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By Jon Robinson |

Domestic aerospace structures

The federal government introduces massive Industrial Defence Strategy

Pilatus Aircraft in late February at its facility in Stans, Switzerland, led the production test flight of the CT-157 Siskin II destined for the Royal Canadian Air Force. The flight, lasting approximately one hour and 15 minutes, included functional testing of the engine, aircraft systems and flight controls. The CT-157, built on the Pilatus PC-21, is a marque aircraft type of the 25-year, $11.2 billion Future Air Crew Training (FAcT) program awarded to SkyAlyne by the Canadian Armed Forces.

SkyAlyne, a partnership between CAE and KF Aerospace to oversee FAcT, ordered 19 CT-157s with the first aircraft expected to arrive in Canada in the second half of 2026. The two-seat plane, featuring a 1,600 horsepower PT6A Pratt & Whitney Canada turboprop engine and the ability to reach speeds of 685 km/h, will underpin RCAF’s advanced flight training. It is one of five FAcT fleets that will account for more than 70 new aircraft across locations in Moose Jaw, Portage la Prairie, and Winnipeg.

The FAcT and Future Fighter program –the planned acquisition of 88 F-35 fighter jets – are two of the biggest ticket items moving Canada toward its NATO spending targets and a newly outlined strategy to develop a stronger domestic defence industry, pushed on both accounts by the current United States administration under by Donald Trump. On February 17, Canadian Prime Minister Mark Carney at CAE in Montreal unveiled the Liberal government’s Defence Industrial Strategy. This $6.6 billion framework outlines a plan to build an industrial base by scaling up small- and medium-sized businesses on which the military can rely.

Christyn Cianfarani, president of the Canadian Association of Defence and Security

“The strategy vows to increase Canadian firms’ share of federal defence contracts to 70 per cent, boost Canada’s defence exports by 50 per cent and add 125,000 jobs over the next decade.”

Industries, called the strategy a “landmark document”. The strategy aims to increase Canadian firms’ share of federal defence contracts to 70 per cent, boost Canada’s defence exports by 50 per cent and add 125,000 jobs to the sector over the next decade. As reported by the Canadian Press, Cianfarani described the plan as aggressive and requiring a different approach of development, manufacturing and procurement.

The federal government earlier moved to overhaul its defence procurement to reduce hurdles for domestic firms through a new Defence Investment Agency. It is scheduled to become a legislated standalone agency with more independence and authority; allowing small- and medium-sized firms,

TOP DATA BURSTS… in this issue

1. Germany awarded Top Aces with a $681 million contract for air combat training. P.9. 2. Canadian airports moved 156.7 million passengers in 2024. P.14. 3. Textron Aviation purchased Pipistrel for approximately US$235 million in April 2022. P.17. 4. Stratus has sold more than 110,000 receivers since 2011. P.41. 5. Canadian Peter Pigott authored a total of 25 books focused on aviation history. P.46.

according to a Canadian Press interview with Stephen Fuhr, secretary of state for defence procurement, to have one main point of contact and, therefore, better access to decision makers during the military contracting process – bypassing the need for lobbyists.

The aviation and aerospace sectors will surely led this domestic build-up driven in large part by Canada’s close to 30-year participation in the Joint Strike Fighter program established by Lockheed Martin to reward countries participating in the development of the F-35 with preferred manufacturing and overall industrial benefits. FAcT, meanwhile, is primarily a Canadian program leveraging decades of training expertise.

The Defence Industrial Strategy received high praise from a range of businesses and industry groups across the aerospace spectrum. Large industry players have already moved toward defence inspired by NATO member commitments to meet existing spending targets at 2 1/2 per cent of GDP based on pressure from Trump. NATO members in June 2025 then agreed to a new five per cent target under a framework to invest 3.5 per cent in core defence needs, such as jets and weapons, and 1.5 per cent in defence-adjacent areas like infrastructure and cybersecurity. Any way you slice it, defence will become a hallmark of Canada’s economy for decades and aerospace will help lead the way leveraging many of the structural changes now, or soon to be, in place. | W

ON THE FLY

THE LEAD

ALBERTA ORDERS

FIVE DE HAVILLAND WATERBOMBERS

The Government of Alberta in midFebruary secured a contract with De Havilland Aircraft of Canada for five new, locally built waterbombers with a price tag of around $400 million. The first Canadair DHC-515 aircraft, designed to skim bodies of water to fill a 6,100-litre tank in about 12 seconds, is expected to arrive by spring 2031. In making the announcement, Alberta Premier Danielle Smith said the money for the aircraft is separate from the approximate $160 million the province spends on its wildfire response each year. In 2025, there were 18 airtankers ready to respond to wildfires, including four Alberta-owned and contracted aircraft that were built between 1986 and 1988.

