or housing subdivision.

By any reasonable standard, general aviation is not now paying its way. The.airline industry has stated that it is willing to pay

"its share" - though it is prepared to argue over just what its share is'.

The airlines have been able to convey their opinions with one voice. Due to the diversity of interests, general aviation has not been able to voice a unified opinion. The resulting lack of committment has been an obstacle to obtaining the consensus necessary from the aviation industry to implement a long-range program for airways and airports . 324

General aviation, in summary, should pay its share - no more, no less - of airport development cost based only on economic grounds . If a community (or;;province) feels that it can gain additional benefits through buildings or expanding a general aviation airport and on this basis chooses to subsidize airport costs that should be left entirely to the local interests without Federal Government intervention. 325

FRAMEWORK OF A NATIONAL POLICY

1. The Federal Government has a responsibility to develop a national

air transportation scheme to provide guidance for future civil

aviation planning. The scheme should be co-ordinated with the

National Transportation System. Such a-scheme would have to

develop the necessary criteria for including a National Airport Plan

and a corollary, National Airways Plan within its framework.

2 . A National Airport Plan should be more than a listing of projects . A

methodology of determining the airport requirements of an area must

be developed. This methodology should then be co-ordinated with

.provincial and municipal authorities and with airport users for

translationUrito specific, area-by-area requirements. Only by these

means will the magnitude and the actual cost of the national system

requirement be known. The national plan should cover a period of

at least five years and be reviewed and updated annually.

3 . A National Airways system should include all airport control towers;

navigation and landing aids; facilities and the personnel necessary

for flight by airway or air route from one airport to another, but not

including the costs of the airport, its ground facilities and services

The air traffic system, like the airport system, should be developed

into a plan which is capable of handling the growth of both scheduled

air carriers and general aviation. 326

4 . The Federal Government has a responsibility to assist provincial and

local governments in the planning, construction, development and

improvement of Canada's airport system. This assistance should also

take the form of finaicial assistance. The Department of Transport

should retain and improve the present Airport Capital Assistance

Program for this purpose. An adequate system must not only include

airports to serve the scheduled airlines and their passengers, but

facilities for general -aviation aircraft as well. Satellite airports

and separate runways for general aviation aircraft in metropolitan

areas where congestion could develop are just as important to the

system as the local community area. These general aviation air•

ports must have similar operational capabilities for all-weather fly•

ing as exist at air carrier airports, if they are to be effectively

utilized.

5. The Federal Government's share of airport development cost should

come from revenues generated by the imposition of user fees. Such

users should pay reasonable fees that reflecttheir share of use of the

facilities for which they gave a requirement.

.. Recognizing the statutory requirement of the Federal Government to

promote and encourage the orderly development of civil aviation,

such charges must be set below the level that would be debilitating

to the aviation industry and to its effort to meet the total public

requirement for air transportation." 327

An airport trust fund should be established into which the revenues derived from the user fees would be deposited. The funds would be used to provide Federal Assistance for a program similar to the existing Airport Capital Assistance Policy of grants-in-aid tor non- mainline airports. The amount of the Federal contribution should not necessarily be 100 per cent of the cost of eligible projects. In order to promote local enthusiasm tor aviation development, the

Federal Government should encourage the provinces and local authorities, to contribute to airport projects to a greater extent than just providing the airport site and operating and maintenance costs.

Consideration should be given to the feasibility of direct or guaranteed loans as a supplement to any grants-in-aid program established and funded out of an airport trust fund. The loans would be alternative to encourage private airport operations as well as public airport operators to develop aviation facilities .

Steps should be taken now to prevent congestion at major Canadian airports,. /lass it exists at major United States airports. Extensive general aviation use and peak-hour scheduling practices of the scheduled,a.irlines'eouid..cause congestion problems in the near future. General aviation and the airlines should be encouraged to utilize the major airports at off-peak times to alleviate any potential congestion problem. 328

Constructs of a National General Aviation Policy

1. Planning and Development of General Aviation Airports':

It is recommended that the Federal Government review in its existing policy regarding Federal contributions to or the responsibility

for the direct construction and maintenance of airports within the general aviation category.

The various forecasts developed previously in this study indicated that the demand for general aviation will increase substantially within the next decade. The aircraft fleet is expected to grow approximately

50 per cent and the number of hours flown is projected to increase by over

60 per cent before 1980. While this forecast growth is significant, it will not be a major problem to meet the requirements in terms of facility planning and financial programming. In the United States, however, there will be a problem providing facilities to meet the anticipated growth. The Federal

Aviation Administration predicts that the general aviation aircraft fleet and the number of hours flown by the fleet will more than double before 1980.

This means that American policy regarding general aviation will have to be revolutionized in order to meet this expected demand. In Canada we are more fortunate, the slower anticipated growth rate will allow our general aviation policy changes to be only adaptive procedure changes. Nevertheless, the forecast demand will require increased effort to plan, construct and finance general aviation facilities. 'As pointed out earlier, this increase d demand will come at a time when the competition for Federal funds is more intense 329

than ever before.

The Federal Government is already obliged to expend a very large proportion of the civil aviation budget to meet the requirements for mainline airports receiving scheduled airline service, (the proposed

Montreal International Airport replacement alone is expected to cost approximately $500 million). This fact indicates the desirability of encouraging the provinces and local municipalities to assume a greater share of the developing and financing of non-mainline airports tor general aviation use. Moreover, the Federal Government's fund of one million dollars a year for Airport Capital Assistance grants for non-mainline airports is quite inadequate to meet the requirements for present general aviation facilities let alone the tuture. In view of the financial position of the

Federal Government, there is relatively little prospect of the fund receiv• ing any substantial increase in the near future.

Encouragement of other sources to develop and finance these airports, however, does not imply that the Federal Government should abandon all assistance to non-mainline airports since the Aeronautics Act clearly defines the responsibility of developing aviation as a Federal, juris• diction .

General aviation benefits mainly a region or local comm• unity because it primarily serves only the air transportation requirements of the regional district or the municipality. It seems natural, since the main benefits accrue to the province and the municipality that the Federal 330

1.

Government should establish a liaison with the other levels of Government

to promote general aviation. A suitable general aviation policy should reflect the efforts of the liaison in defining the responsibilities of each

level of government. The main theme should stres s the idea of integration

of planning and development of general aviation within a national air

transportation system. The scheme could be similar to Central Mortgage and Housing Corporation's relationship with provincial and municipal hous•

ing authorities . A province within the co-operative policy would be re•

sponsible for planning and developing regional airports (Department of

Transport Remote and Development Airports could also be included in this

category). Such airports would also be included as part of the comprehen•

sive regional planning process of the province. The local municipalities,

responsibility would be to plan,and develop those general aviation airports which are primarily only a local concern. These local airports should, of

course, be part of the official community plan. The Federal Government would co-ordinate the various plans tor these airports within a national

system. The expenditures for general aviation facilities could be shared

by all three levels of government s and these amounts should be matched

by general aviation user charges by a method previously outlined in this

study.

2 . Airport Development and Environmental Quality

The present general aviation policy does not include any

consideration for environmental factors in the development of a general

aviation airport. The airport location criteria method usually used only

•- ,• • • - ' • . • . 331

i

takes into account broad community and regional economic-factors and

the physical topography of the landscape. Noise, pollution, traffic^/

access and land use zoning should all be considered when evaluating an

airport's establishment as part of a comprehensive regional or community

plan.

For general aviation airports, environmental factors are

not likely to assume the proportions they do for scheduled air carrier air•

ports. There are other problems, however, particularly those related to

land uses. Increasing values of airport property for other uses will generate

more and more pressure on general aviation airports in or near metropolitan

centres .

3 . Policy Innovation and Technological Changes

The Federal Government's general aviation policy should

also be flexible to cover future policy innovations and technological

changes in the field. The policy should be designed to encourage the development of innovation and technological changes on a national basis.

Programs should be initiated to speed the introduction of V/STOL aircraft to impjove- service and help relieve pressures on the airways and airports.

STOL airport facilities in the major Canadian centres and their suburban communities could be developed into STOL network systems to promote the advantages of STOL aircraft. Such systems should be co-ordinated with high-speed surface transportation to ensure the- most efficient use of 332

economic resources to transport goods and people in urban areas.

The policy must also make the most efficient use possible of the airports in order to develop, within the limits of the

available resources, the facilities needed to serve all classes of users

from the highly specialized to the private pilot who simply

flies around for.pleasure on a clear afternoon. This seems to suggest two distinct types of airports within a system of Regional, Local and

Satellite airports:

a) Airports with a runway length between 3 ,000 to 5,000 feet to

accommodate commercial non-scheduled aircraft and private

business jets.

b) Airports with a runway length of under 3 ,000 feet to accomm•

odate commercial VTOL aircraft and private light-twin and single

engine aircraft.

4. Research

The Department of Transport should strengthen its re•

search of general aviation activity in order to provide the most factual and up-to-date information to develop long-range forecasts and formulate policies.

Data collection for the preparation of any long-range

forecast is difficult; general aviation forecasting presents some unusual

"problems because of the multitude of activities which a re encompassed 333

and the limited amount of historical data concerning these activities whichare available on a consistent and continuous basis.

The Aviation Statistics Centre, under the direction of the

Department of ..Transport, should institute a program to collect relevent data concerning general aviation. The data collected should include socio• economic characteristics of aircraft owners and flight-trainees as well as information on the number of aircraft, number of hours flown, number of aircraft operations and so forth.

Data collection should be classified to simplify its

subsequent analysts. A recommended classification of general aviation activity could be in the following form:

Commercial Private'

Third Level (Unit Toll Air Taxi Business

Charter (Bulk Transportation) Personal

Specialty

It is also recommended that the Department of Transport,

in addition to collecting and analysing data for forecasting and policy purposes,

should make the data and its analysis available for research by other

agencies or individuals .

Research procedures in determining locational criteria,

financial assessment and project evaluation of proposed general aviation 334

facilities within a national system should be improved. Full advantage should be taken of all available techniques such as: electronic data processing, benefit - cost analysis, and input-output studies, to ensure that economic resources are most effectively implemented under the direction of a general aviation policy. 335

REFERENCES

1. G.P. de T. Glazebrook, A History of Transportation in Canada, Vol. I and II (Toronto: McClelland Stewart Ltd., 1964); and A.W. Currie, Canadian Transportation Economics, (Toronto: University of Toronto Press, 1967).

2. Government of Canada, National Transportation Act, (Ottawa: Queen's Printer, 1967).

3. . J.W. Pickersgill, Press Release Issued for Transpor• tation Conference,Canadian Manufacturers' Association's 45th Annual Meeting, (Montreal: June 6, 1966).

4. J.L. Heskett et al., Business Logistics, (New York: Ronald Press Co., 1964).

5. Dominion Bureau of Statistics, Civil Aviation Annual Reports, (Ottawa: Queen;s Printer, 1957-1967).

6. B. Shriever and W/ W. Seifert, Air Transportation 1975 and Beyond, (Cambridge: M.I.T. Press, 1968), p.3.

7. The Port of New York Authority, Air Travel Forecasting, 1955-1975, (New York: Port of New York Authority, 1957).

8. Department of Transport, Air Transportation Statistics and Forecasts, (Ottawa: June, 1966).

9. Schriever and Siefert, loc. cit.

10. F.W. Hotson, "Birth of Business Flying in Canada," Canadian Aviation, (September, 1965). pp. 20-23.

11. Department of Transport, Canadian Civil Aircraft Register, (Ottawa: Queen's Printer, 1951-1967).

12. Ibid.

13. Department of Transpcirt, Canadian General Aviation 1961-1973,(Ottawa: 1962.

14. Dominion Bureau of Statistics, op. cit.

15. Federal Aviation Agency, General Aviation Load Factor, Staff Study, (Washington: May, 1966,.). 336

16. Dominion Bureau of Statistics, op. cit.

17. Department of Transport, Air Transportation Statistics and Forecasts, op. cit.

18. A.W. Currie, Economics of Canadian Transportation (Toronto: University of Toronto Press, 1967), P542.

19. K.W. Studnicki-Gizbert, Structure and Growth of the Canadian Air Transport Industry, (unpublished paper, 1960), pp. 65,66.

20. J. H. Townsend, Scheduled Helicopter Operations and their Application Within Canada, an analysis of the possibility of scheduled helicopter operations in Canada, (Ottawa: Air Transport Board, December 2, 1966); and Department of Transport, Transportation Policy and Research Branch, Scheduled Helicopter Operations in Canada, (Ottawa: Department of Transport, November,1966).

21. The Canadian Aircraft Operator, V. No. 11, (November 1, 1968) , 2.

22. Vancouver , (February 8, 1969), p. 7.

23. M. M. Fleming, Department of Transport, Chief Air Regulations and Flight Standards, speaking to the Air Transport Association of Canada, Annual Convention. October 28, 1968, Vancouver.

24. The Canadian Aircraft Operator, V. No. 15, (January 2, 1969) , 1.

25. The Canadian Aircraft Operator, IV. No. 21, (March 16, 1968) , 3.

26. The Canadian Aircraft Operator, V. No. 16, (January 16, 1969) ,1.

27. Frank Burnham, "Aerial Firefighting Comes of Age," American Aviation, (January 20, 1969), 4.

28. . The Canadian Aircraft Operator, loc. cit.

29. The Canadian Aircraft Operator, V. No. 7, (September 5, 1968),1.

30. Ibid. American Owners and Pilots Association, 1967 Profile of Flying and Buying, (Washington, D.C.).

The Canadian Aircraft Operator, IV. No. 3, (March 1, 1967) , 1.

Department of Industry, Light Aircraft Study, (Ottawa: 1966) , P. 30.

National Business Aircraft Association, Business Flying, (Special Report 67-6, March, 1967). P. 18.

Aircraft Owners and Pilots Association, op. cit.

Federal Aviation Administration, Aviation Forecasts Fiscal Years 1968-1979 (Washington, D.C.: January, 1968), P. 25.

