#scheduled frm post limit
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when you're short
#humanstuck#theyre not twins theyre a system thank uuuuu [shoots into the sun]#my sister pointed out that i draw my eyes rlly far apart n i was like 'huh nooo i think its jus my cal'#i checked the rest of my art and. oh my god. i cant fucking unsee it. half the time their eyes are touching the edges of their face.#AUGRH#(that was a while ago but im mentioning it now shh)#scheduled frm post limit#frm like. 3pm. when u see this. its 12a. ok.#tbh i think cherubs are naturally skinny (as prepubescents) but like. i dont care i draw em w chub if i want.#also theyre vietnamese american texans in my mind. sorry. ik they should be british but theyre so fake british theyre american in my mind.#they watch a bunch of british shows growing up and get a faux british combined texan accent. its horrible.#currently debating if callie calls herself a teaboo or not#REMEMBER TEABOOOSSS AAAAAAAAAA#its 4 now yall i take so long on these tags........
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Im in uni agn!! I graduated frm my bachelors tho, rn im studying education 😇 i wn b a teacher fr lil kids cos i love them! When u do get arnd 2 making ur orange tree painting id love to c it if ud want 2 show it!!🥺💘itd be so pretty i imagine. CAT oh gosh ahhh ur bringing me literally waves of honey golden sunshine over n over i cant deal omg 😭😭😭💘💘🌻i feel super duper flattered u sed those things abt my art!!! Im NVR gn forget ur words they rly do mean the world to me🥺😢(1/2)
I wanted to comment on each of ur art pieces on my past ask but dangit the limit...i rly genuinely appreciate everything u sed abt my art cat oh god hahaha i rly cant deal😖✋🏻🛑👮♀️🚨ngl after our exchanges i ws like I Have Got To Get To Know Her Better (not in a creepy way i hope) n i read ur past asks!! They were so interesting 2 read (i ws a psych major so LOL i love learning ab ppl) n omg u saying im stunning om g ple ase i can t function jdhdhsgsh😔✋🏻✋🏻✋🏻😭 only can say ilysm cat(2/2)
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omg that’s wonderful!!! 💓 teachers are the best, they literally shape the future. what grade level do you hope to teach? 💞 and wait does this mean you’re my age or older? :o i’m a 98 liner, and nearly everyone i meet on here is younger than me aksjhdfajksdf and omg yes, i’ll post a picture of it when i get around to painting!! 💗 YOUR ART IS SOOO BEAUTIFUL like you excel in so many different styles??? each piece i loved was done in a different style, and they were all equally gorgeous and i just― WOW!!!!! i don’t have enough words to describe my feelings properly, but i love your art so much!!!! 🤧💝 are you working on any new pieces? ✨
aklsjdhflaks omg no it’s ok!!! i already was over the moon from what you said about my art 😭💗💗 i really do adore your art omg like i’m always in awe of people who can do digital art 🤩 i tried once way back in high school and gave up because switching different color palettes and trying to find the right brush and all was too hard for me aksdhjfklas for me, mixing up paint and holding a brush in my hand is much easier 🤧 and omg you’re so sweet 🥺 i’d love to get to know you more too!!! and i love psychology!!!! that was my favorite class in hs, and i was sad i never was able to fit one in my college schedule ): which type of psychology was your favorite to learn? 💕 AND YOU ARE LITERALLY APHRODITE REBORN PLS 🤩🤩💖💖 and ilysm too!!!!! i hope your weekend is going well 🌼
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FHA Mortgage Qualification Gets Complicated for Self-Employed
COVID has made it harder for loan specialists to confirm that home purchasers will have consistent pay. Moreover, I have also mentioned the refinance mortgage rates in Dallas here in this blog post.
That is particularly valid for independently employed borrowers.
Thus, FHA has executed new rules about qualifying with independently employed pay.
What's more, it's not simply FHA. Borrowers will probably need to satisfy higher guidelines in an advance.
In any case, financing is as yet available. Furthermore, with rates close to record lows, it merits getting your additional desk work altogether and applying.
New FHA rules for independently employed home purchasers
On July 28, 2020, the FHA conveyed a letter to all banks that offer its credits.
It gave a new, brief direction to moneylenders endorsing independently employed borrowers. Above all, the new guidelines include:
1. Checking proceeding with business tasks for independently employed borrowers
2. Rental salary prerequisites for landowners
These FHA advance changes are set to go on until at any rate on November 30, 2020.