“These Alberta-built waterbombers will strengthen our wildfire response, protect our communities and create hundreds of skilled jobs right here at home,” said Smith. De Havilland Canada in 2022

outlined plans to build a new primary assembly and production facility, called De Havilland Field, in Wheatland County, approximately 30 minutes east of Calgary. The contract with De Havilland Canada is projected to create around 1,000 jobs. Alberta has had more than 1,000 average annual wildfire starts in the past decade, noted the Canadian Press, which is the second highest in Canada behind British Columbia.

The addition of the five new waterbombers, according to the province, will result in an almost 60 per cent increase in Alberta’s total drop capacity. The DHC-515 can fly up to 330 km/h, about 15 per cent faster than Alberta’s existing CL-215, while also carrying 15 per cent more water. In June 2025, Manitoba confirmed its intent to purchase three De Havilland Canadair 515 aircraft, while close to two dozen of the aircraft type have been ordered by European countries.

COMMERCIAL AIR CANADA TO ACQUIRE EIGHT AIRBUS A350-1000 WIDEBODIES

Air Canada on February 11 announced the next phase of its fleet modernization program with the addition of the Airbus A350-1000 widebody aircraft. The airline

committed to purchasing eight aircraft and has rights to purchase eight more A3501000s, with deliveries scheduled to begin in the second half of 2030. Powered by the XWB97 engine from Rolls Royce and fabricated using lighter weight materials, Air Canada points to Airbus estimations that the aircraft will deliver up to a 25 per cent fuel consumption reduction compared to the previous generation aircraft. The A350-1000 has a potential range of approximately 9,000 nautical miles.

According to Airbus, c ustomers will experience the quietest twin-aisle cabin available. The aircraft is designed to be pressurized to only 6,000 feet to reduce stress on the body, minimize jet lag and deliver a noticeably more comfortable travel experience. The A350-1000 will come equipped with the latest generation in-flight entertainment screens and connec tivity, as well as Air Canada’s new cabin standard, which is being introduced later this year on other new aircraft.

The order for eight A350-1000s is in addition to the 14 Boeing 787-10 Dreamliners expected to start entering service later this year. Air Canada is also set to welcome in the coming months the first of its 30 new Airbus A321XLRs. Air Canada also continues to take deliveries of the Canadian-assembled Airbus A220, with 23 aircraft remaining on its firm order of 65. An additional five Boeing 737 MAX aircraft, on lease, are expected to enter service in 2026. These aircraft will enter service with Air Canada’s next generation cabin design and standard, including enhanced connectivity and in-flight entertainment offerings.

FLAIR WANTS MORE BUSINESS FLIERS, CHANGES LEADERSHIP

Flair Airlines in mid-February appointed Len Corrado as Chief Executive Officer, succeeding Maciej Wilk who joined the airline in 2023 as Chief Operating Officer before becoming interim CEO in mid-2024 and permanent CEO in July 2025. “My mandate was always clear: bring discipline, reliability, and cost efficiency into the business, and be rigorously honest about what works and what doesn’t,” said Wilk, in a news release about Corrado’s appointment. Corrado brings deep roots in Canadian

De Havilland announced the launch of the DHC-515 in March 2022 with a complete upgrade of the flight deck with an advanced avionics suite, among other features, to be build at a new facilty near Calgary.

aviation, explains Flair, with decades of experience across Canadian airline operations, commercial strategy, and leisure travel, most recently as President of Sunwing Airlines. His background aligns closely with Flair’s next phase, including the expansion of Flair Vacations, as the airline builds on its value-carrier model. The airline in February also outlined plans to attract more work travellers – mainly from small businesses – via affordable fares and by plugging into networks linked to travel agents, booking sites and hotels. Leveraging Boeing 737 aircraft, Flair flies to over 25 destinations across North America, including Canada, the U.S., Mexico, the Dominican Republic and Jamaica.

AIR INUIT LAUNCHES WORLD-FIRST 737 FOR PASSENGERS AND CARGO

Air Inuit in January earned Transport Canada certification for its first newly reengineered Boeing combi aircraft, which marked the arrival of the world’s first 737800NG configured for both passengers and freight. The aircraft entered service on Air Inuit’s Montréal-Kuujjuaq route.

“Our investment in this next-generation combi reflects Air Inuit’s commitment to innovation that directly serves the unique passenger and freight needs of the communities and the people we serve,” said Christian Busch, President and CEO of Air Inuit.