Federal Aviation Administration, F.A.A. Statistical Handbook of Aviation (Washington, D.C.: November 1967), P. 77.

Department of Transport,. General Aviation Survey 1967 (Ottawa: 1968).

Department of Transport, Aeronautics Act and Air Regulations, Third Edition (Ottawa: Queen's Printer, 1966) P. 3,4.

J. A. Wilson, Development of Aviation in Canada 1879-1948 (Ottawa: Department of Transport) P99.

William Robinson "Employees Are Big Congestion Factor" American Aviation (November 25, 1968) P17.

J. K. Main, Voyageurs of the Air (Ottawa: Queen's Printer, 1967), p.353.

Bernard Schriever et. al., op. cit., P. 340.

Department of Transport, Aeronautics Act and Air Regulations, op. cit., p. 42.

Department of Transport, Canada in the Jet Age 1962-1972 (Ottawa: Queen's Printer, 1962), p.47.

Department of Transport, Airport Operating Subsidy policy (Ottawa, Mimograph).

Federal Aviation Administration, National Airport Plan 1969-1973 (Washington, D.C.: 1968), preface. 338

Department of Transport, Air Services Objectives and Policies (Ottawa: 1967), p. 68.

The Canadian Aircraft Operator Vol. 5, No. 16, (January 16, 1969), p. 1.

Federal Aviation Administration, National Airport Plan (Washington D.C. 1965), P. 11.

Ibid.

Ibid.

Federal Aviation Administration, General Aviation Airport Financial Data, preliminary data (Washington, D.C.: 1968) .

Gary Fromm " Civil Aviation Expenditures" Measuring Benefits of Government Investments. R. Dorfman (ed.) (Washington, D.C: Brooking Institute.! 1965), p.175.

Federal Aviation Administration, Eastern Region, General Aviation and its Relationship to Industry and the Community (Jamaica, New York: Revised April, 1964) , p. foreward 1.

Utility Airplane Council, General Aviation Today and Tomorrow (Washington, D.C: July 1967). p.51.

Aircraft Owners and Pilots Association, The Truth About General Aviation (Washington, D.C: February, 1968), p.10.

Loc. cit.

Federal Aviation Administration, National Airport Plan, 1965, op. cit., p.7 .

President's Advisory Commission, The Airport and Its Neighbors (Washington, D.C: Government Printing Office, 1952) , P. 34.

Federal Aviation Administration, F.A.A. Statistical Handbook of Aviation, op. cit., p. 228.

Ibid. P.229

The Port of New York Authority, Schedule of Charges for Air Terminals (New York: Revised to June 1, 1968).

Aviation Subcommittee to the Committee on Commerce, United States Senate, The National Airport System (Washington, D.C: Government Printing Office, 1968), P.11. 339

CANADIAN GENERAL AVIATION

BIBLIOGRAPHY

Transportation, General

Currie, A.W., Canadian Transportation Economics, University of Toronto Press, Toronto, 19 57.

Fitch, Lyle C, and Associates, Urban Transportation and Public Policy Chandler Publishing Company, San Francisco, 1964.

Glazebrook, G.P. de T. AHistory of Transportation in Canada, Volumes I and II, McClelland and Stewart Limited, Toronto, 1964.

Lessard J. C. Transportation in Canada, Royal Commission on On Canada's Economic Prospects, W.L. Gordon, Chairman, Queen's Printer, Ottawa, November 19 56.

Milme, A.M. The Economics of Inland Transport, Sir Isaac Pitman and Sons Ltd. London 19 60.

Owen, Wilfred, The Metropolitan Transportation Problem, originally published by the Brookings Institution Doubleday and Company, Garden City New York, 1966.

Owen, Wilfred, Strategy for Mobility The Brookings Institute, Washington D.C., July 1964.

Ruppenthal, Karl M ed. Revolution in Transportation, Graduate School of Business, Stanford University, Stanford, California, 1960.

Ruppenthal, Karl m, Issues in Transportation, Charles E. Merrill Books, Inc., Columbus Ohio, 1965.

Sampson, Ray J. and Martin T. Farris, Domestic Transportation Practice, Theory and Policy, Houghton Mifflin Company, Boston, 1966.

Wilson, George W. Essays on Some Unsettled Questions in the Economics of Transportation, Foundation for Economic and Business Studies, Indiana University Bloomington, Indiana, January 196 2. B. -' • GO VERNMENT F UBLI C AT I ON

United States-Department of Commerce, Bureau of Public Roads, The Role of Economic-Studies in Urban Transportation Planning, prepared by J.P. Meek Government Printing Office .,: Washington D.C« August 1965°

Report of the Royal'Coram!ssion on Transportation 1951. W.F.A-. Turgeon, Chairman Kings Printer, Ottawa 1951. Royal Commission on Transportation M.A..MacPh.ers.on, Chairman • Q.ueen1^ Printer, Ottawa Volume I--March 1961 --V" •'Volume II—December 1961

• ••• Volume III—July 1962, : . ' Vv .'•

C. ARTICLES

The Dynamics of Urban Transportation A symposium sponsored by Automobile Manufacturers Association, Inc., Detroit . . October 23-24, 1962.. Lea N.Do. and Associates, Review of Vancouver Transportation.. Report to Government of Canada, Department of Transport, Vancouver October 7, 1966.

Civil Aviation, General

A. BOOK

Barry, W.S., Airline Management George Allen Unwln Ltd. . London 1965. ' • - Caves, Richard E, Air Transport and Its Regulators, Howard University Press, -Boston 1962„ Cherington, Paul W„, Airline Price Theory, Howard University Press, Boston-19 5cH ~. ' . " Davies, R.E.G., A History-of The World's Airlines, Oxford University Press,. LorySoxT, T^D^iT" Frederick, John K.,' Commercial Air Transportation, Richard D. Irwin Inc. - Rosewood, Illinois, .1955« 341

Report' of the-.Transportation Workshop., 1967.- Air Transportation- 1975 and -Beyond ":•: A Systems Approach, The.M.I.T. Press, . Cambridge, Massachusetts 1968. ' . T..//•>X:----^:-X.<

Spes.s,; Robert' Dixon, Air Transport Management,- McGraw . Hill. Book Company, New York 1955. ..; ... ' '.:-'...!•/ Stratford, Alan H.y Air Transport Economics in the Supersonic • Era,. McMilllan Book Company,, London, 1967« Thayer, Frederick C, Air Transport Policy and National Security, University of North Carolina'Press, Chapel Hill. 19o5«

' ' i 1 - B. GOVERNMENT PUBLICATION "' '' '/\^. : •:'V:,'-

The Air Registration Board, Formation Aims and Activities, .London, March 1967, ' .- Air Transport -Committee, Directory of Canadian Commercial Air Services, Queen1s Printer, Ottawa, Annual.

Department of Industry, Aerospace Branch, Aerospace Study—•• :'Volume I, The World Market for Aerospace Products 19o'5-1975'

plus Appendix to Volume I, Ottawa June i960. . • ~ ~;.

- • . ' - • *• ' . Department of Industry, "Aerospace Branch, Aerospace Study- Volume IT, Economic History and Performance of the Canadian Aerospace Industry and of the Technological and Product Capabilities and Resources.of the Canadian Aerospace Community, Ottawa, August 1957.• Department of Transport, Annual Report, Ottawa,.Annual

Department of Transport, The Canada Air Pilot 'Water Aerodrome Supplement Compiled and Issued by Surveys and Mapping Branch, Department of Energy Mines and Resources, Ottawa, Annual... Department of Transport, Air. Services Branch Canada in the Jet -'.Age-A Report on A Study of Demand of Transport Air Services "Needs 19.62-1972, Queen' s. Printer, Ottawa, November, 1962,

Department of Transport, Civil. Aviation.Branch,' Planning, Research and Development.Division, The Sonic.Boom and the SST, Ottawa'February 1967 0 • '• ' .... Federal Aviation Agency, Aircraft Noise and Its Problem ' Washington D.C, .1962*' ' '. ' " , . 342

'Jet "Aircraft Noise Panel.,. Office of Science and Technology, Alleviation of Jet.. Aircraft jioise Near Airports, ; •r : Wash In gt on, D „ C., Mar ch 1966. _ '•• , - \..;; '-••• ;:f : v' Studnlcki-GIzhert, K.W. The Regional' Air Carriers' Problem, A Study prepared for "the Air Transport Board, : .Queen's Printer, Ottawa, September, 1966« . -. . j : Turner, The Honourable John N. Minister^without Portfolio^ All- Systems "Green"-A Look at Tomorrow, Notes for a -•' speech '-to the.. Canadian Air Line Pilots Association •' _ Vancouver, November 10, 1966. -;:V ';

: %X:T;:TX'T: -:r-y C. ARTICLES • .' ".:'.;: - wvV ;..'. v^:^v:'.>-

'Gow,. G.E., Equipment Planning Problems: Airline industry, Paper presented at the Canadian Transportation Research Forum, Vancouver, May 1-4, 1963, ..'.,;. ' -. .-Harris; Ralph "F.„-, The Economic Efficiency of Regional Air -.-;' Carriers In the National Transportation System,'Paper - •- presented at the. Canadian Transportation Research Forum, Vancouver, May 1-4, 19680 . v-- ' •Harris, WoR., "A Look at Airline Subsidies, paper presented to •the "Canadian Transportation Research Forum, Niagara Falls, - September 8,9, 1966. ," • .:.:'•'';':'"•-. ,'.-./•'. .The" Issues and Challenges of- Air Transportation II : The Impact "of New Technologyo A symposium sponsored, by Connecticut -General Insurance Company,' Hartford Connecticut, May 15, 16-and 17, 1963. .' - , , Mcl ntosh, Colin H., The Economics of Local Airline Subsidy, Air Transport World, '.Washington, D.Co

-National Business Aircraft Association Noise Abatement Program, Washington D.C.., June 1967»" SR 67-12 "Studnicki-Gizbert, Konrad VI*, Application of Benefits/Costs Analysis- to the Subsidization of Transport Operations with • Special Reference to Air Carriers, Paper presented at the .Canadian Transportation Research Forum, Vancouver, May 1-4 1968.- - . . . . .,.._' ^ 'Studnicki-Gizbert, K.W. Structure and. Growth of the Canadian • -".- Air Transport • Industry, paper prepented to the Canadian . Political Science Association Conference on Statistics, Queen's.University, Kingston., Ontario, June 7 and 8, 1960. 343

Stra3zheim, • ManIon R., Air Passenger Technology and Public Policy in the Developing Countries, Paper,. Ninth Annual : :^ -rMeetlng,-.Transportation -Research Forura. " : The Richard B..' Cross Company, Oxford Indiana, 1968. :'/ .

Stir aszheirn, Man'Ion R.", The International Airline-Industry, • The Brookings Institution, Washington, D.C.1968.

D>:•-=.. UNPUBLISHED • MATERIALS

Studnicki-Glzbert, K.W.,.'The Economics of Canadian Air :. - Transport' Industry, unpublished Ph.. D Thesis, Department of Economics .and Political Science, McGill University, ^•.'•'••'.Montreal', Anril 1964. . •• • .- ' •'.

E. .. PERIODICAL

Fl 1 gh t Map a z i n e "Special 18th Annual Local Air Service, Issue", June 1967. ;

"New Lift. .In Private Aviation" Business .Week, .January 1.9,1963.

Murnhy, Robert T., "Transformation of the Local Service ... * Airlines" Flight Magazine July 1967 P 25.-26.

General Aviation General

A. . BOOK

Clare, Kenneth G., Southern California Regional Airport Study, ' -• Stanford Research Institute,'South Pasadena, California, . March 1964.

Ogburn, William F., The Social Effects of Aviation, Boston •' Houghton Mifflin Company Boston 19^6".

B. ARTICLES

Aircraft Owners "and. Pilots Association, The Truth About General Aviation, Washington, D.C. February 1968. 344

' Arth ur D. LIttie Inc., General Aviation, New York March 1966. ;,. B/'-- /Arthur:D.".' Little Inc., A Survey of the Executive Aircraft [.:'•;.•-./:'*" ^Market/ Report- to the Lockheed-Georgia Company, C-67198,

J /././ . : •... ,.'/Cambr 1 dge, Massachusetts, 1965. '/.: v?.\• ;v Cessna Aircraft Company, Transportation.and World Progress,- Wichita, Xanse 1963. /,-.,//;:./'/."/• .' '/--';'

Gillf illan, ¥ alter E.", .California General Aviation, Institute of Transportation and.Traffic Engineering, University of California, Berkeley, June 1961. : • - -The..Lockheed-Georgia Company A Survey of the Executive .' >;•''/-"';" ..Aircraft Market, Mare Georgia..: :""- • -'-/ • ••'/.: National Business Aircraft-Association, Inc., Business Flying, .:;'.'.;v.^ ••• Special. Report 67-6° Wash i n g t on, D.C. March 1967. d^...,-^ .. /'Royal Canadian Flying' Clubs Association, Annual Report • presented to the .thirty-eight annual.meeting, Skyline , :: Hotel," Ottawa, September 23-27, 1967.. /:>•:,/.-Smith, .Mark 'H.' and Harry P. - Schmidt," A. Rational "'Method for . / ,v--:;.: - ..... Selecting.. Business Aircraft Society of Automotive Engineers //, Inc., New York, 19 64. '•'..''.'.'.'; .'• •'-! • ..'^ ....'•' ///• .-Thomason, Leslie L., 'Summary of Booz-Allen-HamiTton Analysis of '-: "•'••'"' Market Potential for Utility-Type Aircraft, Cessna Aircraft ... Company, Wichita, Kans, 1954. .-. ..:,.'/ ../^University of California, Institute of Transportation -and ... / ."' Traffic Engineering Airport Course Material, Short- Course "•:/.''.,.;.'' on Airport Planning, Safety, and Fixed Base Operations, - ' '/,•...:-/. Berkeley December 19ol.

...... Utility. Airplane Council"" of Aerospace Industries Association, ' General Aviation Today and. Tomorrow Transcript of. /"./;. ..../'•• Conference-Briefing Washington, D.C., July 1967. '

: C. 'GOVERNMENT PUBLICATION' ./" .• .