These new principles mean to guarantee that borrowers will keep on having the option to bear the cost of home loan installments in these uncommon and phenomenal occasions.
In case you're an independently employed individual searching for an FHA contract, this is what it implies for you.
Checking proceeding with salary
Before it will give you a home loan, a moneylender has to realize you'll have proceeded with pay and have the option to make installments.
Banks of FHA advances are given four different ways to confirm that the candidate's business is proceeding to work.
Independently employed borrowers ought to be set up to show at least one of these while applying for an FHA advance:
1. Proof of current work, as executed agreements or marked solicitations that show the business is working on the day the bank confirms independent work
2. Proof of current business receipts inside 10 days of the note date (installment for administrations performed). The note is made close to the furthest limit of the credit procedure
3. Bank affirmation that the business is open and working. The moneylender will affirm through a call or different methods
4. The business site with movement indicating current business tasks, for example, if convenient arrangements for evaluations or administrations can be booked
Loan specialists just need one type of check. However, don't be astonished if yours goes for two, three, or each of the four.
These norms possibly apply in case you're depending on salary from your independently employed business to meet all requirements for the home loan. In addition, you will also learn about the refinance rates in Texas while reading my blog.
On the off chance that you have enough cash rolling in from different sources, your loan specialist won't for the most part need to check the present status of your business' tasks.
Rental pay necessities (for landowners)
Essentially, the accompanying applies just if a proprietor is utilizing rental salary to help an application for an FHA credit.
This applies to two kinds of purchasers: 1) Those who are purchasing 2-4 unit homes who are qualifying with future rental pay from different units, and; 2) purchasers who own investment properties and are utilizing rental pay to fit the bill for the new FHA advance.
The new guidelines are intended to mirror the vulnerability of lease installments during the pandemic.
Loan specialists can utilize at least one of these new techniques for computing rental salary:
1. Decrease the compelling pay related to the estimation of rental salary by 25%
2. Check a half year PITI [principal, intrigue, charges, and insurance] holds (this doesn't matter to graduated home buybacks)
3. Check the borrower has gotten the past 2 months rental installments as prove by the borrower's bank explanations demonstrating the store. (This alternative is relevant just for borrowers with a background marked by rental pay)
These checks may likewise be essential in case you're applying for a home value transformation contract (a.k.a. a 'converse home loan') and are depending on rental salary to help your application.
Updates to the FHA 203(k) recovery advance — simpler to demand expansions
There's the slightest bit of uplifting news in the FHA letter. This applies to all borrowers utilizing the FHA 203(k) recovery advance, which permits you to purchase a home and remake or reestablish it.
Ordinarily, assets for remodels are delivered from an escrow account, following a settled upon schedule for when phases of the work ought to be finished.
Be that as it may, the coronavirus has upset a significant number of those plans. What's more, many mortgage holders need expansions to keep their undertakings on target.
The FHA perceives that. It currently lets borrowers demand an augmentation with a clarification for the deferral from you, your temporary worker, or an advisor.
You will, notwithstanding, be requested a modified assessed finish date.
FHA contract rates mean this is as yet a decent an ideal opportunity to purchase or renegotiate
At this point, you might be pondering whether it's as yet worth applying for an FHA credit, even with new bands to hop through.
Our answer is, yes! If you qualify, it merits applying while FHA contract rates are so extraordinarily low.
On the day this was composed, normal home loan rates set one more unequaled low. It was conceivable to get a 30-year, fixed-rate contract (FRM) sponsored by the FHA with a rate as low as 2.25% (3.226% APR), as per rates distributed by at any rate one loan specialist in The Mortgage Reports' system.
Just to include some specific circumstances, rates for each of the 30-year FRMs found the middle value of 3.94% in 2019, as indicated by Freddie Mac's documents.
A year ago, anything sub-4% was believed to be inconceivably low. What's more, presently FHA rates have fallen beneath that by more than one full rate point.
Rates might be even lower (or higher) when you read this. So check the present FHA and different rates now.
Why it's harder to get a home loan when you're independently employed
Why are contract loan specialists singling out the independently employed during COVID?
For an answer, we thought back to a June 17 article from MarketWatch. In that, Sanjiv Das, CEO of Caliber Home Loans, uncovered some frightening measurements about his clients' self-control needs. He composed:
That article didn't trigger higher obstacles for independently employed home loan candidates without anyone else.