Air Inuit explains the 737-800NG combi represents a major advancement in multirole aircraft capability to address Northern realities. Converted by KF Aerospace, the aircraft features a forward cargo compartment with space for five pallets and a 90seat passenger cabin in the aft section. This world-first is part of Air Inuit’s broader fleet-modernization strategy, which began with the acquisition of three Boeing Next-Generation 737-800s to eventually replace its 737-200 fleet. Air Inuit explains the new aircraft offer improved passenger comfort, inflight wifi powered by Starlink, better fuel efficiency, modern avionics, and increased passenger-cargo capacity to respond to the essential needs of communities in Nunavik and beyond.

Combi conversion of the third of three 737-800s acquired by Air Inuit in 2023 was scheduled for completion in February 2026. Founded by the Inuit of Nunavik in

1978, Air Inuit, a wholly owned subsidiary of Makivvik, was created to provide air connections between Nunavik’s 14 coastal villages and the south, to promote trade and to preserve Inuit culture. Air Inuit today has more than 1,175 employees and a fleet of 36 aircraft.

BUSINESS AVIATION

GULFSTREAM BEGINS G300 TESTING, EARNS TRANSPORT CANADA

CERTIFICATIONS

Gulfstream Aerospace in December announced the new super-midsize G300 made its first flight from Ben Gurion International Airport, launching its flight test program. The flight lasted two and a half hours with the G300 reaching a speed of Mach 0.75 and an altitude of 30,000 feet (9,144 metres). Prior to first flight, the G300 program completed more than 2,000 ground test hours and includes two additional test aircraft already in production.

Gulfstream states the G300 will feature the largest interior in the super-midsize segment, including 10 Gulfstream Panoramic Oval Windows, which can seat up to 10 passengers and includes two living areas, a galley and ample room for baggage. The G300 also features the lowest cabin altitude in its class at 4,800 feet (1,463 metres), according to Gulfstream, when flying at 41,000 feet (12,497 metres). Powered by Honeywell HTF7250G engines and the Harmony Flight Deck, the G300 is expected to hold a rated

range of 3,600 nautical miles (6,667 kilometres) at Mach 0.80 or 3,000 nautical miles (5,556 kilome tres) at Mach 0.84.

The Canadian Press in mid-February reported that Transport Canada had certified Gulfstream’s G800, G700, G600 and G500 jets shortly after U.S. President Donald Trump threatened fresh tariffs over the planes’ status in Canada. Trump also warned he would decertify and place tariffs on all Canadian-made planes unless the government approved the four Gulfstream aircraft.

GLOBAL 8000 ENTERS SERVICE, VISTA ORDERS 40 CHALLENGERS, AND BOMBARDIER OUTLINES NEW FACILITY PLANS

Bombardier began 2026 with a series of achievements, following the December entry into service of its Global 8000 longhaul jet, purchased by Patrick Dovigi, founder and CEO of Green For Life Environmental Inc. Days later, on December 19, the Federal Aviation Administration (FAA) certified the Global 8000, noted by the aircraft maker as the fastest civilian aircraft since the Concorde with a top speed of Mach 0.95 and range of 8,000 nautical miles. In January 2026, the Global 8000 was certified by the European Union Aviation Safety Agency.

Also in January, Bombardier announced plans to build a new 126,000-square-foot manufacturing centre in Dorval, which will be located near the Challenger manufacturing centre and the Laurent Beaudoin Completion Centre. The project, supported

Air Inuit’s first of three Boeing 737-800 Next Generation aircraft, combining a world-first cargo and passenger configuration, went into service on the Montreal-Kuujjuaq route in January.

by a $35 million repayable, non-forgivable loan under Investissement Québec’s ESSOR program, represents an investment of approximately $100 million with the new facility expected to open before the end of 2027. Québec’s ESSOR program was created to help promote Quebec’s competitive manufacturing sector and economic vitality.

The latest PwC study commissioned by Bombardier found that the company contributed a total of $7.4 billion (direct, indirect, and induced) to Canada’s GDP in 2024 and sustained nearly 50,000 jobs across the country. In Quebec alone, Bombardier creates nearly 10,000 direct jobs and is a direct source for over 31 per cent of aerospace employment.

In February, Bombardier

announced firm orders from longtime customer Vista and its commonly controlled entities for 40 Challenger 3500 business aircraft, with purchase options for an additional 120 aircraft. The market value of the orders based on current prices is valued at US$1.18 billion.