: v Department of Transport, Economic Folicy and Research Branch, ... -Canadian General Aviation 19.61-1973, Ottawa,. November 1962. -' Department of Transport,-'Planning, Research" and Development '•': . '..Division, Civil Aviation Branch, A Study of General ."'"; ; Aviation at Vancouver, 011a.wa., November 1967.. United-States Federal Aviation Agency,' Eastern. Region, Air-' port's Division, General Aviation, and Its Relationship to " Industry'and the Community, Jamaica. New York "April 7, 1964.

.United .States Federal Aviation. Agency,. Of flee - of Management . Services, ' Data" Systems Division,- Statistical Services ::•-';'•Branch,. General Aviation ^Aircraft 'Owners Survey 1962.

.'•/••: ' ' Washington D,C», June 19o40 •.. Metropolitan Commuter' Transportation. Authority., Jetports and: "V.v-; General Aviation in the New York Metropolitan Area, .: :Nev; .York March" 19Wt'T , : -• ' , Philpot-1s, Lo Eo, The Use of Aircraft in -Canadian Agriculture, • rV; . 1957.,.- Canada. Department of Agriculture,, Economics Division - , Marketing: Service,".Ottawa.' '' July" 1958. T r 1 - S t at e . T r an sp o r t a tl p ii" C o m rn i 11 e e ( C o n'n e c 11 c u t,; N e w J "e r s ey'and • . New York) . General Avlation-The Nation ' s Business..Aircraft Fleet, New York' 1965..

: VD0 -PERIODICALS

Altshul, Sellg, "General Aviation Market Looks Healthy Despite -

. Current Lag" American Aviation, October- 1967. '. ;

"Battling Over -the Air Traffic Jam"- Business Week "May' 25,; 1968

Page 109-110. - '..-..-. .'','-':'\":':;"'7' '""•. .: ". • •• ' ",-' Bulban Srwin J. "Corporate Jet Competition-' Stiffening" Aviation Week end Space Technology, March -6,. 1967 Page•279-290. "Business Aviation 1968" Fl 1 gh t In terra t i on al, June 27," 1968 Page. 956-971. •..--.' "Business Flying-British Stress General Aviation Exports"- Avlat'lon.-Week and •• Space Technology,' September 16, 1968. •'.'.- - ••Fage 117-121. Henry, Wyman L,,- "Maturity for Marketing" Flight Magazine'- April 1968. Page 24-26. . '.."-. ~ Klass, Philip J.,' "New Proximity Warning Indicator for General ...Aviation Proposed", Aviation Week and Space Technology . September 16, 1968. Page 165. - "Light-Plane Makers' Finally Get Airborne" Business Week, • April 30, 1966. Fags 159-162. 346

•Skinner, James Eo,"Bllllon-Dallar Billings Foreseen for •-. General .Aviation" American- Aviation, May 1968 Page .125-130..

Weissmann. Tom.,••'"These Jets Mean .Business". Canadian Aviation '•'•• September 1957 Page 18, 19, 64, 65. ~:. ;:.y

Civil Aviation, Statistics

A..v:.' GOVERNMENT PUBLICATION

.Air Transport. Committee, Airline Passenger Origin and Destina- . '.: .. tlon Statistics, Domestic Report, prepared by the Aviation Statistics Centre, Ottawa,. Annual. ...' ..••:',/-:vV^ V'.y:•:/^ •'.-/•_•

Aviation Statistics Centre Canadian Location Identifiers for > '-. Aerodromes (listed Alphabetically by Location! ~ . Ottawa, July 1967, ., . ;.:'•;.• -'..••...;•> ',.:/•..•^.^i.^'yX:

Aviation Statistics Centre, Service Bulletin, Ottawa .ASC-SB-4-2.'

Department of Transport, Transportation Policy and Research . Branch, Air Transportation Statistics and Forecasts Passengers, Cargo and Air Traffic Movements, Ottawa, .

June 1968. v . - .- ; :;;.•;/ . •".','[:.-.

Department of Transport, Aviation Statistics Centre, Aircraft ... Movements, Ottawa, Annual..

Department of Transport, Civil Aviation Branch,.Canadian Civil Aircraft Register., Queen ' s. Printer, Ottawa., Annual.

'Dominion Bureau of Statistics, Transportation and" Public- Utilities.Division, Aviation Statistics Centre, Civil Aviation, •' ^ueen 1 s. Printer, - Ottawa, Annual-. ;

.United States Federal Aviation Agency, FAA Air Traffic Activity, Washington, D.C.,,Semi Annual.

United States Federal Aviation Agency, Annual Report,. Washington, D.C, Annual.

United States Federal Aviation Agency, Statistical Handbook of . Civil Aviation, Washington,. D.C, Annual.

..Goudey, R.3., Department- of.Transport, Planning,- Research, and . ' Development Division. Growth of Aviation in Canada, Ottawa,- ... ••; July 1966. 347

B. ARTICLES

Air . Trari sport-- Association of .America, Air Transport Facts and v ..V; - Figures, Washington, p. C?,. Annual,.;. ...: •'•_-.',- •'-.'.•,'--'-

General Aviation, Sts.tistics

A.-.'.ARTICLES

-Aerospace Industries-Association of America, Inc. Aerospace Mews Office of Public Affairs, 'Washington, D.C. - : : : v ''-;' •'••;*''-, - •'-'. ' ,--'-: 'T-: V .''"•••••''y' ;'•': ~ ' Aerospace Industries Association of America Inc., General ''"••' Aviation Airplane Shipments, Statistics 68-5' Series 3-1 Washington, D.C. January-15, 1968. •'Aircraft Owners and .Pilots Association, 196?. Prof lie of Flying and Buying, Washington, D.C. 1967. '

".:•' v^'B. .• PERIODICALS '•. \ V''; 'V' / 'y . V .;

.'. Brown, Day id A.', "Jet Market. Feels War's Economic Impact" Aviation Week and Space Technology, March 18, 1968 . . Page 303-313. ; •-•.•.'';/'' ,':./•' : .-'y-'" -:'yV-

Aviation Financing

..• • '•- . ' A. BOOK;..

' Fromrn, Gary, Civil Aviation Expenditures, Measuring'.Benefits of Government Investments, Robert Dor fin an ed. The Brookings Institution, Washington, D.C. July 1967,' .' Lindholra,. Richard Wo, Public Finance of Air Transportation, A_ '_ '•• Study of Taxation and Public Expenditures in Relation to a. • . • Developing Industry, The Bureau of Business Research, •• College of Commerce and Administration., The Ohio State •'..-' University, Columbus, 1948. -Southern California, Laboratories of Stanford Research Institute, ^gP-P°^ic Principles for Pricing Airport Services, SRI , Project No. 1-3100,, South P'asadena./California November 1961, 348

B, ;G0.yERNx-5SNT ;. PUBLIC AT IONS ^ ••'.'•:• ''O;

Mathematica, Public'Investment In General - Aviation Airports: .. •'..: An Application of. Cost-Benefit Economics, prepared for f/T^>:the Federal aviation Agency under contract No. FA66* • WA-15^9 •

The Part' of New-York Authority, Schedule of Charges for Air • Terminals New York, Revised to June 1, 1968.

C. ARTICLES

Dygert, Paul K. ,'•• Criteria for Airport Investment,. A paper presented -to.'the .Transportation Colloquium, Hotel Vancouver, December 5-6, 1968.

Gillfillan, "W.', A Procedure for Pricing-General'' Aviation . Aircraft Parking. ..Institute of Transportation-'and Traffic Engineering, University of California, Technical Memo-' . No. B-48, October 17, 1966. .'•

Horonjeff,' Robert and .Zettel,. Richard,, The Practice and Theory ' of Airport Financing Based- on a Survey of California Airports, Research Report no..24, The Institute of Trans• portation and.Traffic Engineering, Bereley, California, . November. 1956. '.'•.-.'"

National Business Aircraft Association, Airway System User, Charge Policy Washington D. C. 1968 SR 63-2 February

A v i at ion, Man p o ws r

A. GOVERNMENT PUBLICATIONS

Arizona State University, A Study to Determine the Feasibility of ...Establishing a National Program for Teaming Skilled .. Aviation Personnel, prepared, for Economic Development .. . Administration, United States Department of Commerce, Washington, D.C. September 1967.

Department of. Transport, Planning Research and Development - Division,- Civil Aviation Branch, Future Commercial Pilot • Requirements, Ottawa, April 1967.

United. States Federal. Aviation" Agency, Project Long Look-. Report of the ..Aviation Resources Study Board, on Manpower ., Requirements of the Civil Aviation Industry, Washington, '. D.C., September 1964, 1 • 349 Civil Aviation, Repulat,ions y^;.^ ';' ' ' V _'Y;..' :.";/v yVy\ v

Air-Transport Committee, Economics Division, The Regulation of Domestic Fixed-Wing Charter Air. Services: Discussion Paper

/;'..' •..; *. . File No: (2-19-1), (6-14-5).. June 26, 1968, ' •••; •• - V:'/ ; ^'..'Department of" Transport,, Civil Aviation. Branch, Air Naviagation- •' Orders, Queen's Printer', Ottawa, 1966, . ' ''•

Department Of Transport,.Civil Aviation Branch,' Aeronautics - Act and .Air Regulations, Third Edition, Queen's Printer, : : ,;/''..r , • •• Ottawa,. 1966, • • ••;•::' . :• .'.r.,

; : : 'V;: X/X)\T r_y y -X[:J ^- * B, UNFUBLI SHED .",'."••/'•. - ''-•'''/'

. Gross, Fred, Paul, The Air.Transport Board and Regulation of • Commercial Air Services, Unpublish M.A. Thesisj Carleton University Ottawa 1955.

Aviation, History.

A. BOOK

Ellis, Frank' H, Canada's Flying Heritage, University of Toronto Press, Toronto 1954. ... -Myles, Eugenie Louis, Alrborne. From Sdmonton, Ryerson Fress . Toronto 1959. Sullivan,.Alan; Aviation in Canada 1917-1918, Rouse and Mann Ltd.., Toronto 1917,

3. GOVERNMENT PUBLICATIONS

Department of•Transport, Air Services Branch, Development of Aviation in Canada 1879.-1948; J.A,'. Wilson Ottawat Directorate of Air Development Department of Reconstruction .and Supoly Development of Commercial Air Services in .'- Canada, 1919-1944, Ottawa, August 31, 1946. Wi Is oh, •. - J ••. A-.: The Influence o'f:. Civil Aviation in the •;! • Development of Canada' s . Air Power, Canada, Depart.ment - ,.'. of-Transport, 19437 . . '•• •

::'-"}/V-V'^/-f • ••..;ri>fL.r:-'"'- .^'-''^ ^ -'C';" -"V-AHTICL3 • ' O 'V ./^ w''

Introduction, to the Cessna Aircraft Company, Cessna'• Aircraft Company, Wichita,. Kansas 1968* • - • '• Malott, Richard, Airmail Flights of Canada and. Newfoundland

. Royal Canadian. Air Force Ottawa. .1961.. : '•' '.. : ...

:Trans-Canada Air Lines, Office" of the 'Vice President" The' Establishment of Local and Feeder Services of Airline -Nature in the Immediate Future, Economic Report No.. 7, .Winnipeg .August 10, 1945.. ' \.'

D. UNPUBLISHED '"' ' '

Bra.ndreth, Harold G..-, The History and Economics of Canadian :. Commercial Aviation (unpublished.) " •" • •

.,: S. PERIODICAL

Hot-son, . F.W. "Birth of. Business Flying in Canada" Canadian . Aviation September 1965.. Page- 20-23.

Policy

A. BOOK

Gwilllam, K.M., Transport and Public Policy, George.Allen, and Unwin Ltd. London 1934. .Owen, -"Wilfred and Charles Le. Bearing,. National Transpor• tation Policy The Brookings Institution Washington., D.C. . 1949. . , . • '...;.. , ..•.•'.. - . • Wheatcroft, Stephen, Air Transport Policy, Michael Joseph Ltd . London 1964.. . . "... 351

United States Federal'Aviation. Agency,, Project Horizon- .•'"'•". ':.'/; '• Report of the Task Force on 'National ••Aviation Goal's. . • . - Washington, D.C., September 1961. .-...•,-'•./ \ ..United States, Senate,. Committee on Aeronautical and; Space •;. ':;.,-:•-'-. Sciences, Policy Planning for Aeronautical Research and Development, Staff report prepared by the Legislative . Reference Service, February of Congress, Document no.. 90 89th Congress, 2nd Session May 19, "19660 '' "Urban Mass Transportation Act of 1966 N.R. report 1487, .89 • Congress,. 2nd Session May. 9, 1966. ..•..:.•.,..:• Urban Mass Transportation. Act of J964 78 . Stat.. 3.02 (1964), • /.Wheatcroft, Stephen F., Department- of Transport, Airline Competition in Canada, Ottawa, May 195.8. -Williams, Ernest W. Jr. and Bluestone David W.,'Rationale of , .. •: Federal Transportation Policy, appendix to Federal •.' Transportation policy and Frogram, United States Department • . of, Commerce, Wa sh in g t on, D. G. '•, April I960. ...

B. " • ARTICLES

.National Business Aircraft Association, Policy Statement •'. Airport Requirements, .Washington, D.C. September 1967. . SR 67-21. ~ ':. National Business Aircraft-Association. Policy Statement Developing The National Airport System, Washington, D.C. V."'--. SR~o8-i4v ...... ,National Business Aircraft Association, Rationale NBAA Policy • • Statement, Airway User Charges Washington D.C. ~ ...March 1, 1968 SR ^7

"Surba, C.F., Our International Civil Aviation Policy-Past, Present, Future Transportation Research Forum-Papers Sixth Annual Meeting, The Richard ,B.Cross Company, Oxford.

Indiana. 1965c „T.

