Certainly.
In terms of the Pangnirtung approach, I agree; that's probably our most challenging approach. I've spent many years personally involved in that. The company invested several hundreds of thousands of dollars in testing and certification, requiring three separate operational approvals beyond the standard just to make operations off a 2,900-foot gravel runway viable with our aircraft, which we can't keep doing with our new aircraft.
In terms of the unintended consequences, I look at many regulations. I'll use the approach ban as a good example. It's predicated almost with a concept that everyone understands the realities of Ottawa, Montreal, and Toronto with long runways and excellent approaches, ILS approaches everywhere. However, by structuring that, there is some limited infrastructure that makes those rules not fit.
I've personally been in a case in Iqaluit where I've been stuck holding over the airport when I can see the runway, but with blowing snow in the area, I can't land because of the approach ban. I'm forced to divert off to a much shorter runway and fly an NDB approach, circling inside mountainous terrain at night, which is arguably the most difficult and most dangerous approach to flying. Because of the approach ban, I couldn't carry out the ILS approach in Iqaluit, arguably the simplest approach, to a runway that I could actually see. There was no recognition for some of those conditions.
Quite often I get forced. If I can't land at one airport, I then need to fly two to three hours, a long distance, to an airport that's even less equipped for my landing, just by virtue of the inability of those airports to provide the same infrastructure that exists everywhere down south as a norm. Those norms are not the norm across the country.