If all purchase options are exercised, the total order value for all 160 aircraft would reach US$4.72 billion. In 2024, the Challenger 3500 aircraft became the fastest-growing platform to reach 100 deliveries in the super-midsize category. The company in February also acquired Velocity Maintenance Solutions, a Maintenance, Repair and Overhaul services provider based in a 35,000-squarefoot hangar at the Wilmington, Delaware, airport.

HELICOPTERS

SUMMIT ACQUIRES BLACKCOMB HELICOPTERS

Summit Helicopters in January announced the acquisition of Blackcomb Helicopters, which adds seven helicopters to its growing fleet, as well as additional bases in Whistler and Squamish, B.C. From the coastal mountains of British Columbia to the Arctic, Summit Helicopters provides tailored solutions for a variety of needs, including mineral exploration, utility work, wildfire support, and medevacs, ensuring projects run smoothly and safely.

Summit is a member of The Ledcor Group of Companies, one of North America’s most diversified construction companies, serving the civil and infrastructure, oil and gas, pipeline, building, mining, power, and telecommunications sectors. Ledcor also owns operations in property investment, aviation, and marine transportation services.

long-term contracts and shortnotice community needs. Blackcomb will continue to operate under its existing branding.

AIRBUS H175 RECEIVES TRANSPORT CANADA CERTIFICATION

Airbus Helicopters has been approved by the Transport Canada Civil Aviation (TCCA) authority for the operation of the H175 helicopter in Canada. Airbus describes the H175 as a cutting-edge and proven platform capable of supporting diverse operations including: energy, search and rescue (SAR), emergency medical services (EMS), private and business aviation, public services, and defence.

Summit explains the acquisition of Blackcomb Helicopters significantly increases its operational capacity along the Sea to Sky corridor and beyond, as the company will assume operations for Blackcomb’s existing utility, film, firefighting, and emergency response activities. Summit will also operate what the company describes as Blackcomb’s highly sought-after sightseeing and charter tours. Summit notes the seven helicopters operating out of Whistler and Squamish will continue to support both

Airbus also notes how the robust design and advanced systems of the H175 are wellsuited to Canada’s demanding operational environments, from offshore platforms to remote northern regions. The multirole super-medium H175, Airbus explains, provides a combination of range, speed, and useful load in its class. It can transport up to 18-passengers.

Airbus Helicopters in February also reported its year-end numbers, which included 544 gross orders (net: 536) in 2025, highlighting what the company describes as strong market growth with a solid performance this year across its entire civil and military range. The orders came from 205 customers in 50 countries. Airbus notes its year was defined by major sovereign commitments, most

Vista placed a firm order for 40 Bombardier Challenger 3500 jets, with options for 120 more aircraft, collectively worth approximately US$1.18 billion based on 2026 list prices.

notably from Spain, which placed a landmark order for 100 helicopters.

DEFENCE

GERMANY AWARDS TOP ACES 10-YEAR CONTRACT

Top Aces, headquartered in Montréal, was awarded a 10-year contract worth up to €420 million ($681 million) by the German Armed Forces (Bundeswehr). Building on a decade-long partnership between Top Aces and the Bundeswehr, the new agreement, officially titled Contracted Fast Adversary Air, aims to deliver mission-critical operational training across

Germany’s air force, army and navy. Top Aces explains it will provide a comprehensive suite of training capabilities designed to strengthen operational readiness across all branches of the Bundeswehr. Training will be conducted using Top Aces’ diverse fleet, featuring A-4N Skyhawk aircraft equipped with Active Electronically Scanned Array (AESA) radar and highly upgraded Alpha Jets. Leveraging an open architecture design, Top Aces explains its proprietary Advanced Aggressor Mission System (AAMS) enables the A-4Ns to integrate advanced sensors, effectively replicating the threats posed by modern adversary fighter aircraft.

With more than 150,000 accident-free flight hours, Top Aces and its subsidiaries,

including Top Aces Corp. and Blue Air Training Corp., provide advanced operational training to the world’s leading armed forces. It is the world’s only commercial owner/operator of the F-16.

BOMBARDIER TO REPLACE RCAF’S CHALLENGERS

The Government of Canada ordered six Global 6500 jets to replace the Royal Canadian Air Force’s last four Challenger aircraft, which are used to

shuttle around VIPs, as well as for medical evacuations and disaster relief. The contract is expected to be worth $753 million with the inclusion of pilot training and maintenance. The first aircraft is expected to be delivered by summer 2027 and to be in the air by the end of that year.

The Global 5500, 6500, 7500 and 8000 aircraft are manufactured at Bombardier’s Global Aircraft Assembly Centre, a 770,000-square-foot, $670 million facility opened in 2024 at Toronto Pearson Airport. | W

Training under the new 10-year contract with the Bundeswehr will be conducted using Top Aces’ diverse fleet, featuring A-4N Skyhawk aircraft.