•: C. UNPUBLISHED

Hughes, William, Public-Policy and Airline Competition in Canada, '.'unpublished Fh.D Thesis, School of Business, Indiana University, 196l«• 352

D. PERIODICAL

Brannari,/ Peter "Enlightened '• Policy' - Aids.' Community Airport /../.Plana" Canadian Aviation,. May -1965.

Forecasting - ."/•:'./•

>' ' :% "• ,';';/ A. '' BOOK

•"'Lansing/ John B.,' The Travel Market 1964-1965, 'Survey Research ';•••/• Center, Institute for Social- Research, University of ..Michigan, Ann Arbor, Michigan, October 1965. v ; ;. ; G 155., Uo L2.1, 1965. '; : ^ " Taaf fe, Edward James, The Air Passenger Hinterland" of' Chicago, Geography Department, University of Chicago Research " Paper 24 . 1952. .\ \ ••

B. GOVERNMENT PUBLICATIONS. ''•••'.'/-..

'A4coj3"4.u_t.i,c.al Research F:Q:U:ndM.j^^^ AyjaJ^^Facl 1 Ities:- 1956-57 Prepared for .Mr. Edward P. . Curtis SpecTaX~Assi~st3.nt to the President for Aviation Facilities Planning Government Printing Office. Washington D.C, 1957. . ,

'Civil Aeronautics Board, Forecasts of Passenger Traffic 19.65- 1975, Staff Research Report No. 5,. Washington, D.C. ...September 1965... /. Civil Aeronautics Board," Forecast of 1967 Scheduled Domestic Air'Passenger Traffic for the Trunk .Carriers, Research Study, Washington,•D.C.

•Federal' Aviation" Administration', Airports, Avi at i on Pern and and Airport Facility :Reoulrement Forecasts for Large Transportation Hubs Through 19oOV Advisary Circular •/.'- No. 150^5040, Washington, D.C. August 1967c Institute for Defence Analysis, Demand. Analysis for Air Travel * by • Supersonic • Transport, Volume 2 prepared, for the ... Federal Aviation Adtain 1 s tr at ion, Washington, 'D.C..' • •'• Kates, Peat, Mar-wick and Company, Study of. Air. Travel Fore- v.,: c a at in g ' T e c hnl que, submitted: to the Department;, of Trans- '. : : : port, Toronto, .April 1967«, .; : \-; "; •• The Port: of. New York" Authority, Air Travel Forecasting 1965- 1975,'- prepared by the Eno Foundation for Highway Traffic : Control, .Columbia University Press, New York 1957- '• .

The Port of New-York Authority, The 1963-1964 Overseas-Domestic Survey, New York.- ; _.- .. ' -•

.United .States Department -of Transport,. Federal Aviation Administration, Office of Policy Development, Economics' .".'-'•Division. Aviation .Forecasts Fiscal Years 1968-1979..

..--Washington, D0Co January 1968. • • -.- • y. United . States'Federal Aviation. Agency, Office of-Policy ... Development, Economics.- Division-. General Aviation a Study and Forecast of the Fleet and-its use in 1975« - Washington D.C- July- 1966.. . - • ...... '...... _... ..

;: : ;_:> -, •''.' •:.;•;':'' • ''.~.C':»- ,-\ ARTICLES' . /...: ••:•>•-•:..":

Arthur D. Little Inc. Forecasting General Aviation Activity in Michigan.Report to Aeronautics commission Michigan Department of Commerce'...Transportation Predictive..'' Procedures September'1966. . •'...' • ,--

Behaviour Science Corporation. (BASICO) The Development of .New Markets' for Air Travel, Panorama City, California, " Spring 1965.-

The Boeing Company, Airport Activity Analysis, Seattle Washington February 19o7o

.The Eoeing Company,-, Commercial Airplane Division, Calling " the Turns: The'.Forecasting.-Problem in. the Growth Industry Dr...W.Mc Wallace, and J.C-. Moore, S-2122 'May 1963.

Brown, S.L., Measuring the Elasticities of Air Travel, Business, and Economic Statistics Section, Proceedings of the American Statistical Association, 1965. •Else, ;.Dr. C, Air Canada's Econometric Marketing ..Model, a • paper, presented at the Canadian Transportation Research' • Forum, Niagara Falls, September .8.,9, • 196.6.....-' • •'.--.' Mo 38 s, L oN. ,v. arid Beuthe The' Demand ' for - Transportation, paper v "yy (delivered before the -Sesq-uin centennial meeting of.the yvyt:y National.... Academy of .Sciences, August 1967.y .. [

Systems' Analysis and Research Corporation, Air Traffic Growth,' January 1967. .

Travel Research International, The.Profile of the Pacific •: '• Traveler, Fall 1967.

Watson, J.P., Airline Pricing, in Canada, Transportation. Research Forum,. Paper-Sixth" Annual Meeting, The . Richard'yB.--.Crpss. Company, Oxord, Indiana, 1965. "••"'•- .•'

•.-'.'yyV "•''- y D. - UNPUBLISHED y ." ,-'••"•

Oehm, Peter Friedrick, Cri'teria for. Forecasting Intercity Air Tra.vel, Master of Arts Thesis, Community and Regional Planning School, University of B.C. '.Vancouver B.C., ••••'•: May 1967. ' .. . : - ". . . '

E. PERIODICAL

Baxter, Nevins D«Baxter and.£. Philip Howrey, The Determinants .of General Activity:..A.Cross-Sectional Analysis • Tr an sport at 1 on Re sear ch, Volume 2, .March 1963.

•Airport Planning ". . '

y .'• A. BOOK " • y

HorOnjeff, Robert. The Planning and Design of Airports, McGraw-Hill Book, Company, Inc., New York 1962, •

-.B. GOVERNMENT" PUBLICATIONS

Civil Aeronautics Administration, Office of Plann'ign, Research •and Development Community Size and Economic Character, Staff Study,'.Washington D. C« .-July 1933. 7 *y;/Department'.'of: Energy,: Mines,, and Resources, Surveys and "'-'*,> / .'..; . .Mapping Branch, Cana/dlan Aerodrome Directory, Published •• for the Department of Transport, available, from Queen'^s / .-•••"-'••Printer, Ottawa, Annual.' '::r.:/--: "'"",• '.' "• - Department of"Transport,Research and Programming Division, and Economic Policy and Research, " Toronto International Airport ( Malt on ) -. Sy stems Analy si s - ORD 6 5,, .011 aw a, ~ '.

. •>/;;,November 1965« ',• .-• '.• v- •• -....•/•"'• .•>''-•' ^li'-y Detroit Metropolitan Area Regional Planning Commission, Detroit, Environs Study and Plan, Detroit Metropolitan: Wayne County Airport. May 1964 IR .14343. •; ... "•"Hemming, D.R., Systems. Planning in "Air Services, Department of Transport. Paper presented at the Canadian "• Transportation Research Forum, Vancouver, May 1-4, 1968.

McArthur, Neil M., Airport and Community; Five'Case Studies' of Local Airport Land Use, Queen's Printer,,Ottawa, 1965. Pelletier, G.A., Considerations of a Proposed Policy Frame• work to Protect and--Enhance Airport Development, Depart- - ment of Transoort Construction Branch, Ottawa, October ' 1967.. - ; ' • ';V';: McDonnel-"Aircraft Corporation - St.Louis, Techn'ical and Sconoml-c' Evaluation of Aircraft for Intercity Short-Haul . Transportation, Appendix G. STOL/VTOL impact on the Urban Scene Prepared for Federal Aviation Agency-Aircraft- ' Development Service. April 1966. Transportation Consultants, . Inc., Aids available, for Gompat- ible. Land Use Planning Around Airports, prepared for the Federal Aviation. Agency. Washington, D..G. June 1966.

.Transportation Consultants Inc., Compatible Land Use Planning .' on and Around Airports,, prepared, for Federal Aviation. Agency, Washington, D.C, June 1966.

-Trl-Sta.te Transportation Committee (Connecticut, New Jersey . . and New York), Genera.l Av 1 ation Airports for the Future New York, 1965". . .

The.Port of New York Authority, Airport Requirements and Sites, New York December, 1966. The 'Fart of-New York Authority, A Report- on'Airport Require• ment s'and Sites in the Metropolitan New.Jersey-New York Region, New York, May 1961..

United'States Federal Aviation Administration, Systems • Planning Division., Airports Service, The Airport-Its Influence on the-Community Economy, Washington Do Co 196?. .

United States Federal Aviation Agency,' Airport Planning a3 a- Part of Comprehensive State "Planning Programs, ..Advisory

- Circular 1-50/5050-1;Washington D.C, .April 1966o

United States Federal Aviation Agency, ' Airp.ort Advance Planning:'and Engineering, Advisory Circular 150/5100-4, .Washington, D.C.o, January 1968. - . ....'.>•-.-.., United States Federal Aviation Agency, Airport Site. Selection, . Advisory Circular 150/5060-27 'Washington D.C, July 19oo7 United.States Federal'Aviation. Agency, Airports Division, •-• Economic Planning for General Aviation Airports., Planning "•Series-Item no.4 Washington, .D.C.,. December I960.. ". •

United States Federal Aviation Agency, National Airport Plan • 1968-1972, Washington, D.C, 1966-1967. -United States Federal Aviation Agency,' Planning .the. Airport -'-..' Industrial Park, Advisory Circular 15.0/5070-3,.. Washington, D.C, September 19'65«

United States Federal "Aviation Agency, Air Traffic Patterns .and Community Characteristics, Washington. D.C 1963.

-United States Federal Aviation Agency, Bureau of Facilities and Material,' Airports Division, Economic Planning for General Aviation' Airports, ' Washington D.C, December I960.

United States Federal Aviation Agency, Planning, the Metro- politan "Airport System G0rdon Ed.wa.rds. WashIngton D.C., . 196^4 rR~or3~4"4T -

United States Federal Aviation Agency. Airports Division, A Study of the Areas for a Jet-port to Serve 'Metroo01 itan - .New York May 31, 1963 TL 726;.4 N5A5 19o3 AD 430~10oT United States Federal Aviation Agency, Ullllty Airports-' • Design Criteria and.Dimensional Standards,.Advisory Circular 150/5 300-4, Washington,- D.C, May 1967'. 357

United States .President'-s Airport Commission: The Airport and

C:v - Its -Neighbours- United States Government Printing Office .

-'..Washington D.C. 1952. . \:-/;,: ..': ; '..- v\';; . ".- ,. .'::-- United. States Senate, ..The National Airport System, Interim V:':;--r."Report ofthe: Aviation .Subcomraittee to. the Committee on . • -. Commerce,'90th Congress, 2nd Session, United States .v.---.:- •Government- Printing' Office Washington," D,C., January, 23, 1968. ...:'.. •--.,'... United States Special Assistant to the President for Aviation . Facilities. Planning, Aviation Facilities Planning, Final ;•-'-. -. Report, .United States. Government. Printing Office, . . Washington D.C- 1957." • •'-./•

• -i. . ' ' C. ARTICLES ' .' /, :" • '

Blumenfeld, Kans. The Relation of Airport Planning to Community . •. , . Planning and' Development, TorontoJuly 1908. .

California University, Institute of Transportation and.Traffic '.-'•"'• Engineering; California.Airports: Facilities Inventory Air ' Traffic and Land Use Projections. Berkeley, 1965..

Gillfiilan, Walter. E., The :Care and Feeding of 'Small Airports, ;. A paper'presented at the. Central. States Airport Operators and Managers Council, Lincoln, Nebraska, October 18, 1962.

McConachle, . C.E.3., .Aviation Systems,Planning as Applied to the Development of en Airport, Faper presented a.t the Canadian Transport at ion Research Forum, Vancouver, . . May 1-4, 1968,*

'Mitteraj'aier, A.H.G. and Beinhaker, P.H., The Aviations Systems Approach to the Development of an Air Terminal. Concept, .. .. Paper presented at' the- Canadian Transportation Research. . . '..-• Forum, Vancouver, May 1-4, 1968.

Spater, George -.A-., Airports and the Community: An Airline View, A-paper presented "by the Vi.ce-Chairman of the Board, . American Airlines before the American Institute of . Aeronautics and Astronautics, Anaheim, California " October 24, 1967, D. UNPUBLISHED

Copeland, Mart in"'," "The 'Application of Benefit-Cost". Analysis, to .- • • •'/' the. Capita;! Expenditure Decision on Local. Airports in ;:^r;i-;-y.;.Canadaj. an .unpublished graduating essay presented to the • • .. '.Faculty of• .Commerce and Business Administration, The ''•University, of ..British Columbia,. April 19 63 . • '-.•••• ... Nor they, John 'Laird. The Influence of Airports on the Location . • '". oi' Non-Aviation Industry.' A .Case Study: The Van c o u v er •;;-;.••.'.v -.Metrppolitan --area, '.B.C. M.A. in Community, and Regional '.Planning,University of British Columbia, Vancouver B.C.

- 19.63= - ••• ..v.-.-'. ' - . -.:,''-.•':;:.:'.: v .

' .- . S. . PERIODICAL ' ';•;.•'.."• ';''"•"-'.'-'; "

Blaine, J.C.D., "The Development of a. National .Airport Plan Land Economics, vclumn 30, 1954. Page- 270-274. Gillfillan, Walter S, "Airplane Performance;and the Small.. Airport" Journal of the Air Transport Division ... V Proceedings of. the American Society of Civil Engineers, '-'.'Washington, March" 1961. ' : - - • .Rational Aeronautics', What _ Airports' Have Done for St. Paul. -. January 1963 issue. ' " * , "'•'".