However, there's motivation to accept that most home loan moneylenders are seeing comparative figures. What's more, as a representative yourself, you can perceive any reason why will undoubtedly respond firmly.
Similarly as a perspective, in 2019, Pew Research Center figured that 10% of American laborers were independently employed.
So they're multiple times as likely as generally utilized individuals to demand self-control, accepting that Caliber's figures are illustrative of most banks' encounters.
Are there new principles for non-FHA advances?
In case you're independently employed and are applying for a home loan that is not supported by the FHA, you might be feeling egotistical. Nothing unless there are other options concerns you.
Or on the other hand, isn't that right? The guidelines may be marginally extraordinary, yet loan specialists are in effect extra-intense on candidates over a wide range of home loans.
So the coronavirus is making it everything except unavoidable that independently employed individuals should work more enthusiastically to get their applications affirmed, whether or not they're getting FHA advances. Lastly, to get more updates on the today's mortgage rate in Austin you must subscribe to my blogs now.
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A person with a financial risk manager (FRM) certification can, on average, expect to make $99,000 per year.
Getting that certification doesn’t come easy, however, and people interested in that title have to be very knowledgable about a variety of topics related to financial risk.
Are you interested in getting an FRM certification?
To learn more about the FRM Exam and what it takes to pass.
Keep reading to find out what you need to know
What is the FRM Exam?
The FRM Exam is a two-part examination that tests the application of risk management tools and strategies toward investment management processes.
The questions that are asked are practical and will be related to actual work experiences that an FRM may encounter.
A candidate for this exam needs to understand risk management approaches, concepts, and techniques. It is important to understand the daily activities of an FRM before attempting to take this exam as well.
You will be tested on knowledge about tools used to assess financial risk, including fundamental risk concepts, financial products, risk models, financial markets, and quantitative analysis.
This examination is recognized as the standard for financial risk professionals. It has been adopted by businesses to make sure that their employees in the risk management field know the latest concepts.
If your desire is to become an FRM, doing so will boost your credibility in the field and earn you more respect from others, including employers, clients, or colleagues. You will be able to maximize your professional growth opportunities in finance.
Part I
The first part of the exam is 100 multiple-choice questions. It focuses on the tools that are used when assessing financial risk. It also focuses on the foundations of risk management, valuation and risk models, and quantitative analysis.
Part I of the FRM Exam is always in the morning and has a time limit of 4 hours.
Part II
The second part of the exam is 80 multiple-choice questions. This section focuses on applying the tools that were discussed in Part I.
In this section, expect to see more questions about investment management, credit, current market issues, and integrated risk management (among other things).
Part II of the FRM Exam is always in the afternoon and has a time limit of 4 hours.
About Financial Risk Managers
People that take the FRM Exam do so with the hopes of becoming a financial risk manager (FRM).
An FRM is a professional title that is used by the Global Association of Risk Professionals (GARP). This accreditation is recognized around the world as the best certification for financial risk professionals in terms of financial market dealings.
FRMs have specialized knowledge in areas related to risk and would generally work for certain types of companies, including banks, accounting firms, or asset management firms.
One of the main goals of an FRM is to find threats to the assets, success, or earning capacity of a business. They analyze the financial markets and the global financial environment to predict future changes. After this, an FRM will develop strategies that will ensure potential risks are not a problem for that organization as they arise.
Requirements to Earn the FRM Certification
There are a number of things that must be done before someone can call themselves a certified FRM.
Register for the FRM Exam Part I
Pass the FRM Exam Part I
Register for the FRM exam Part II
Pass the FRM Exam Part II
Demonstrate at least two years of relevant work experience
Prior to 2009, both Part I and Part II of the exam were offered as being completed on the same day. It has now been changed to offer one at a time and twice a year in May and November.
You do have the option to sit for both exams on the same day, but it is not required. It is important to note, however, that if you don’t pass Part I in the morning, Part II in the afternoon will not be graded.
Strategies for Passing the FRM Exam
Not just anyone is able to pass this exam, but with the right amount of studying and practice, you can pass both sections. Here are some simple things that you can do to make your chances for passing the FRM Exam higher.
1. Focus on the Big Picture
When you’re studying, you have to remember that the concepts you are studying relate to a bigger, whole picture. You should know at least a little bit about all of the concepts to better understand the big picture.