MADE IN GERMANY, POWERED BY CANADA

Why the D328eco is the right aircraft for Canada, right now

The D328eco is an operator-focused turboprop with Canadian propulsion, short-field muscle and a future-proof path to 100 per cent Sustainable Aviation Fuel – right sized for Canada’s challenging climate and remote regional routes. Holding the largest turboprop market in the world, Canada is facing a unique intersection of geographical scale and environmental severity.

Many communities in Canada depend on short, gravel runways and operators must deliver essential lifelines with uncompromising reliability especially with long and challenging winters. Deutsche Aircraft’s D328eco enters this market with a clear promise: a right-sized, operator-focused turboprop engineered for the Canadian mission. The program pairs a rugged airframe and true short field performance with a Canadian heart, the Pratt & Whitney Canada PW127XT S, while charting a clear path to 100 per cent Sustainable Aviation Fuel from entry into service in 2027.

Engineered for northern operations, the D328eco performance envelope is tuned for the Canadian landscape, including:

• Short-Field Muscle: Authentic 800 metre STOL runway capability (at 70 per cent LF for a 250 NM mission;

• Surface Versatility: Certified for unpaved and gravel runway operations;

• Vertical Reach: 30,000-foot service ceiling, offering over-the-weather efficiency; and

• Mission Velocity: ~324 KTAS maximum cruise speed for high-utilization scheduling.

Operator-driven design

Deutsche Aircraft has spent the past two years engaging directly with regional operators at the ATAC conferences in Vancouver and Montréal to align the D328eco’s capabilities with the mission-critical needs of Canada’s regional network.

The feedback was consistent: Canada needs a sustainable connectivity solution with short-field muscle and operational versatility. In response, the D328eco delivers authentic STOL performance, and the multi-mission DNA required to pivot between passenger, cargo and medevac roles.

The operator focused design of the D328eco addresses the areas where Canadian airlines feel constraints most acutely: on the runway. Building on the Dornier 328 heritage, the aircraft incorporates a reinforced landing gear and a gravel kit to access short and unpaved airstrips, enabling reliable services to communities that currently depend on aging, maintenance heavy fleets.

With a modern 40 seat configuration that elevates passenger comfort without compromising field performance, the D328eco paves the way for the future of Canadian regional travel.

The D328eco is a right-sized, operator-focused turboprop engineered for the Canadian mission.

The right size for thin routes and routes demanding frequency

Right sizing matters in Canada. Many regional markets lack the daily demand to profitably fill 50- to 70-seat turboprops or legacy regional jets. Deutsche Aircraft leans into that reality: the D328eco is engineered to reduce trip cost risk and steers towards profitable economics for operators.

The D328eco is an aircraft that can pioneer new spokes, sustain marginal routes and improve frequency without flooding the market with seats that must be discounted to clear.

The result is an aircraft that can pioneer new spokes, sustain marginal routes and improve frequency without flooding the market with seats that must be discounted to clear. This balance between capability and capacity is key in serving Canada’s thin routes, as the aircraft’s economics support low breakeven load factors – making essential services viable where larger aircraft struggle to fill seats.

At the same time, the D328eco is designed to perform exceptionally well on shorter range mainline sectors – typically under one hour – where airlines prioritize frequency over capacity. In these high-utilization, high-frequency markets, the D328eco offers a compelling blend of speed, efficiency and right-sized economics, enabling operators to maintain competitive schedules without deploying more capacity than the market requires.

A

Canadian heart

Beneath the nacelles, the Canadian link is literal. Pratt & Whitney Canada’s PW127XT S – built on four decades of regional turboprop leadership – powers the D328eco and anchors the efficiency story. Deutsche Aircraft and P&WC report up to 14 to 15 per cent lower fuel consumption, approximately 20 per cent lower maintenance costs and 40 per cent more time on wing compared to legacy platforms. For operators spanning across vast geographies, fewer shop visits and higher dispatch reliability

translate directly into better economics and more resilient schedules.

For local operators, serviceability is strategy. Choosing a Canadian engine means tapping into an established maintenance, repair and overhaul ecosystem, simplifying logistics and shortening turnaround times. Paired with the D328eco’s lower maintenance burden, this platform minimises downtime risk — a major operational expense for airlines serving remote communities through winter and shoulder seasons.

Future-proofing Canadian aviation

Sustainability is foundational to the D328eco, providing a seamless transition to net-zero. In late 2024, Deutsche Aircraft and P&WC completed a joint flight test campaign on the D328 UpLift research aircraft using fully synthetic Fischer Tropsch fuel. The results confirmed performance equivalence, paving the way toward 100 per cent Sustainable Aviation Fuel (SAF) readiness at EIS.