Airport -Access ;

Fo" GOVERNMENT PUBLICATION

United. States Civil Aeronautics Administration City to Airport Highways,' United States Government Printing Office, Washington D.C. April ,1953c United Stated Congress Senate, Committee on Commerce* High Speed Ground Transportation. Hearings before the Sub• committee on Surface Transportation 89th Congress, • 1st Session on S. 1588. June 14, 15 and 16, 19,65. Serial No. 89-22. Washington- D.C. United. States Government - Printing Office .1965. •' . . • 359

'G..X- ARTICLES

'.Call f orn la, Un I ver.si t y•.''.'. Inst'i t ut e of Transport a 11 on. and Traf.fi c ;. Engineering. A Study of. Access; Guidance to California • : ' General Aviation Airports Walter S Gillfillan. Berkeley. 1964. .. v-V '•• :'X--' W- "'-,, ''•• . :-.-:..-':'V':: • Distance to Airport and-.'Passengers Per 10,000 Population. In . . 'Carstensen, John R. An Arizona State University., Tucson • .May, 1966. A.D. 633191.'., '...'. •/•{.' • Hutchinson, B.Go And Pearson, F'.M.. An.' Evaluation of Ground .... ;•'.':'". ;Tran sport at ion.'Requirements for Airports, paper presented . at the Canadian Transportation Research Forum, Vancouver,

•". May 1-4, 1968. : ..".' " .. ;,..;: '.••'. Jordon, "Richard H., An Appraisal of the Problem of Location °^ Commercial Airports in Metropolitan Areas .in Relation to use and. €o .Gr-ounar~c"cess Time, - Special. Report. . '•Berkeley-Institute of Transportation and Traffic Engineer• ing... University of California, 1961. TL 725.3 LGJ 72. .

H. UNPUBLISHED' :;/ . '. '•

L enn e n b au m,. Mar tin, .Effect of the Interstate Highway System and Other Freeways on 'Short-Haul 'Air Transportation, unpublished.' Master of Engineering Report, University of.-. • California, Division, of. Transportation Engineering, . ..Berkeley, California, 1963. ,.' ...

I. Periodical

Airport Access Held Community Problem Aviation. Week, 84:45 May 30,. 1966." : .' 4 . • 'v.. '.'"''•' . Brown, J. F., Ai rpor t Ac c e s si bi11ty Affects Passenger -

' Development.- ASCS Proceedings 91^47 -58 (Journal of : 'Aero-Space- Transport Division) .No. ATI, April 1965, ' Paper 4302„ .

Harvey, R.C. Access to Airports. Engineer 220:831, ' November 19, 1965» 366

Farrisb, Wayne W._'Panlc Today-Chaos-"Tomorrow. (Personal view) American Aviation 30:29, August 19600

Air Taxi

p> .;,;, Ai'-':; GOVERNMENT- PUBLICATION . '' " X "• •'" :

United States Civil Aeronautics Board Economic Regulations, Docket 19743, Part 298, - Classification,and Exemption of Air Taxi Operators Filing Tariffs for Joint Rates,; ' ' Notice of Purposed. Rule Making. Washington', D. Co "V^ : March 22, 1963. /. -\}-\ :''•';••'./•.;;.--:"'

.United States - Federal Aviation Admiri strati or: Air Taxi . Operators and Commercial Operators of Small Aircraft,' . - Advisory . Circular AC 120-14 .Washington, D.C. June 1964. , -Un i t ed.. S tat e s. Fed er al..: A v i at i on Ad mi nistratl on., An FA A Hand- " ; "•• book: Operations -Inspection and Surveillance Procedures- Air Taxi Operators and Commercial Operators of Sma.ll •-Aircraft, Washington D.C. May 1965. .

United. States Federal Aviation Administration Federal Aviation • Regulations, Part 135 Air Taxi Operators and Commercial. . • Operators of Small Aircraft, Washington, D.C. United States Federal Aviation Administration, Office of ..--Policy Development, FAA and the Expanding Airmail Traffic, Washington, D.C. February 1968. . United. States Federal Aviation Administration,. Flgiht Standards Service, List of Air Taxi Operators, Washington, D.C, May 19.68- Current as of November 1967. 'United States Federal Aviation Administration, Operations Specifications, for Scheduled Air Taxi (Commercial Operators ..-"'.Number N8430.73 • Washington, D.C, June 14, 1968. United States Federal Aviation Administration Office of Management Systems, Information and Statistics Division, Scheduled Air Taxi Operators as of October.1967•.• . .— —. , . 1 . , United States Federal.Aviation Administration Office of. -' Management Systems, Information and Statistics Division, 1966 Census of Air Taxi .Oner at or s, Washington D.C, . '.'"May 1963. . ' •; Bo :ARTICLES

Cooke, Blaine Marketing for Profit A Speech delivered, to the > fifteenth annual meeting of the National Air Taxi . . • Conference, Atlanta Georgia,: December 8,'19o5« National Air' Taxi" Conference Aircraft. Prof 11-, .Washington D.C 1967 c .'•••;•/;.'••. ' • -. National Air Taxi Conference, Report of Survey on Policy of • Life Insurance Companies, re Revenue-Paying Passengers .Riding Air Taxi, Washington D.-.O. July 1955.

C. PERIODICALS ' " :; '

"17th Annual :Air Transportation Progress Issue-Air Taxi Gains. Accentance-Still"Faces Many Hurdles" American Aviation May 1966. Page 147-148.

• Bramley,'Eric "United*s Air Taxi Promotion Fays Off" American - Aviation, May 1965» Brooks, Howard A., "The Air Taxi and Airmail: A Progress Report" The AOP.A Pilot, February 1968. Page 46-48.

Catiin, Lloyd D., "Airline Co-operation Booms Air Taxi Growth" Air Transport World, May 1965. Page 83-85. Fletcher, Gordon "Turbulence, Grow Mark Air Taxi Progress" American Aviation, March 1968.. Page 26-28. ; . , . • , ., .• - . - • • • .... Flight.Magazine, Air Taxi Special "Report, December 1966.

. Flight-Magazine, "Third-Level Airlines"-Special Report, December, 1967. Hudgens, Robert P., "Air Ambulance—A Growing Service" American Aviation July 1967. Page -36-38. ' .Pickering, E.H., "Growth In Number of Commuter Airlines- Revealing Data from FAA's Continuing Serveys of Scheduled Air Taxi. Operations Flight Magazine, Julv 1967. . .Page 22-24...... * ;

Robinson, William G.., "Air Taxi: Regulation or Chaos" American Aviation, , 1968. Page 92-93. 362

;Talbert,--'Ansel S.', "A Status Report- on Commuter Airlines" '- Air : Transport World, January' 1968.. Page 21-24. . -"' Tate, Charles 0. Jr. .."1964 'Bright, Future Brighter, for .Air'Taxi" Air Transport World, May 1965=

Tullyia, Barry., "All the Way-by Air Taxi-Nations .Answer to Short :.'.-, ^ Haul Transport " Business1 and Commercial Aviation July 1967 Page 53-61. _ -

"Via Air Taxi to Ship to 7,000 Extra Points": Handling and -.'• Shipping June- 1966 Page 61-64. Wilkinson, Frank w., "Air Taxi Outgrows Short. Hop Image" • Amer 1 can Aviation. " May 19.68 Page 84. •"• 'v.[, . . Zimmerman John, "Air Taxi Short-ens That Last'Leg", American . •" . • Aviation, April' 196.6. Page 39-41. - - ... - .

Heli copters

A. GOVERNMENT PUBLICATION ;

The -Air Transport Board, Scheduled Helicopter Operations and '.their Applicability Within Canada Prepared by J.G. Town send'.' Ottawa, December 2, 1966.

Department of Transport, Transportation Policy and Research Branch, Scheduled Helicopter Operations in Canada 011 aw a, November' 19 66. ~

Bo PERIODICAL

"Why Whirlybirds Are 'Taking Off" Special Reoort, Business Week April 20, 1968-0. - 363 APPENDIX A

ECONOMIC INDICATORS 1961 - 1980

Gross Nation Product Population GNP/Capita ($000, 000) (000) $

1961 37,420 18,240 2052 1962 40,580 18,580 2183 1963 43,420 18, 930 2294 1964 47,390 19,290 2457 1965 52,200 19,640 2657 1966 58,120 20,020 2904 1967 62,070 20,410 3042 1968 65,170 20,590 3165 1969 68,430 20,940 32 68 1970 71, 850 21,290 3375 1971 76, 260 21,650 3522 1972 78,830 22,010 3582 1973 82,580 22,370 3692 1974 86, 500 22,750 3802 1975 90,610 .23,130 3917 197 6 94,690 23,510 4028 1977 98,895 23,900 4140 1978 103,340 24,300 42 55 1979 108, 805 24,700 4374 1980 112,292 25, 110 4497

Sources: Gross National Product - Econimic Council of Canada, Fourth Annual Report, Sept. 1967 P. 89 Population- Wolfgang lining, "Population, Family Household and Labour Force Growth to 1980" Economic Council of Canada Sept 1967 P. 40-41 APPENDIX B GENERAL AVIATION BY 1980

Item Correlation Coefficients R2

(1) Total Commercial Hours GNP/Capita . 9079 GNP .9113 Population . 8524

(2) Unit Toll Hours GNP/Capita . 6605 GNP .6696 GNP . 6696 Population .5939

(3) Bulk Transportation Hours GNP /Capita .9414 GNP . 9404 Population . 8947

(4) Specialty Air Service Hours GNP/Capital .92 61 GNP . 9294 Population . 8747

(5) Commercial Pilot Licenses GNP/Capita . 8548 GNP .8646 Population . 82#5

(6) Private Pilot Licenses GNP/Capita .8010 GNP . 6795 Population .8197

(7) Total Pilot Licenses GNP/Capita .8175 GNP . 8287 Population . 82 65

(8) Private Aircraft Registrations GNP/Capital . 9959 GNP . 9977 Population . 98 67

(9) Commercial Aircraft Registration GNP/Capita. .8515 GNP .6817 Population . 8022 365

Appendix B cont'd

Item Correlation Coefficients R2

(10) State Aircraft Registrations GNP/Capita .9401 GNP . 9432 Population .9728

(11) Total Aircraft Registrations GNP/Capita .9854 GNP .8885 Population . 9674 366

APPENDIX C GENERAL AVIATION BY 1980 FORECAST EQUATIONS

1. TOTAL COMMERCIAL HOURS G. N. P.

Forecast variable t = - 757. 4546 + 7127 x POP

1000 (Forecast Variable 2)

2. UNIT TOLL HOURS GNP

Forecast Variable 1 = 49. 8647 + . 1165 x POP 1000 (Forecast Variable 2)

3. BULK TRANSPORTATION HOURS GNP

Forecast Variable l = 172. 0497 + . 2226 x POP 1000 (Forecast Variable 2)

4. SPECIALTY AIR SERVICE HOURS GNP

Forecast Variable l = -634. 5373 + . 3732 x POP 1000 (Forecast Variable 2)

5. COMMERCIAL PILOT LICENSES GNP

Forecast Variable l = - 738. 3405 + 1. 3269 x POP 1000 (Forecast Variable 2)

6. PRIVATE PILOT LICENSES GNP Forecast Variable j = 7. 8071 + . 3256 x POP 1000 (Forecast Variable 2)

7. TOTAL PILOT LICENSES

Forecast Variable = 8. 6925 + .419 x GNP 1000 POP (Forecast Variable 2)

8. PRIVATE AIRCRAFT REGISTRATIONS

Forecast Variable x = - 1655. 2441 + 2. 5728 GNP 1000 . POP (Forecast Variable 2) 367

Appendix C cont'd

9. COMMERCIAL AIRCRAFT REGISTRATIONS GNP

Forecast Variable l - 627. 2562 + . 6075 x POP 1000 (Forecast Variable 2)

10. STATE AIRCRAFT REGISTRATIONS

GNP Forecast Variable 1 = 130. 9404 + .244 x POP 1000 (Forecast Variable 2)

11. TOTAL AIRCRAFT REGISTRATIONS GNP

Forecast Variable l - - 895. 9045 + 3. 2044 x p0p 1000 (Forecast Variable 2)

371

YOUR FILE VOTKC ntr.

IN REPLY QUOTE CANADA HtW. A RAPPEL.EF*: DEPARTMENT Or TRANSPORT 1J16—l8l (TPA ) MINISTERE DES TRANSPORTS

OTTAWA, June 21, 1968.

Dear Sir:

General Aviation Survey 1967

The Department of Transport is presently conducting a survey of General Aviation in Canada in order to obtain data for the planning of air facilities in the future. The type of information required is presently not collected and is only available from the individual aircraft owner. We are therefore enclosing a questionnaire with the request that you complete and return it before July 13, 1968.

We cannot over-emphasize the importance of your co-operation in making this survey a success. Without this information the Department will be considerably handicapped in its study of General Aviation. It is in your interest therefore that you complete the questionnaire and enable us to properly assess the growth of this important segment of Canadian Aviation.

Do not hesitate to write to the Department if any explanation is needed to fully understand any of the questions. If complete data are not available to answer all questions, we would ask you to provide your best esti• mates. Detailed information will be considered confidential and no data on individual aircraft operations will be published. A postage free, self-addressed envelope is provided for your convenience.

Your.s sincerely,

E. E. B^ewson, Director, Transportation Policy End. and Research Branch. (Hunter Bldg.) 0

372 YOUR-FIUE • VOTRE REP:

IN REPLY QUOTE CANADA • REF. A RAPPELER: ' DEPARTMENT OF TRANSPORT 1316-181 (TPA) MINISTERE DES TRANSPORTS OTTAWA, August 16, 1968.

Dear Sir: General Aviation Survey 1967 (follow-up)

On June 21, 1968, the Department of Transport mailed out a questionnaire form to every privately registered aircraft owner in Canada. This survey of General Aviation is required in order to obtain data for the planning of air facilities in the future. The type of information required is only available from the individual aircraft owner.

We have not, as yet, received a completed question• naire from you as the owner of a privately registered aircraft. We hope this was merely an oversight, or that the completed questionnaire was delayed:by the mail strike. Enclosed is : another questionnaire form on the chance that the first form ; was misplaced, with a request that you complete and return it as soon as possible• We cannot over-emphasize the importance of making this survey a success. Without this information, the Depart• ment will be considerably handicapped in its studies of General Aviation. It is in your interest, therefore, that you complete the questionnaire to enable, us to properly assess the growth of this important segment of Canadian Aviation.