This means that you will know all of the basic information and be able to narrow down the answer choices more effectively on exam day. Even if you don’t know the exact formula for a specific concept, at least you know what that concept is and can make an educated guess.
While you may not get a perfect score using just this strategy alone, even being able to eliminate one of four multiple-choice answers increases your chance of getting it right from 25% to 33.33%.
Using this technique, you can figure out what is relevant to the question and what is not before choosing an answer.
2. Create a Structured Study Plan
The content on the FRM Exam is not something that you can learn overnight. You need to create a structured study plan that will help you concentrate on learning the content and being able to answer application questions.
Start by outlining the time frames and goals that you want to meet. Create a schedule for when and what you will study. This will help hold you accountable for your own learning outcomes.
3. Understand the Formulas (And Why They’re Used)
There will be some questions on the FRM Exam that can only be answered by using a certain formula and a calculation. In some cases, however, you might be able to figure out what the answer is without having to do these extra steps.
If you truly understand the formula and its relationship to the concept, the right answer might be clear based on the choices you have.
No matter what formula you come across in your reading, it is a good idea to try and understand why it is used, what it tells you, and how it is related to other concepts.
4. Start Studying Sooner, Not Later
To master the curriculum for this type of exam, you have to study for at least a couple hundred hours to really learn what you need to know.
There are some candidates that don’t start studying until it’s too late and feel they can catch up to those that have been studying for months. In reality, you can’t learn what you need to know in such a short time span and you need to stick to a study plan.
Cramming in the final few weeks before the exam is not going to cut it. With all of the money you are spending to take these exams, it is much better to prepare and practice well before the exam date draws near.
5. Focus on the Most Important Concepts
Enhance your studying efforts by focusing on the things that are most likely going to be on the exam.
This goes back to knowing the basics about everything the exam might cover, but it also goes deeper in that you should learn all that you can about the things that are more likely to show up on exam day.
You will be able to increase your chance of passing exponentially by knowing most of the answers to questions about key concepts.
6. Don’t Forget to Practice
Practice makes perfect and taking an exam is no exception. Some candidates believe that simply reading the material alone is enough to pass, but this is generally going to make it much harder on yourself.
Utilize the practice questions and practice exams available to help you understand where your strengths are and where your weaknesses are related to the material.
Without practice, you may have more difficulty than you think applying the concepts and terms that you have studied so hard.
7. Create a Study Space
Have a space available to you that is dedicated to studying until you are able to take the exam. It should be free of clutter and comfortable for you to spend a lot of time in.
Before you get started, figure out what works best for you to make the study space most effective. For instance, do you work better in total silence or do you like having music on in the background?
Be sure you have access to all of the study materials you need as well, whether that be your book, flashcards, notes, or computer.
Ready to Test?
The FRM Exam is not easy, but it is possible to pass if you prepare the right way.
All of the work that you put into learning concepts and formulas will pay off when you have the knowledge you need to be an effective FRM.
Are you interested in learning more about topics like this one? If so, check out our website for other articles that will help you with business, daily life, and more.
The post 7 Simple Strategies for Passing the FRM Exam in 2020 appeared first on Florida Independent.
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Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
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Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
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Text
Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
0 notes
Text
Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
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Text
Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
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Text
Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
0 notes
Text
Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
0 notes
Text
Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
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New Post has been published on Mortgage News
New Post has been published on http://bit.ly/2q5bLXv
Kroll Bond Rating Agency Assigns Preliminary Ratings to COLT ... - Business Wire (press release)
NEW YORK–(BUSINESS WIRE)–Kroll Bond Rating Agency (KBRA) assigns preliminary ratings to six classes of mortgage pass-through certificates from LSRMF Acquisitions I, LLC’s first non-prime securitization of 2017, COLT Mortgage Loan Trust 2017-1 (COLT 2017-1). COLT 2017-1 is the sixth non-prime securitization from LSRMF Acquisitions I, LLC since its first post-crisis non-prime securitization in 2015. COLT 2017-1 is also the largest securitization of non-prime assets to-date; with over $400 million in collateral, it is nearly double the size of the next largest issuance, COLT 2016-3.