For Canadian airlines navigating evolving climate policy and community expectations, the D328eco provides a credible path to decarbonization that sidesteps future retrofits and speculative technologies, while aligning perfectly with Canada’s emerging SAF supply chains.

This future-ready philosophy extends to the cockpit. Combined with the Garmin G5000 Prime flight deck, the D328eco is built to reduce pilot workload and improve maintainability – important advantages in a market contending with crew scarcity and long supply lines.

Multi-mission versatility

The economics sharpen further when you consider multi mission flexibility. A modular cabin and large in-flight operable door enable quick conversions between passenger service and cargo or medevac roles.

This versatility increases daily use and supports community mandates – from emergency evacuations to seasonal firefighting logistics – without requiring a separate fleet type. For carriers balancing thin passenger demand with essential public services, multi-role capability is a genuine profit lever rather than just a brochure bullet.

Connecting Canadian communities

For communities, the benefits are concrete. Better shortfield performance means more reliable access in marginal conditions, efficient economics make weekly frequencies sustainable, and multi-role flexibility ensures critical services can be maintained with the same assets that provide passenger lift.

For local governments and funding bodies, a SAFready, Canadian-powered turboprop offers a credible pathway to climate goals without sacrificing connectivity or escalating subsidy requirements.

A timely succession

Crucially, Deutsche Aircraft’s timeline is aligned with Canadian replacement cycles. With a significant share of 19- to 50-seat turboprops surpassing 22 years of service, and turboprops demonstrating superior economics on sub 500 nautical mile sectors, analysts see an opening for a modern 40-seater that can shoulder lifeline missions without the fuel and maintenance penalties of small regional jets. Following

Deutsche Aircraft’s D328eco is on a clear path to 100 per cent Sustainable Aviation Fuel from entry into service expected in 2027.

The D328eco program pairs a rugged airframe and true short field performance with a Canadian heart, the Pratt & Whitney Canada PW127XT S.

and the delivery of the PW127XT S development engines in 2025, the program is targeting flight testing this year and entry into service in late 2027. That window dovetails with the retirement curves of many under 50-seat aircraft operating in Canada today, providing operators with a modern option without a capability gap. A modern, efficient turboprop is ready to take up the mantle as legacy platforms age out of the market.

Canada’s turboprop revolution

As the D328eco advances toward certification, the conversation is shifting from capability to commitment. From successful SAF trials to the delivery of Canadian engines, the program’s momentum is undeniable. In a nation that has long relied on turboprops to connect its distant communities, the D328eco looks less like a newcomer and more like a timely, modern heir.

The D328eco’s value proposition is straightforward: It is big enough to move the needle on capacity and comfort, small enough to keep trip costs in check, rugged enough for real Northern runways and efficient enough to meet the financial and environmental challenges Canadian operators face. It is a platform that meets Canada where it flies, not where it dreams.

“As a Canadian native with many years working with turboprop aircraft, I’m proud to be working on a new aircraft that can help shape the future of sustainable regional aviation in Canada,” says Aaron Tsang, Vice President Engineering at Deutsche Aircraft.

TOP TO BOTTOM:

By Tim Anderson |

Protecting the north

Churchill and Resolute are critical areas for the

future of Canadian defence

Canada’s Arctic geography has not changed. What has changed is the strategic environment around it. Rising geopolitical pressure, renewed great-power interest in the Arctic, and accelerating climate-driven accessibility have reshaped the North from a distant frontier into a central element of national defence and sovereignty. Arctic sovereignty is not asserted by maps or statements alone. It is exercised through presence, infrastructure and sustained operations. Two locations, Churchill, Manitoba, and Resolute, Nunavut, were once part of Canada’s strong northern presence. Both were deliberately scaled back on the assumption that the Arctic was quiet, predictable and prohibitively expensive areas to maintain defence infrastructure. Those assumptions no longer hold.

Churchill and Resolute are not theoretical solutions or aspirational projects. They are proven operating locations. Canada has worked with them before, at scale, for decades. That experience matters now more than ever.

Churchill occupies one of the most strategically valuable locations in the country: a deepwater port on Hudson Bay with rail access to the continental interior. Churchill provides a rare combination of maritime, rail and aviation access linking southern Canada to the Arctic and onward to Europe. The geographical importance of Churchill was recognized centuries ago, beginning with the Hudson's Bay Company's early efforts to establish a post in 1692. This grew into a full post

and, eventually, Fort Churchill.