Do not hesitate to write to the Department if any explanation is required to fully understand any of the questions. If complete data is not available to answer all questions, we would ask you to provide your best estimates. Detailed inform• ation will be considered confidential and no data on individual aircraft operations will be published. A postage-free, self-addressed envelope is provided for your convenience. Yours, sincerely,

E. L. SeSwson, Directbr, Transportation Policy & Research Branch. Encls. 373 Department of Transport CONFIDENTIAL Ottawa. To be used only for planning adequate General Aviation Survey Please complete and return future faci.li.cies- for general aviation 1967 this questionnaire In the In Canada. No data on individual air• postage free envelope by craft operations will be published.

The following registration obtained from the DOT aircraft register indicate as sd&n as possible you as the owner of the aircraft. Complete as many questions as applicable up to the time you sold or. since you recently purchased the aircraft. CF

1. Ownership and Aircraft Information

Do you still own the aircraft identified above? 2. Purchasers'a: If answer is "no", complete only item 1 and 2 Yes (a) full name "below and return form. No (b) mailing address ______(c) date of __£__§ disposal

3. Aircraft is owned by (check one): 4. (a) The year of aircraft's construction: 19_ (b) The date you purchased aircraft: Month business firm® , one person _ several (joint Year owners) , other (specify) .

5. How many aircraft, other than one identified above are owned by you? , • • _____ 6. Type of radio equipment installed in aircraft fi~j (1) Nordo _____ (2) VHF Transceiver " - (3) Omni (4) ADF (5) H.F. Transceiver (6) Other (specify)

7. Is aircraft equipped to operate IFR? Yes No

2. Aircraft Location

1. Aircraft's main base of operation in 1967. 2. Distance in road miles from normal residence to main base.

3.Aircraft Owner/Pilot Information

1. Do you employ professional pilots to operate the Yes 2. If answer to above is "yes", indicate how many pilots aircraft? No were employed during 1967.

The following section is to be answered only by individual owner/pilot.

3. Owner/pilot qualification (indicate type of licence held 4. Was a valid instrument rating held in 1967? Yes in 1967 by checking one): (Either Clasa I or Class II) No Student Private Commercial

Senior Con—ercial ATR

5. Total number of hours logged by owner/pilot since initial 6. Initial flying instructions were obtained from (check one): flying instruction up to December 31, 1967. Flying Club , Approved School ,

Military Other (specify)

7. Age of owner/pilot (check one): 8. Approximate income level of owner/pilot (check one): Under 25 25-34 35-44 45-54 55-64 65 and over Leas than $5i000 $5,000- 10,000 • $10,000 - 15,000 $15,000 - 20,000 Over $20,000 _____

over 374

4. Reason for ownership of. aircraft

I.: Indicate the main reason why you purchased this aircraft (check one): (al Lack of commercial flights, to desired destinations. ••" (b> Flexibility of scheduling trips . • - • _"- '-•'•'- t,c1 Type of business requires aircraft ovraershlp. (d> Pleasure in owning and flying own aircraft. (e) cither (specify) —--'

'5. Aircraft.Utilization

Please indicate flight information of the aircraft above from January 1 to December 31, 1967. If for any reason full year Information is not available please indicate time period data which is applicable. ; •

1. Total number of movements (landings plus take-offs): 2. Number of hours flown during 1967 (round to nearest hour)'. V ' (a) Business (operated in the.interest of .. Local Movements Cross-Country business) '_____ •i (Flights within the local area) (Flights from points A to B) • (b). Personal Transportation (non-business utility flying) • (c) Sightseeing, recreational and other- pleasure flying (d) Training and practice : (e) Other (specify) ; _ . Total Hours

In filling out the following question, the flying time for the categories should include the activity in the following groups: (a) Agriculture: Commercial farms - Services incidental to agriculture, excluding Tobacco Processing. •(b) Forestry: Logging - Forest Services excluding Sawmill operations. '(c) Fishing: "Commercial fishing and Fishery Surveys; ' -". ."' " " ~ ".'.'' ' . " '' (d) Mines, Quarries & Oil Wells: Excluding Pipeline patrol and services - Including. Prospecting. (e) Manufacturing Industries: Include Foods and Beverages. Petroleum and Coal Products - Sawmill Industry - Tobacco Processing • (f)-Construction: All construction including special trade Contractors...... „,, (g)" Transportation: Do not. Include flying Training and Recreational Flying^- include Pipeline Transportation and patrolling. (h) Trade: Include Wholesale and Retail...... _ • •(1) Finance, Insurance & Real Estate: Include all. ""-• ; ••'• ' -(•j) Community Business and Personal Service Industry: Include, Education and Related Services - Health S: Welfare not adminis• tered by any governmental agency - municipal or otherwise. Services, - ...... - - Legal Accounting Engineering, Tourism Services: fishing etc. -r Religious organizations...... (k) Public Administration and Defence: All Government administered Health and Welfare agency, Local Provincial and Federal Government administration Defence.

3. If any hours were flown in "business" above, indicate 4. Approximate number of cross-country trips flown in 1967. - approximate total hours and the general industry group. Average length of trip (1) agriculture •. . (one-way distance from Number of trips' ( 2) fores try origin to final destination) In Canada Outside Canada (3) fishing and trapping • Under 200 miles "(4) mines, quarries and oil wells 200 - 400 miles (5) manufacturing industries 400 - 600 miles (6) construction industry 600 - 800 miles (7) transportation, communication and other 800 - 1000 miles utilities _____ Over 1000 miles (8) trade (9) finance, insurance and real estate (10) community business and personal services (11) public administration and defense (12) other (specify)

5. Indicate name of main customs port-of-entry used In 1967. 6. Average number of persons carried per flight (including crew). (a) Canadian Average number of occupants ' 1 ' 2 • 3 (b) Foreign 1 2 3

7. Approximate number of hours of IFR flying logged in this aircraft during 1967. (If no hours logged specify none).

COMMENTS: Please provide any information on the reverse side of the form which will help us understand your answers or wLyr assist us in our study of General Aviation in Canada.

(S APPENDIX

; 1967 Private Aircraft

Aircraft Utilization Questionnaire

Complete Partial No. Hours Non- Aircraft Group Total Year Year Reported Re sponse

Single Engine - Light 2,1+33 936 . 182 153 1,162 - Medium ,| 2,263 892 159 132 1,080

- Heavy 125 • kl. 6 7 65

Twin Engine .-Light . •' 285. 1LL6 19 , 23 97 - Medium ; u6 18 8 1 19

- Heavy 38 6 2 .' ;. 20 66

Multi Engine - Transport . 5 5 - Gyroplane 11 3^

- Helicopter . 37 15 22 • r 1 TOTAL ;.'j 5,306 . 2,103 . .380 319 2,50IL

Source: Department of Transport, General Aviation Survey 1967,. (Ottawa:1968) APPENDIX

Summary Table Hours Flown by Commerical Aircraft 1967

Unit Non- Aircraft Type Bulk Specialty Total Toll Revenue

Light Single Engine 124 11,993 346,633 1,620 360,370

Medium Single Engine 10,913 157,455 121,580 5,226 295,174

Heavy Single Engine 19,954 118,745 12,190 5,131 156,020

Light Twin Engine 9,244 43,381 24,517 3,887 81,029

Medium Twin Engine 9,314 17,420 2,209 1,271 30,214

Heavy Twin Engine 83,691 25,166 8,044 9,386 126,287

Multi Engine / 318,220 12,594 2,569 13,544 346,927

Helicopters 71 116,468 33,946 69 150,554 o Total 451,531 503,222 551,658 40,134 1,546,575

J Department of Transport, General Aviation Survey 1967, (Ottawa:1968) as of April 1. 1967 ^Scheduled airline and general, aviation airport (^©General aviation airport

-J

hhty leading Canadian airports - Total aircraft operations 1968 APPENDIX 0

Hours Flown by Commercial Aircraft* for Unit Toll - Bulk - Non-revenue

Unit Toll Bulk Non-revenue Total

Light Single:

C120 - 3 . - 3 C150 15 1,510 468 1,993 FL80 - 5 11 16 MO 21 - 22 _ 22 MU4 - 178 3 181 PA 3 1 47 8 56 PA11 - 41 94 135 PA12 - - 1,122 22 1,144 PA16 - 111 - 111 PA18 42 5,753 625 6,420 PA22 - 443 61 504 ST 75 24 1,024/ 15 1,063 TEl - 16 1 . 17 PA28 42 1,718 312 2,072

Total 124 11,993 1,620 13,737

Medium Single:

AR15 226 201 - 427 BE23 24 492 27 543 BE35 - 210 4 214 BE45 750 104 854 C170 - 179 1 180 C172 1,305 18,182 779 . 20,266 C175 - 303 - 303 C177 73 1 74 C180 6,686 94,392 2,795 103,873 C182 - 4,794 20 4,814 C185 1,190 22,586 703 24,479 C186 - 122 - 122 C195 - 307 - 307 C210 - 730 36 766 C205 62 31 - 93 C206 3 5,442 224 5,669 CH7 - 781 23 804 E391 - 162 113 275 E395 - 578 - 578 FB2 1,416 4,557 268 6,241 PA24 - 257 71 328 RC3 - 2 - 2 ST10 1 2,324 20 2,345 SW2 - - 37 37

Total 10,913 157,455 5,226 173,594 See footnote at end of table. Hours; Flown by Commercial Aircraft* for 381 Unit Toll - Bulk - Non-revenue - Continued

Unit Toll Bulk Non-revenue Total

Heavy Single:

BL31 /' ...... ^ 948 -•• 948 BL66 . 119 139 10 268 DCH2 - • 30 30 DCH3 -. 14 14 DHC2 12,064 66,294 2,860 81,218 DHC3 4,482 33,708 1,569 39,759 FA11 90 1,104 39 1,233 GTBM 36 36 LYSA - . Ill 5 116 NAT 6 - - . -5; ... 70 75 NO 5 2,230 9,101 343 11,674 N06 856 5,976/ 81 6,913 DH2T 113 1,359 74 1,546

Total 19 ,954 118,745 5,131 143,830

Light Twin:

AC56 255 11 266 AC68 - 1,185 426 1,611 ANSN 11 202 55 268 BE50 - 347 28 375 BE55 79 227 544 850 BE65 1,055 553 226 1,834 BE95 -. 3,192 174 . 3,366 BG8 50 359 - 409 C310 2 2,170 633 2,805 C320 - - 1 1 C337 - 1,271 26 1,297 C402 610 636 - 1,246 C411 - 434 - 434 CT50 • • - 226 _ 226 DO 28 3 1,594 164 1,761 G21 1,793 1,399 141 3,333 G44 2 1,535 10 1,547 LR23 - 98 98 PA23 5,639 27,546 1,445- 34,630 PA30 - 152 3 155

Total 9,244 43,381 3,887 56,512 See footnote at end of table. . -T - 3 - , . '. • . Hours Flown by Commercial Aircraft"'-' for; Unit Toll - Bulk - Non-revenue - Continued.

Unit Toll Bulk Non-revenue Total

• • •:• ••• V,.-: • . ' ' Medium Twin:

: BE 11 90 90 • BE 18 4,189 16,157 ." 1,011 21,357 BE80 • -• • 51 — 51 DH10. . - " 27 -. 27 . DH11 . 69 23 92 . G21C 1,620 • • 52 1,672 G73 2,968 230 42 3,240 L12 ..- • ' ,- — 537 816 50 1,403 . .... -SCTP " '-: • • 70 3 73

Total • 9,314 17,420 1,271 28,005

- Heavy Twin:

A748 : 4 — 27 31 AC 21 _. .. 182 3 185 BRFT • _ ' 1,050 64 1,114 C46 ; 1,258 • 5,008 290 6,556 CNSO 946 ..... 3,915 1,847 6,708 CV64 6,576 366 6,942 DART . 5,046 222 : 342 5,610 DC3 23,150 13,145 3,598 39,893 DC 9 35,456 . • -. • .• .. 2,231 37,687 FA27 11,223 356 286 11,865 : G159 _ 140 - 140 HS25. - 87 3 ' 90 L18 ., 32 990 325 1,347 MO 20 - 71 4 75 Total 83 ,691 . 25,166 9,386 118,243

Multi Engine:

B722 _ _ 291 291 B707 1,172 - 73 1,245 C130 4 840 187 1,031 C140 - 13 - 13 CL44 753 - • ,753 CV88 - 177 — 177 DC 4 10,373 7,708 718 18,799 DC 6 25,285 .1,167 1,376 27,828 . DC 7 533 465 482 1,480 DC8 102,240 109 2,354 104,703

See footnote at end of table. - 4 -

• Hours Flown by Commercial Aircraft" for. 383 Unit Toll - Bulk - Non-revenue - Concluded

Unit Toll Bulk Non-revenue Total

Multi Engine: - Concluded

L382 : ... 956 - . 956 L49H 1,208 535 136 1,879 . V170 1,934 55 108 2,097 V180 . 107,946 526 - 5,501 113,973 V195 66,772 43 2,318 69,133

Total, 318,220 12,594 13,544 344,358

Helicopter:

• H34 . ' - • . '.' 17 •" •.' -' '•' 17 HB4 - -• 2,046 . 2,046 HB47 71 76,106 69 76,246 HB04 - 6,699 6,699 HH12 _ : 17,607 . . 17,607 HH5 - 723 723 HR30 - 5,671 - 5,671 HS55 5,876 5,876 HS58 - 344 ' - 344 HS61 ; - 48 - 48 HU69 - 827 827 HV42 - - 502 - ; 504

Total 71 116,468 69 116,608

Total 451,531 503,222 40,134" 994,887

* Includes Group 5 Carriers.

