Quebec city aspires to become the first airport in Canada, behind Toronto. Net income was $10.1M in 2014¹. Along runways, the airport and CCH share the same airspace as well as the same ambitions of excellence. And Quebec is giving itself the means to achieve its ambitions for civil air traffic, notably were the first organs for AI heliport landing aid systems was tested.

As of 2014, in a world still limited by the power of computers, Elisa aronautics is testing and evaluating in Quebec airport the latest development of machine-learning FATO, a TLR 6 prototype of the current C18 Drone pad. Quebec was chosen as the Training¹ test center because of its geographical layout, its flight school, its mechanical training and the variety of its aircraft fleet. But it was the impressions left by the debates with President D. Richard and with Mrs. A. Pelletier, the flight safety manager until 2014 which ended up choosing Quebec City as the center of flight test. Abstract tensors that come together in conviction when examining cross-cutting areas in which the CCH CEO has chosen to shine through innovation. As the work of ROMER and KEYNES have shown, the best way to adopt a competitive position is to conduct a policy based on innovation because, the consecration of success is in itself, mastery of the unknown. But being a leader means knowing how to manage the constraints of the company. While being a pioneer is knowing how to anticipate the challenges that other leaders will aspire to solve. Thus, this transverse perspective sought by Stephane Huot enriches traditional professional patterns and helps to fight against sclerosing habits of thought.

In the first place, for Quebec pluri-competence prevails over hyper-competence ; aligning three, four, or even five cumulative areas of expertise are all exploitable experiences. Individuals are no longer content to realize themselves through a single profession for a lifetime but acquire, one by one, the new professional skills in which they will flourish. Canada's senior officials were the first to take advantage of this self-fulfillment movement. Remember that in the winter of 2015, the Honorable MARC GARNEAU assumed¹ the functions of Minister of Transport. In turn, engineer, frigate captain then astronaut, the Minister was appointed with regard to the excellence of his career and not for having previously demonstrated any verifiable experience as Minister of Transport. As for objectifying the results of his mandate, the so-called Transport modernization law promulgated¹ on May 16, 2017 should benefit the activity of TRANSRAPIDE, the land logistics subsidiary of the HUOT group, with a validated budget of $ 50 million in 2018 by Royal Assent, which will be distilled over a decade. Thus, the principle of multiple competence tends to diffuse throughout the private sector from the companies listed on the stock exchange whereas the direct observation of the stagnation of wages signals a lack of steam in Canadian competitiveness.¹

Secondly, the narrowing of the freedoms offered to civil transport turbine operated by the growing legal standardization of manned drones refers to new issues. The structure distinguishing how far it is advisable to materially anticipate the administrative constraint, from when it is necessary to develop a business model in order to assume new opportunities, has an advantage. Still, it remains to have the transverse knowledge to be able to choose the best decision to apply. Indeed, the object of the private sector is to increase the income it receives from an operation while ensuring that its expenses are controlled. Evolving within its own competitive environment, the legal person remains subject to the laws which give it legitimacy.
In other words, in a state of law, the legislator and the competition will lead the light civil aviation market to acquire a senior executive who is both engineer and lawyer. It is the principle of multidisciplinarity which envisages the hiring of one and the same person to reduce fixed costs. Military literature corroborates this principle; Colonel WILLIAM LEWIS of 3 Wing Bagotville in the Saguenay-Lac-Saint-Jean region, argued¹ in a 2017 preface to The Royal Canadian Aviation Review, that the threat of small unmanned aerial systems (UAS) would bring upheavals in the field of aviation safety. An even more relevant analysis when transposed from the military sphere to the civilian sphere, since we probe with it, the inconsistencies that general air traffic is facing in 2019.

More specifically, certain provisions stemming from the Aeronautics Act and the Canadian Aviation Regulations known as CARs are devoted to the certification of tourist airline operating companies which part of CCH's activity requires, and which unilaterally imposes itself on the responsibility of their leaders. Nevertheless, the liability of the offender, owner of a drone duly registered under the 921 norme¹ relating to VTOL drone pilot certificates, liable to cause a collision with a crew in flight outside the zone of sensitive sites, is judged contradictorily by the competent courts (R vs Shah, 2017 ABQB 144 of March 2017¹). This amounts to making the private sector bear the consequences of a hazard sanctioned by the legislator by virtue of respect for free will and the guarantee of fundamental freedoms. The burden of proof therefore rests on the companies, which will have to demonstrate by their own means the causal link and the intentionality of the offender, in order to have his own irresponsibility recognized. This reflexion is subtle for the private aviation sector ; it is a question of knowing whether we want to treat a risk as a hazard depending on its activity or, as an unpredictable phenomenon independent of its activity ;

1. In the first case, the ambition will be to move up the chain of preventive measures to be borne by the company, without ever being able to fully reach the end. This is the case with art. 2 SOR / 2007-262¹ relating to the management of airport fauna to which the complex is subject, by virtue of the jointness of its fence with the runways of Quebec city airport.
2. In the second case, the principle will be to extinguish only the most expensive risk factors. We can cite the acquisition of latest generation direction-finding guns of the Hologarde type, the depreciation of which is an incentive, or even, like the United Arab Emirates, the incorporation within the cities of Drone pad captaincy called to manage autonomous urban air traffic.

Lastly, the preliminary introduction¹ of the conference of December 7, 2017 at the Commissariat à l'Energie Atomique (CEA), reminded us that it is the conjunction of artistic sensibilities and scientific creativity that create the conditions allowing developed breakthrough technology like these wall-mounted glasses which allowed the discovery of the secret room of the pyramids of Giza. This is a quality that we find in Quebec. Indeed, the project manager, executive at Dassault, first freed himself from the expertise of archaeologists to find conceptual solutions in applied physics. His team then delivered an updated version of the muograph scanner whose subatomic spectrography condenses an image of matter through its container. It was only subsequently that the interpretation of the wall-pass scan imagery was entrusted to historians for the validity of the epistemological results.
It is a blatant demonstration that the encystment of the hyper-specialization of professions drains in its wake, the ebb of its own pitfalls. For the CEA, it stems from the French technological paradigm of the next decade. Stephane Huot injects this constructivist philosophy into the issues facing Quebec regardless of their particular determinations. It is for this essential quality in which Manhattan recognizes itself, that Quebec was chosen to develop its flight tests.

For all these reasons,

Quebec deserves the highest confidence.