During the Second World War and the Cold War, Churchill was developed into a major military and logistics hub. Fort Churchill supported air defence, training, and logistics, while the Churchill Rocket Research Range became a centre for upper-atmosphere and missile research.

The airport in Churchill featured long, paved runways capable of handling large military aircraft in extreme conditions, supported by fuel, maintenance, and accommodation infrastructure. These were not experimental operations. They were sustained, routine and reliable.

Canada has already demonstrated that persistent aviation, logistics and military operations from Churchill are achievable, even with the limited technologies and resources bookmarked between the 1940s and 1960s. Today, Churchill Airport remains a certified jet diversion airport capable of handling wide-body aircraft, yet it operates far below its potential.

Restoring Churchill as a fully functional deepwater port and

aviation hub would deliver both economic and strategic benefits. Economically, it would strengthen export capacity, diversify supply chains, and support northern communities and industry. Strategically, it would provide a southern anchor for Arctic operations, supporting Royal Canadian Navy activity, continental defence obligations, search-and-rescue coverage, and sustained logistics into the central Arctic.

In a region where access increasingly equals influence, a modernized Churchill would once again project Canadian presence northward in a visible and credible way.

Resolute plays a different but equally critical role. Located on Cornwallis Island near the geographic centre of the Arctic Archipelago, Resolute was established in 1947 as a joint Canada–United States airstrip to support High Arctic weather stations and sovereignty operations. A permanent Royal Canadian Air Force presence followed shortly thereafter.

From the outset, Resolute was

designed as a forward operating location, enabling Canada to reach the High Arctic quickly and repeatedly.

Today, Resolute Airport remains the northernmost Canadian airport with scheduled commercial service and functions as a logistics hub for operations extending to Grise Fiord, Eureka, and Alert. It supports Canadian Armed Forces exercises, scientific research, and sovereignty patrols. Its location along the Northwest Passage gives it exceptional geopolitical significance, allowing rapid access across the archipelago.

Despite this, Resolute remains constrained by limited infrastructure. The gravel runway, fuel capacity, and support facilities restrict the scale, tempo, and persistence of operations. These constraints are not new.

In the last decade, the RCAF has studied expanding Resolute into a major Arctic base, including runway improvements, hangars, and expanded fuel storage, explicitly recognizing Resolute as a natural location for a permanent High Arctic outpost. That

Members of Arctic Response Company Group (ARCG) board a CC-130J Hercules transport aircraft for their departure to Eureka during Operation NANOOK-NUNALIVUT in Resolute Bay, on March 5, 2024.

logic applies even more strongly today. Arctic airspace is busier, maritime traffic is increasing, and foreign interest is more pronounced.

The Government of Canada’s renewed focus on the North, largely led by the potential military and economic threats of China and Russia, was brought to the forefront in April 2024 with the introduction of the "Our North, Strong and Free" defense strategy, focuses on exercising sovereignty, enhancing Arctic security against emerging threats, promoting sustainable economic development, and protecting the environment.

The strategy, an update of policy laid out in 2017 under the Strong, Secure Engaged policy, prioritizes modernizing NORAD, investing in surveillance (drones, sensors, satellites), and strengthening infrastructure to maintain a secure, stable, and prosperous North.

In July 2025, the Government of Canada then introduced its first Arctic ambassador to play

a key role in preserving sovereignty in the region. Iqaluit resident Virginia Mearns will be Canada’s senior Arctic official on the world stage, following a career with local Inuit governments. In an interview with the Canadian Press, Foreign Affairs Minister Anita Anand said, “Canada’s Arctic ambassador is going to advance Canada’s polar interests in multilateral forums.”

She said Mearns will “engage with counterparts in both

Arctic and non-Arctic states” and “serve as a representative in our diplomatic core.” She also said Canada will follow through on its $35 million Arctic foreign policy and its commitment to open new consulates in both Alaska and Greenland.

The strongest argument for restoring Churchill and Resolute is not random, but historical. Canada has done this before. During the Cold War, the country built, staffed, and maintained multiple northern

sites despite having fewer resources and less advanced technology than it does today. Operations were sustained yearround under conditions no less demanding than those seen today. Reinvestment would mean modernizing ports, upgrading runways, expanding fuel and hangar capacity, and enabling continuous operations rather than episodic deployments.

The result would be tangible sovereignty: aircraft on the ground, ships in port, personnel in place, and logistics flowing north on Canadian infrastructure.