Source: Department of TRansport, General Aviation Survey 1967 (Ottawa:_986) Specialty Flying Hours* Reported by Commercial Aircraft 1967

Aircraft type FT RF AP APS AAD AIRA AC ACTR AMB Other Total

Light Single

AR58 566 • _ _ _ _ - _ 50 616 AR65 85 72 ------157 CA23 ... - - - - 309 - - - - 309 C120 606 139 ------745 C140 2,090 164 - - - 39 - - 180 2,473 C150 ... 156,872 16,303 39 36 - 1,763 6 14,410 189,429 DHC1 163 ------163 FL80 ... 22,300 3,201 - - - - 568 26,069 FOl 1,195 ------48 1,243 F015 185 1 v - - - - a 88 275 M021 ... 67 ------. - - 67 MU4 17 2 - - 3 - - 114 136 PA 3 1,345 69 - - • 346 178 - 219 2,157 PA 5 289 25 ------') - 314 PA11 ... 1,113 167 - 2 355 9 40 1,691 PA12 1,627 185 - 2 - 1,546 -• 685 4,045 PA16 .. 446 4 ------166 616 PA18 2,656 406 78 89 2,190 4,942 .93 • 1,581 12,035 PA20 . . ... - - - - - : 5 - - -. 5 PA22 ... 25,155 2,262 1 1 - 357 - • 1,950 29,726 PA28 ... .61,787; 5,719 7 136 - ; 137 - • 6,357 74,143 SL8 ... - - 130 . - - • - 130 ST 7 5 43 . ------• 34 77 UV1 9 ------• 3 , 12

28,719 125 266 3,330 8,979 99 _ 26,493 346,633

00 Specialty Flying Hours* Reported by Commercial Aircraft 1967 - Continued

Aircraft type FT RF AP APS AAD AIRA AC ACTR AMB Other Total

Medium Single AR15 25 3 18 • 41 33 120 BE 23 1,439 1,065 358 2,862 BE 35 10 10 BE 45 13 6 19 CI 70 131 5 75 65 276 CL72 37,605 13,243 37 233 1,740 5,263 4,000 15,115 77,244 C175 417 524 ; 155 . 7 237 1,340 C177 16 89 38 143 C180 2,382 774 20 1,210 469 2,432 314 1,432 9,033 CL32 1,078 1,451 12 20 64 10 573 3,208 C185 4 124 0 6 - 0 641 . 25 800 C188 : 116 116 C210 19 230 88 337 C206 21 364 0 48 440 CA1 . 230 230 CA56 825 825 825 CH7 . 14,220 1,320 166 509 1,795 18,011 E391 144 152 FBZ . 1 42 21 34 7 105 G164 244 0 81 325 Long . 46 46 PA 2 4 70 105 595 1 771 PA 25 93 2,850 27 2,970 PA 3 2 1 6! 7 RC3 . I 1 ST10 8 ST76 4 SWZ . 253 0 1,002 1,255 TAl . 792 42 3 - 60 897 TA20 10 15 25 do TotaL . 58,316 19,098 70 1,998 7,205 9,155 5,992 16 19,730 121,580 ^ Specialty Flying Hours* Reported by Commercial Aircraft 1967 - Continued

Aircraft type FT RF AP APS AAD AIRA AC ACTR AMB Other Total

Heavy Single:

_ B*75 • • * *•_•_•• • - . -• • • ';- 3,012 : 6 245 _ 3,263

BL31 .. .'. .;. . .:. - 12 - '-' • •• -• • -;. - - - - • 12

; DH 27 •»•••.••• - • - - ':- ' . ...- . 372 - - 22 394 DHC2 ...... V 109 83 2 323 3 2,181 - - 2 174 2,877 DHC3 *•••••••» r • - 787 632 . 31 ; -. ' 71 1,521

• . - . GTBM •- • . - - 822 - 2,133 - -; 36 2,991 L»YSA ••*•••••• 627 188 30 - - - 845 NAT6 10 6 - - • - - 256 - 272 N05 ...... •' '' 10 . - 5: - -.. • - 15

*• Total • i . ... 746 299 2 1,110 . 3,867 3,196 2,665 2 303 12,190

ight twins: .

A. C 5 6 .»•••••»•» -• "' -., - 86 - - - _ 86 AC30 . - - • 421 .' - • - -• - 421 AC68 . . . . ;". "•• - • •• • . -; - i 1,567 : • '• - ;' - - - - - 1,567 ANSON ... . ' .•' •• -• • - 1,321 • - - ' - - • - 1,321 ; BE55 • • • - '•' • - : 46 598 - 77 - 721 : BE50 ...... 16 : ~ • - - - • - - - 16 BE95 .; ...... 174 1 - - 79 - - , . - - 254 C 3 1. 0 '. «• • - * * a- * * ' • • 274 • - 185 1,159 - 105 -•' - 298 2,021 : C320 • * • • •. ' ' - ' 943 - • - . -.. - - - 943 C337 29 55 - -• 298 -. . •' - - 382 . _ . C402 ...... ' 11 - - • -' -. - 11 CH40 2 - - -' - -• : - • 9 L06 D028 ...... - -. - -' , 258 - - - - 258 G44 -. - -•' 24 - 6 . 30 ' - LR23 .. - • - - • - - 85 - - 85 PA23 ...... 7,866 1,221 46.': 3,348 3 1,209 333 0 44 898 14,968 PA 31 . . • ....». - - - - - 29 29 1 PA30 .»....«*. 1,230 - -' - - - • 49 1,298

Total . .'. .. . 9,684 1,309 277 9,357 89 2,050 418 - 44 1,289 24,517 7.

387

3

2614 (0 73 C 2344

« 2162 3 2018 2 o 1987 1972 1979 JO

E 1 3 C

CI

I' f '• E - ii

year 1S61 1962 19S3 19S4 1965 1966

Figure Commercial aircraft registration

source: Canadian Civil Aircraft Registers 5144 5- 4652

4251 4 3987 —5 3635

2

1

\ i

f- L4I year 1931 1962 1963 1964 1965

Figure Private aircraft registration

source: Canadian Civil Aircraft Register 250

200+ 190 94 181 183 £ -1504

100

50

•J year 1981 1962 1963 1964

Figure State aircraft registration

source: Canadian Civil Aircraft Register Specialty Flying Hours* Reported by Commercial Aircraft 1967 - Continued

Aircraft type FT RF AP APS AAD AIRA AC ACTR AMB Other Total

Medium Twins:

BF.11 ...... - - ; - •; . 120 - . - : - - _ _ 120 BE 18 .. ' 1 - 7 : , , 1,638 - - _ _ _ 13 1,65.8

BE8S - - ; 380 - • _ - - - - 380 DH11 ...... - : - . . • : -• _ _ 51 _ _ 51

Total - 7 - 2,138 - 51 - - '; 13 2,209

Heavy Twin: A26 p > 98 _ _ _ _ 98 CNS0 .-'. j, ••' - 887 ..- . 1,383 1,330 596 - - 4,196 DART' • — ' . ' - .'• • 2 ; '. _ 2 o DC3 ...... - 206 2,469 - 837 s - - 6 - 3,518

DC9 ...... - 4 -; - . - - - - v ; - 4 DHC4 ...... • -. _ ; _ ; _;. 1 ; - - . - /; - 1 L18 ...... _ _ _ 132 - - - - - 132 . . MO20 ...... 93 ' ' • -' ..• ,.: ' - - ; • • -

Total ...... 93 4 206 3,586 - 2,223 1,330 596 6 - . 8,044

Multi-Engine: ...

DC4 • J _ 48 - 2,272 - - - - 2,320 DCS ..;. ' . - . 5 - •: - : - -. . . • - - - 5

MJRM - . : _ , - 88 - - - 88 V180 ...... 117 - - - _ _ _ 27 144 V V195 . .... r- 6 ------6 6

Total ...... ••' - 128 - 43 - 2,272 88 - - : '. n 2,569

to o Specialty Flying Hours* Reported by Commercial Aircraft 1967 - Concluded

Aircraft type FT RF AP APS AAD AIRA AC ACTR AMB Other Total

Helicopters H395 405 405 HB4 . 1 - • , 1 HB47 3,600 2,130 45 4,111 1,419 4,488 1,722 335 2,809 20,661

HBR2 143 •. - .. 143 HB04 1,796 8 108 11 230 ; 2,153 HH12 919 72 13 101 4,330 10 173 4 v 5,635 HH5 . 178 • 178 HR30 18 18 MS 55 3 281 81 373 HU69 1,262 30 110 52 2,747 178 4,379

Total 5,924 2,232 165 5,921 1,580 12,537 1,734 745 3,090 33,946

^Includes Non-Transportation Charter and Aircraft Rental.

Source: Department of Transport, General Aviation Survey 196? (Ottawa:1968) Specialty Flying Hours Reported by Commercial Aircraft 1967

Aircraft Type FT RF AP APS AAD AIRA AC ACTR . AMB Other Total

Light Single Engine Aircraft 278,622 28,719 125 266 3,330 8,979 99 - _ 26,493 346,633 Medium Single Engine Aircraft 58,316 19,098 70 1,998 7,205 9,155 5,992 16 19 ,730 121,580 Heavy Single Engine Aircraft 746 299 2 1,110 3,867 3,196 2,665 2 303 12,190

Light Twin Engine Aircraft 9,684 1,309 277 9,357 89 2,050 418 - 44 1,289 24,517 128 Medium Twin Engine Aircraft 7 2,3-18 51 13 2,209 Heavy Twin Engine Aircraft 93 4 206 3,586 - ; 2,223 1,330 596 6 ; 8-,044

Multi-Engine Aircraft 128 48 ; • • - ' 2,272 88 - 33 2,569

/• . ; ': .-./.;• j - •

Helicopters 5,924 2,232 165 5,921 1,580 12,537 1,734 745 9 3,090 33,946

Total 353,385 51,796 845 .' 24,424 16,071 40,463 . 12,335 1,341 77 50,951 551,688

Source: Department of Transport, General Aviation Survey 1967 (Ottawa,1968) APPENDIX

1967

Canadian Civil Aircraft

Type of Powerplant

Totals Private •' Commercial State

5 127 1. Piston 7,51+9 ,178 2,21+1+ . 22 86 35 . Turbo 11+3 6 Jet 82 23 \ 53

2. Gyroplane 1+7 1+6 1

Helicopter 1+10 37 .31+1 32

TOTAL ; 8,231 .. 5,306 2,725 200

Source: Department of Transport, General Aviation Survey 1967 (Ottawa:1968) APPENDIX

1967

Private Aircraft

Powerplant

Aircraft Group , Total Piston Turbo Jet

Single Engine - Light ' 2,IL33 2A33 - Medium 2,263 : 2,263

- Heavy • ; 123

Twin Engine : - Light 285 28k 1

.- - Medium IL6 • 33 10 ;3 - Heavy 66 38 9 19

Kuiti Engine - Transport $• ': ^ lt-6 . - Gyroplane (1^6). - Helicopter 37 (3?)

TOTAL 5,306 5,261 22 23

Source: Department of Transport, General Aviation Survey 1967 (Ottawa:1968) APPENDIX

•' • ; ••. 1967 Private Aircraft : I •• . . • Instrument Plight Equipment and Hours

• Aircraft IFR Equipped; Reported

Aircraft Group Total Yes: No ; ; Aircraft Hours -Flown

Single Engine - Light 1,238 • 170: 1,068 19 630 Medium 1,137 1+92 86 1,839 Heavy 60 • 31+ " 26 6 989

Twin Engine - Light 181 161+ • ,' 17 -: ' 102 11,527

" - Medium 26 21+ 21 • l+,537

• — Heavy • kk - 1+1+ • — • 39 15,703

Multi Engine - Transport . — ; — .

: - Gyroplane 11 11 . — - .

— Helicopter \ 15 ; 2 • 13; ; — — • •-. ' 1 • ! • TOTAL 2,712 930 1,782 273 35,225

Sourcet Department of Transport, General Aviation Survey I967, (0ttawa:1968) APPENDIX I

1967 Private Aircraft

Year of Construction

. 1952 ?z Aircraft Group Total Prior 1953-57 195«-62 1963: 196LL 1965 1966 . 1967

Single Engine - Light 1,157 798 ; i3ii. .. ;20 20 2k 35

Medium 1,095 319 171 "' , 303 •ks 63 59 ';' 71+ . 61 ' 0 .: y .' — Heavy- $k .;; 33 5 • . 1 3" 2 3 ' —

Twin Engine - Light 168 Ik 21 ;;' k9 • 6 , . 19 21 j' 18 . 20

• — Medium 23 2 — 2 2 k k

Heavy 39 16 —• • 6 1 1 6 7 2

Kulti Engine - Transport • — • - • — — — — ; • — — —

Gyroplane 12 • — : 1 — 1 6 ' k

Helicopter 10 2 : i . '•; 2 : .." 3 - — 2 —

TOTAL 2,558 1,187 : 285 . $ok 76 108 .115 . ; llj.9 • 131+ {-

Source: Department of Transport, General Aviation Survey 1967 (0ttawa:1968) | APPENDIX

1967 ;. Private Aircraft

Year of Purchase (1967 Owners)

1952 k Aircraft Group Total Prior 1953-57 195U-62 1963 .1961+ 1965 1966 1967

Light. .1,021+ 20 Single Engine - 9 • 121+ 65 87 137 218: 361+ - Medium 1,001+ 7 ' 18 121 1+8 : 93 11+8 222 31+7 — Heavy !+7 5 3 . ' 1 . 8 2 9 13

Twin Engine Light. 161+ i ' ; •• 2' ;•• V. 15: -\ 10 22 26 33 55 Medium 21 i 1 1 . 2 5 8 — Heavy 39 • 2 ."" ' 3 . ' 10 1 •'.- - 7 9 7

Multi Engine - Transport • — • - — •• "- — ':'.; — •_. •. - —

Gyroplane : 9 • •— • ' '•!-•.; • - "•' — — . r- -1 t 2 • -" 2 Helicopter 11 — 3 • • i TOTAL ; - .).... 2,319 27 279' 126 211 322 502 803

Source: Department of Transport, General Aviation Survey, 19^7 (Ottawa:1968) APPENDIX

1967 Private Aircraft

Year . of Import

1952 & Aircraft Group :Total Prior . 1953-57 1958-62 1963 1.961+.- 1965 1966 1967