The COLT 2017-1 mortgage pool comprises 853 first-lien mortgage loans with an aggregate scheduled principal balance of $402.6 million as of the cut-off date. KBRA considers the underlying mortgage loans to have certain non-prime characteristics including borrowers with prior credit events (23.4%), loans using alternative income documentation sources such as bank statements (21.7%), investor/business-purpose loans (1.1%), and/or loans to foreign nationals (0.4%). A large portion of the pool is designated as either Non-QM (69.3%) or QM-Rebuttable Presumption (26.1%).
The underlying collateral consists of 74.1% hybrid adjustable-rate mortgages (ARMs), with initial fixed-rate payment periods of one (9.9%), three (7.8%), five (54.7%), seven (1.5%) or ten (0.2%) years, of which 2.8% of these loans possess a 10-year interest-only (IO) period. The remainder of the collateral pool consists of 25.9% fully-amortizing 30-year fixed rate mortgages (FRMs). Loans in the pool exhibit substantial borrower equity in each mortgaged property, as evidenced by the WA original LTV of 76.1% and WA original CLTV of 76.1%, which are comparable to CLTVs in KBRA-rated prime jumbo deals in 2016. The weighted average non-zero original credit score is 713.
KBRA’s rating approach incorporated loan-level analysis of the mortgage pool through its Residential Mortgage Default and Loss Model, an examination of the results from third-party loan file due diligence, cash flow modeling, analysis of the transaction’s payment structure, reviews of key transaction parties and an assessment of the transaction’s legal structure and documentation. This analysis is further described in our U.S. RMBS Rating Methodology.
For complete details on the analysis, please see our Pre-Sale Report, COLT Mortgage Loan Trust 2017-1, which was published on April 21, 2017 on www.kbra.com.
To view the report, please click here.
Representations & Warranties Disclosure
All Nationally Recognized Statistical Rating Organizations are required, pursuant to SEC Rule 17g-7, to provide a description of a transaction’s representations, warranties and enforcement mechanisms that are contained in the offering documents when issuing credit ratings. KBRA’s disclosure for this transaction can be found in the report entitled COLT Mortgage Loan Trust 2017-1 Representations and Warranties Disclosure.
Related Publications and Articles:(available at www.kbra.com)
Residential Mortgage Default and Loss Model, published January 16, 2015
U.S. RMBS Rating Methodology for Assessing Non-QM Risk, published April 22, 2014
U.S. RMBS Rating Methodology, published July 7, 2016
Credit Evolution – Non-Prime Isn’t Yesterday’s Subprime September 9, 2016
KBRA Expects TRID to Have Limited Impact on RMBS Enhancement Levels April 13, 2016
About Kroll Bond Rating Agency
KBRA is registered with the U.S. Securities and Exchange Commission as a Nationally Recognized Statistical Rating Organization (NRSRO). In addition, KBRA is recognized by the National Association of Insurance Commissioners (NAIC) as a Credit Rating Provider (CRP).
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Houses For Sale in Camp Wood, TX
1422 Cr 389, Camp Wood, TX
Price: $110000
Residential, Recreational & Hu Calvary horses were watered at this historic well beneath towering shade trees. Near Pulliam Creek & Nueces River. $110,000
2320 Mitchell Ranch Rd, Camp Wood, TX
Price: $139000
Devil’s Canyon Ranch, 50 acres, end of the roadRemote and rugged. Four wheel drive only. Approx. one mile off 337, between Leakey and Camp Wood. Hunter’s cabin with rain water catch system. Water piped to water trough for wildlife. Unequipped solar water well and very large concrete water tank. Great views from the ridge, overlooking two canyonsSeasonal creek. Whitetail, axis, hogs, turkeys.
