We had a very successful event last night, featuring Nicole Swerhun who leads a team of process facilitators at Third Party Public (formerly Swerhun Inc.) that engages many different voices in discussions about all things public - from public assets and public policies to public spaces and public services. She creates tools to broadly share information, and seeks feedback on the information shared.
Nicole brought this experience to bear in her cogent talk on how we can meaningfully and effectively talk about the future of the Island Airport. We also featured Waterfront for All board members, Ron Jenkins and Brian Iler providing short talks on Island Airport's "runway end safety area" challenges and the recent financial developments affecting Porter Airlines and the airport operators. Finally, we were pleased to have Spadina Fort York City Councillor Ausma Malik join us and participate in the evening.
In the coming days we will be posting Nicole Swerhun's presentation slide deck and a video recording of the December 13 event.
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Here, below, is the background information we shared on our Event Page (which everyone who RSVP'd can still access directly at https://islandairportfutures.obv.io)
BACKGROUND INFORMATION from Speaker Series 8, December 13, 2022:
TRANSPORT CANADA: RUNWAY END SAFETY AREA (RESA) REQUIREMENTS
RESA — Requirements
302.602 (1) A RESA shall have a minimum length of 150 m and shall conform to the requirements respecting location, characteristics and objects in the runway end safety area set out in 3.2 of Chapter 3 of the document entitled Aerodrome Standards and Recommended Practices, TP 312E, published by the Department of Transport.
(2) The operator of an airport may reduce the length of the ASDA, LDA or TORA in order to obtain the minimum length referred to in subsection (1).
(3) The minimum length referred to in subsection (1) does not apply if the operator of an airport installs an arresting system that is designed to stop an aeroplane in the event that the aeroplane overruns a runway and that conforms to the requirements regarding such a system set out in 3.2 of Chapter 3 of TP 312E.
(4) A RESA is not required before the starting point of the LDA if
(a) the runway is equipped with a serviceable precision approach path indicator (PAPI) or abbreviated precision approach path indicator (APAPI); or
(b) an instrument approach procedure with approved vertical guidance that is not restricted by a special authorization or an operations specification is available in respect of the runway.
(5) For the purposes of paragraph (4)(b), approved vertical guidance means glide slope deviation information provided to a pilot until the decision height is reached to assist in the carrying out of a three-dimensional instrument approach without a missed approach point, but in respect of a missed approach segment that begins at the decision height.
Please click here or on the "Read More" button below to see more background information on the Tripartite Agreement, the History of the Island Airport, and more ...