: - Light; .2,181+ : 337 . 366 ; . 676; 76 122 120 167 •= l5ir

-Medium 2,lli6 218/ ' • 3U-2-: 119 11|9 169 20IL • 211

- Heavy 2 • .: 77 '• 2 : 17 : 6 8 , 3- 7

Twin Engine - Light •' 180 • . 1 •:. 8 ; ; 1+7 11 27 27 31 28 — Medium 22 ' " . 1 2 • • i : 1 1 2. 1 6

- Heavy ^ [ k : 7 7 • ; - 8 3 9

Multi Engine - Transport • — . "'. — ' - . :'•—; :• ;'• .•— —" • — . • j —•

' —" : Gyroplane 6 ' - • V ". •"/ .1 ' —

Helicopter ih 2 — • '. : 1' 2 / ^ 1 •:. . : • i TOTAL 307 i J+,671 565 121 208 337 • 1+.16 00

Source: Department of Transport, General Aviation Survey 1967 (0ttawa:1968) APPENDIX

: Private Aircraft

Owner/Pilot - Qualification/Rating

: License Held instrument Rating

Total Yes No

Student So" 50

Private .1,1+61+: 29 1,1+35

Commercial 11+3 15 128

Sr. Commercial ,.; - 8 7

Airline Transport (ATR) 27 21+ 3

TOTAL 1,692 69 :'• 1,623

10

Source: Department of Transport, General Aviation Survey 196?, (Ottaw:1968) APPENDIX

•V .1967 '.•;[; Private Aircraft Owner/Pilot Qualifications 3y Aircraft Group

Senior Transport Aircraft "Group Total : Student Private Commercial' . Commercial Ratin

Single Engine - Light:.' v- 951' 020 • 7k ';• 3 13 :Medium '\ 12 . • 610 • ; 59 >. 10 Heavy 21 ;'' 1 .' 1 1

: : —• Twin Engine - Light -.: 27 18 ,• 7

Medium 1 • - '': — .1

- -Heavy ..— • .' . - • — —

Multi Engine Transport '-• — ..— ; - - - Gyroplane 7 3 :••-.', - Helicopter 6 : " 1 - 3 2 , • —•

• ' • :- • TOTAL 1,711 62 . 1,^68 • : 1^6 - 8 ."' 27 o o

•v Source: Department of Transport, General Aviation Survey 1967 (Ottawa:1968) APPENDIX

: 1967 ;

Private Aircraft : Initial Flying Instruction of: Owner/Pilot

Flying. Approved Aircraft Group Total School School . Military

Single Engine - Light 936 361+ 1+98 ." - Medium 682 257 366 30 - Heavy 21 7 12

Twin Engine Light •'. 26 IB Medium 1 Heavy

Multi Engine Transport

/.Gyroplane 10 k •"'3' Helicopter 6 1 3

1 : TOTAL J 1,682 61+2 897 80

Source: Department of Transport, General Aviation Survey 1967 (0ttawa:1968) APPENDIX 0 Total Active Canadian Registered Aircraft- 196? 402

Model Total Private Commercial State

Aero Commander — Commander 100 5 h 1 — — Commander 200 1 i — — Commander 5oo 13 12 1 — Commander 552 k 3 1 — — Commander 560 6 6 — — — Super Commander 680 23 12 11 — - Alti-Cruiser 720 1 1 — — —Jet Commander 1,121 7 k 3 —• - Grand Commander — 5 — 5 — Aeronca .I-Ifg. - Scout KC,5o,65 10 10 - Chief (Super) 11 11+0 i+ - Sedan I5AC 38 k - Aeronca 058 3 3 : (R. V. Roe)

- Anson (Federal) 6 k 1 .1.. Aircraft

.—.Auster Mark 6 15 15 — —

'kley GroT-/ — T-8P1 l — 1 — igle Aircraft - Airedale A-109 l l - — >ch Acft: (Beechcraft)

- Stagger Wing 17 5 5 — - - Musketeer 23 39 26 13 — — Debonair• 33 2 2 — — — Bonanza 35 91 86 5 — - Mentor kS 5 2 3 - Kansan AT-ll 3 - - 3 -.Expeditor 18 58 33 11 - Super 185 58 1 . kh 13 - Twin Bonanza 5o 9 8 : 1 — (Seminole - Baron A55 17 —• 2 9 - Queen Air 65 1U 11 3 — -King Air 90 9 .2 — 7 - Travelair 95 3U 22 12 — 403

Model Total Private Connercial State

Be11anca Aircraft Crulsair D+-19 25 25 • - Skyrocket 31-55 2 2 J:.-—.'Air cruiser 66-75 1 1 Boeing Airplsne

.'•••—• Stearnian • 75 25 23 - ' Stratoliner -"320 B707-3203 1 1 ,h Fortress B-17 1 1 - - Astrojet . . .' 727 1 1 Bristol Acft.

— Freighter 170 3 • 3 — Callair Inc.

- Calloir A-2,3A ' 2 2 • •' • — • - Callair A-5,6,7 : 8 8 — - Super Cadet -•' S-1B1 2 • 1 1 . Canadalr Ltd. - Forth Star DC-l;,i'2,C5 5 k — • : 1 Cl-215 2 2 . — - — Cessna Acft. • ' — Cessna ll|0 153 10 — - Cessna 120 68 6k k — — Cessna ''. i5o 392 91 301 ' — -.Cessna 170 171 169 2 '•— - Skyhawk 172 532 3Uh - 188 . — -Skylark . 175 61 5U 7 — - Cessna 180 636 35k 281 1 1 • - Skylane . ' . • . • • • : 182 ::. 110, ,,: 95 .,- 15 : - Skyvrago.n ." 185. 132 66 .. 64. — -'.Agwagon 185 5 2 3 — .. - Cessna •' 190 2 ••• 2 - — - 25 ,., 23 -• • • 2 - Cessna . 205 2 1 1 •• — - Super Skywagon ' -•: 206 50 -- 3h - • 16 - • - — - Cessna 210 . 2k 19 .." . 5 — - Bird Dof_: 305/321 1 1 - - Twin Cessna 310 if 27 17 ; •'-:— - Skyiriaster' 336 ,2 2 — ' . •...'• — - Cessna. 337 21 15 ... 6 ' '— Model Total Private Commercial btat

Cessna Acft. (Con * t)

.. Slcyknlrht • . 320 8 6 2 - Cessna LLOI 2 2 —• - ' - Cessna , 402 .-• k •- .. •: ' 1 , • 3 '' — • - Cessna LLII 3 2 • , — i-/- Crane (Bobcat) •T-50 : 3 • 2 • .. I — - Cardinal 177 18 9 • 9- 't: • — 1+21

Champion Acft.

1 - Traveller •'• ' 7 v. ^01 73 i+02 1 • 1 - Lancer

Convair 28-5A 39 6 25 8 ; - Canso 1 /—• • , 1 ' .— - Metropolitan 61+0 3 3 ; • : - Convair Curtiss Wright- . •Commando C-I4.6 : 6 Travel Air G—2+0 1 ; • 1 ' Dassault

. - Mystere Falcon/7an Jet 20 -

De Havilland

-.Chipmunk .. DHC-1 22 22 - Beaver . DHC-2. 239 37 161 - Turbo Beaver DKC-2 •- , 27 - 2 .-. 2 23 DHC-3 82 . 6 :•. 22 - Otter — - Caribou DKC-LL 3 ' 3 • — - Twin Otter' DHC-6 15 8 5 2 DH-82 16 16 - . — - Tiger Moth — - Fox Moth DH-83 1 1 — • DH-101+ • ••• 2 1 1 — -.Dove (Devon) — •—. Heron .. DH-111+ • •'• 2 1 1 : • — Gypsy Koth . DH-60 2 2 - • —- 1 DH-53 ' " 1 Dornier-Werke

-• Hornier 28 13 7 k 2 405

Kodel Tot^l Private Conner ci a 1. Stats

Douglas. Acft.

Sky train/Dakota DC-3 93 21 62 10 •••• Skvmaster DC-k lif. Ik — Liftruaster DC-6 2 2 DC-6 3 9 9 • -• Seven Seas DC-7C 2 2 DC-8-kO 16. 16 DC-8-50 8' 8 DC-8-60 . . lt- il• DC-9 18 ia Invader A-26 1 I Pairchild Stratos

.—'. Husky F-11 . . 6 1 5 • - Husky F-2I+ k ..-"Friendship . (Fokker) F-2.7 8 2 6 — Cornell K-62 8 8

Fleet Aircraft 2 '•' l 1 - Finch 16B 2 2 - Canuck 80 9k 51 21M 1 I Forney Acft.: (Ercoupe) - Ercoupe ClubAir E-kl5 118 112 6 • - Aircoupe F-l 11 9 2 Found. Bros. Aviation FBA-2C •2k. •15. Funk Acft.

B-75/B-85 Gr unman Acft. - Goose G-21 22 9 12 I - S, C.A.H. 30 1 1 • -." — - Widgeon.& Super Widgeon . o-kk; 16 11 h 1 - Mallard -73 6 • 3 • — G ....3 - Gulf stream ••• G-159 :6 " 5 1 - - AC—Cat G-I6I.1 2 — 2 - - Avenger ••' — 19 l . 18 . - . 406/, Model Total Private- Commercial'. State

Handley Page

. - Dart Herald

Hawker Siddeley ;

- Dominic . DH-125 12 10 HS-11 1. 1,

Helio Acft.

,-'.—- Courrier H391 6 3 3 - Super Courrier H3-9-5 6 3 2. H25.0 1 1

Home built Acft 183 183

Howard Aero

'— Howard DGA-8&15 6 3 500 1 1 - „ (Converted Ventura)

Lake Acft., Corp. - Skimmer (C-1&-.C-2) LA-IL 11 ;n :./.- Colonial 01, C2 .5 5 Lear .

- Lear jet 23

Lockheed Acft.

- "Electra" (Piston) 10 + 12 5 • • 5 - — Lodestar 18 10 k 6 — — Jetstar 329 3 1 •"— 2 - . Super•Constellation 10l+9C,D.E. k — — - Hercules .'.'—'.•'• 1 .-. i v. • — -Ventura (Harpoon) LPVl/2 1 — -. Shooting Star/Silver Star . . 2 • — 2 Longr.een Acft.

.— Centaur . 101

Luscombe Airplane

;.- Lysander

Maule

- Beed.ee 17-k 17 i5

Monocoupe

- Special 90+100 Model Total Private Commercial State

;'Hie - k: k : •'- 20 • 7k : 71

MS760 1 1 IIS880 10 9

2 . - ••• 2 .

GV ' 8 1 ST-3K 6 6 —' D-16 if

IV 10 " 1 ' 9 V 27 3 2k — VI 28 ; if

68 59 8 1 • _ . 1 1 — — NA-265 1 1 2 :• 2

EP-9 1 1 • • — —

P-136 1

J-2 + J-3 3k6 ' 328 18 /.••'••••'•_ J-k 16 16 • - — J-5 10 10 — .'• — PA-11 86 75 11 - PA-12 162 lk2 20 - PA-lk 15 15 '•.'—" — PA-15 10 10 , • — •. — PA-18 293; 212 80 1 Model •Total •Private ' . Commercial-. Sta-

- Clipper PA-16 - 26 ;' v 25 .-• "Vagabond" . . PA-17 7 7 . . — • - • -:- . - Pacer PA-20 —/•- ,- Tri Pacer/ . PA-22 265;/;. .; 199 66 ; Caribbean/Colt /'—/Comanche PA-2I4. 86 • 81 = '•-." 5 '•;•> - . Pawnee PA-25 ./ 28 8 20 v'--^ Cherokee PA-28 ' 192 70 122 :/—• Apache/A ?. t e c' ' PA-23 196 .86 /: 109 T . - Twin Comanche PA-30 36 , 30 .,; .6. - • — ;••••-'. Navajo PA-31 • 7 7 ' —

• —/ ' PA-3 2 .: X Republic

: — Seabee RC-3 70 ; 68 • '- 2

- Twin Pioneer — 1 . —.; • -1'. —• Silvaire

-.— Observer 8 serie s 136 133 . 3 ,: - Sedan 11 3 3. • — — .Snow Aeronautical

— S-2C 2 • 2 Stinson 8,9 Series +10 16 8 . 8 ... _. - Voyager/Sta• 105/108 223 — 21ii 9 —•• tion Wagon . - Reliant V-77 2 - 1 — . . (Vultee)

S'tits Acft.

SA-33,6B,9A 23 13 . • - • — Superior

' •-- /•—.•• ;'" ./ 2 • - Taylor Inc

- Model B.C,C,D . 12,15,19,65 175 -/;' 168- 7 - Ranch Wagon/ 20 4 — '. - 409

Model Total. ' Private, Commercial: State

Ternco Acft,.

• - Swift GC-1 3 •

United Consultant.Corp •

—. Twin Bee • — Universal Globe GC-1 30 ' 29 "' Vickers Armstrong -Viscount 700 series ljJ+ 1+1 . 3 - Vanguard 950 series 23 — 23 •' Waco - - All single . engined models — 2 • — Gyroplane Ben 8 ' : i+3 ' 1+3 —. — HA18 2 1 1 .; • • — HB18 1 1 —-' — •.' HG18 1 ; 1 • —' —

Helicopter

. ^...... HBl+ 20 •1' ' 17 • 2 EBi+7 260 15 220 • 25 HBR2 •k- 2 2 — HBR5: 2 1 .1 - '• HH12 3lt 2' 32 — : . HH5 '"'"' 12 1 11 " — 20 1 19 —• HU'69 26 11+ 12 '• H301+ 10 10 — . HR30 9 9 . — HR60 5 • • 2 3 .HS£& 2 2 • HVli2 k — HS6l 1 ' 1 HS62 . — 1 -• 1 •" —

TOTAL 8,232 5,306V - 2,726 200

Sourer; Department of Transport, General Aviation Survey 1967, :• .• • (Ottawa: 1968)