229 Pinon Loop, Camp Wood, TX
Price: $105000
Premium Texas HILL COUNTRY LOCAL- Your own WATER- Canyon Terrain 4 HIKING & HUNTING- Peace& quiet- SCENIC VISTAS- EXTENSIVE material brought in 2 create flats,drives- More then 500ft of DIRT DERMS- BEFORE vandalism to pump, rated 10 gallon per min of GOOD, POTABLE WELL WATER- 2/200 AMP meter loops & 2 LAND LINE SERVICE LOCATIONS. HIGH SPEED DSL available thru phone service- Abundance of WILDLIFE. call for additional photos. ½ hr frm Frio river/Garner St Park
1595 Rim Rock Rd, Camp Wood, TX
Price: $98000
28.14 Acres in Leakey Hills. Located about halfway between Leakey and Camp Wood off of Hwy 337 and just a couple miles down good caliche county road, this piece has county road frontage making it a breeze to get to. From the campsite the property goes deep into a canyon lined with a wet-weather creek marking the eastern boundary. The land is covered with pinon pine, agarita, persimmon, several
209 First St, Camp Wood, TX
Price: $23000
Two large city lots (.861 acres) Fronts First Street and Second Street. Some trees, could be utilized as residential or commercial. City water, sewer, and electricity available. No restrictions (mobile ok)Short distance to schools and nearby Nueces River for summer fun
6 Chula Vista No 1, Camp Wood, TX
Price: $26500
2.07 acres just outside the city limits of Camp Wood. City water and electricity available. No city taxes. Heavily wooded with several nice oak trees. Great building site, and home could be completely hidden from the road. Lots of wildlife, and short distance to town, and nearby Nueces river for summer fun.
117 Cr 414, Camp Wood, TX
Price: $65000
River front lots on the crystal clear waters of the Nueces River. Easy access off CR 414. Pillars are in place for a structure, that would rise above the flood plain. These lots are in a pecan bottom with many trees, and the wildlife includes whitetail, axis, turkeys, dove, squirrels, and of course the hogs and free roaming exotics.
14971 W Ranch Road 337, Camp Wood, TX
Price: $1800000
Many items to convey with sale of property, call for details
305 S Nueces St, Camp Wood, TX
Price: $160000
Two homes, one three bedroom, two bath, plus one 2 bedroom, guest home or rental. Three city lots with plenty of trees, and room for the garden spot. Chain link fenced with a detached carport on a concrete slab. Near the Post Office and Bank, and only a short distance to the nearby clear waters, of the Nueces River for summer fun.
1370 Cr 394, Camp Wood, TX
Price: $249500
Wow what views from this home!!!! Sellers have done a total remodel on this hillside home. Almost completely fenced, circular drive, covered front porch, large utility room and pantry. If you want to join the HOA you will have access to the beautiful clear Nueces River. Plenty of room for hunting and great views from the other side of the hill too!
403 Nueces St, Camp Wood, TX
Price: $80000
Two bedroom, one bath, Adobe style home located in the small town of Camp Wood, Texas. Enjoy the small town, country atmosphere, and the nearby Nueces River for fishing, swimming, and summer fun.
104 7th St, Camp Wood, TX
Price: $80000
Three bedroom, two bath, completely remodeled home. Carport in front, and another in the back. Workshop, storage shed, and large backyard with shade trees. Short distance to the bank and Post Office. Two neighboring homes also available for sale.
401 Nueces St, Camp Wood, TX
Price: $95000
Four bedroom, two bath brick home, on a corner lot. (formerly doctor’s clinic). Presently leased out. Could be utilized as residential or commercial. Two adjoining homes also available for sale. Discount given for multiple purchase. Short distance to town, and the nearby Nueces River for summer fun.
1595 Rimrock Rd, Camp Wood, TX
Price: $98000
28.14 Acres in Leakey Hills. Located about halfway between Leakey and Camp Wood off of Hwy 337 and just a couple miles down good caliche county road, this piece has county road frontage making it a breeze to get to. From the campsite the property goes deep into a canyon lined with a wet-weather creek marking the eastern boundary. The land is covered with pinon pine, agarita, persimmon, several species of oak, mountain laurel, and other native browse. It is home to whitetail, axis, turkey, hogs, and dove just to name a few. A subdivision road lines the western boundary but you will need 4WD for that! Are you ready to hunt, camp, and enjoy incredible long views of the Hill Country right from your own property?
508 Leon Klink St, Camp Wood, TX
Price: $25000
Ready for Your Home!!! Nice large lot located in low traffic area just one block off Hwy 55. Paved street and utilities close to property. $25,000
751 River Rd, Camp Wood, TX
Price: $459900
13.41 acres. 970 Neuces water frontage. 9 cabins, 8 RV hookups, 1300 sq ft. MFG. Storage building, office, 2 bath houses, entertainment pavillion with kitchen, pool table, other entertainment game area.
3183 Cr 390, Camp Wood, TX
Price: $48000
Enjoy the Nueces Canyon Hill Country, on this 5.29 acres just across the Nueces River in Camp Wood HillsUnfinished cabin, Oak trees, and plenty of room for home or mobile. Unequipped well.Electricity available at the road Seasonal creek in the back and loaded with wildlife.Scenic hills and short distance to the river for summer fun
966 Rim Rock Rd, Camp Wood, TX
Price: $99000
Located just 12 miles from Leakey, this is an ideal place to enjoy your leisure time for hunting, hiking, and just relaxing. It will make a wonderful place for your RV and a great place for a new cabin or home. The terrain is rolling and the view of the surrounding hills will give you beautiful sunrises and sunsets. Don’t miss this opportunity to have your piece of the beautiful Texas Hill Country. You can be ready for Spring and hunting season if act now. This property won’t be around long.
Address Not Disclosed, Camp Wood, TX
Price: $66600
Crescent Ridge Ranch is located 3 miles north of the of Camp Wood, TX and the Nueces river in the foothills of the Nueces Canyon. This town is booming all year round with hunters in the winter and crowds in the summer enjoying the beautiful Nueces River. This property is home to native & exotic game including Whitetail deer, turkeys, hogs, axis deer, fallow deer, and Blackbuck antelope. All tracts have brand new roads with a guaranteed access off of Hwy 337. Some properties will have electricity and/or a water well. Only 2 hours from San Antonio and 40 minutes from Uvalde this central l ocation makes it easy to get away for a weekend or a lifetime. Restrictions allow hunting, RV’s, Travel trailers, houses, mobile homes, and cabins. Owner financing is available on all tracts for 5% down with notes up to 20 years. You are looking at $3,300 down and monthly payments of $606. Please call Tyler at 817-454-3173 to schedule your appointment to view your very own hill country river ranch.
204 5th St, Camp Wood, TX
Price: $75000
Three bedroom, two bath Double Wide Mfg. home on three city lots.Fenced yardcity utilitiesShort distance to townEnjoy the hill country atmosphere, clear waters, and scenic hills surrounding the Nueces Canyon
from Houses For Sale – The OC Home Search http://www.theochomesearch.com/houses-for-sale-in-camp-wood-tx/
from OC Home Search https://theochomesearch.tumblr.com/post/158085197915
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Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods
On July 1, 2017, Transport Canada published draft amendments to the CARs regarding pilot hours of work and rest periods (click here for proposed regulations). According to Transport Canada, the new regulations will improve passenger and flight crew safety as they are based on the latest science regarding fatigue and will bring Canada in line with international standards and best practices.
The draft regulations are the product of over six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Subsequently, comments were sought on three separate occasions and various meetings held with interested stakeholders.
The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between 9 and 13 hours, depending on when the duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating the particularly detrimental effects of fatigue during the “window of circadian low”. Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and specific limits within 7- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period.
Rest periods would be increased from 8 to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from a night duty to an early morning duty), three consecutive night duty periods, or where there are time zone differences.
The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. An operator’s FRMS would not be approved by Transport Canada, but ongoing compliance would be monitored through requests for information/documentation as well as general inspections and audits.
Second, in “unforeseen operational circumstances”, the pilot-in-command would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. For example, if there are two additional pilots and a class 1 rest facility (a horizontal sleeping surface separate from the flight deck and passenger cabin), the maximum duty period is 18 hours.
Transport Canada claims that the costs of the proposed regulations will be $337.65 million and the benefits $314.30 million over a 15 year period. While a majority of the costs would be borne by Part 705 operators, Transport Canada acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on data that between 15% and 0% of aviation accidents are contributed to by fatigue and an assumption that the amendments will reduce the fatigue-related accident risk by over 50%.
Consultation on the proposed regulations is open until September 29 2017. Once the regulations are published in final form, 705 operators will have one year to comply, and 703 and 704 operators will have four years to comply with them.
Given the wide range of operations affected and the potential costs compared to estimated benefits, these proposed regulations are contentious. While all involved in the aviation industry place a very high value on safety, there remains an issue over balancing everyone’s interests and how best to achieve those goals at reasonable costs. Time will tell whether and how Transport Canada will respond to industry concerns and recommendations, and how the eventual implementation of the regulations will affect pilots and operators.
The post Transport Canada proposes controversial new regulations on flight crew hours of work and rest periods appeared first on Aviation Law Blog.
https://aviationlawblog.ahbl.ca/2017/08/18/transport-canada-proposes-controversial-new-regulations-flight-crew-hours-work-rest-periods/
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