The Arctic’s importance is not a future concern. It is a present reality. Churchill and Resolute are just two examples that Canada already knows how to operate in the North, effectively and credibly. We have done it before. It is time to do it again.| W

Tim Anderson is a professor at Fanshawe College’s Norton Wolf School of Aviation and owner of Anderson Aviation Services.

A CC-130J Hercules transport aircraft parks behind the Canadian Armed Forces Arctic Training Centre (CAFATC) in preparation for loading supply and troops as part of Operation NANOOK-NUNALIVUT in Resolute Bay on March 5, 2024.

LANDING OPPORTUNITIES

THE PUSH FOR PRIVATE INVESTMENT IN CANADA’S AIRPORTS

BY CATHERINE DOYLE, ANDREA SEPINWALL, ADAM SLINN AND KAREL PETERS

The 2025 Canadian federal budget, Canada Strong, signals a potentially significant shift in Canada’s approach to airport governance and growth with talk of private investment and privatization of Canadian airports at the fore. The initiative includes a plan to attract greater private sector involvement in the National Airports System (NAS), as outlined in the budget, which includes the country’s largest airports.

The budget, tabled by Minister of Finance François-Philippe Champagne in the House of Commons on November 4, 2025, signals why the government plans to consider several measures aimed specifically at airports, including unlocking more of the economic potential of Canada's airports by: considering new ways to attract private sector investment, including by negotiating lease extensions with airport authorities; enabling more economic development activities on airport lands; examining the existing airport ground lease rent formulas to ensure the long-term sustainability and competitiveness of Canada’s airports; and considering options for the privatization of airports.

Ottawa’s objectives of sustainability and competitiveness underscore its view that investing in airports will enhance safety and transportation, improve affordability for

Canadians, strengthen regional access and connectivity, and drive economic growth.

Policy foundations and recent government activity have set the stage for a shift toward more private sector development in the airport sector. The current environment brings with it opportunities and challenges.

Flight status, the current landscape

Canadians may be surprised to understand the idea of private sector involvement in airport operations is not new. The 1994 National Airports Policy (NAP) laid the groundwork by transferring operational responsibility for major airports to private notfor-profit airport authorities under longterm leases. The NAS currently consists of 26 airports, each meeting the requirement of either serving a provincial capital or handling more than 200,000 passengers annually. Thus, while the federal government retains ownership of most large airports, these non-governmental authorities manage day-to-day operations and development, as outline in a McMillan LLP report about the competition-bureau report Cleared for take-off: Elevating airline competition. Historically, Canada’s airports have operated on a user-pay model, where a majority of funding for airport services and future infrastructure comes from fees paid by airlines

and passengers. This system is resilient, but user fees directly affect ticket prices. In fact, 30 cents of each dollar passengers pay to traditional full-service airlines now goes toward such fees. These costs account for an even higher share of passenger ticket prices charged by low-cost carriers.

Growing demand for air travel and cargo services suggests that additional investment in airports will be necessary and, currently, many major Canadian airports are simply not equipped to handle the increased loads. Over the last few years, Canadian airports have seen a steady increase in passenger and cargo traffic and in 2024, Canadian airports moved 156.7 million passengers – a four per cent increase from the previous year – with cargo volumes also rising, according to Airport Activity: Air Carrier Traffic at Canadian Airports, 2024. User fees alone will not be adequate to fund the necessary airport improvements to support these trends and recent developments, culminating in the Budget, suggest that private investment and privatization are being considered by the government as potential solutions.

Preparing for takeoff

Discussions on stimulating private investment in Canadian airports have been active

all year and certainly inform the Budget announcements.

First, in March 2025, Transport Canada released a policy statement on airport investment. While the statement does not propose a move to full privatization, it signals an attempt to work within the existing framework to attract more private capital investment from new sources to fund airport growth plans. Among other things, the statement clarifies the existing mechanisms for private investors to collaborate with NAS authorities, including commercial subleases for airport land development and subcontracting for services.

While much of the statement focuses on using existing tools open NAS system assets to private investors, it also lays the groundwork for the stronger statements in the Budget. Ground lease extensions, for example, could provide more certainty for investors to commit capital for new commercial infrastructure at airports. Similarly, making changes to ground lease terms themselves may make it easier for NAS airport authorities to enter into joint ventures or limited partnerships, allowing the risks and rewards of land and infrastructure development to be shared between the NAS airport authorities and investors.

On the heels of Transport Canada’s policy statement, the Competition Bureau released a market study in June 2025 analyzing Canada’s domestic airline industry, with recommendations to enhance competition. The study underscores the drawbacks of Canada’s current user-pay model and looks to private investment as one way of tipping the scales more favourably to consumers. In particular, the study highlights the need to prioritize competition in Canada’s aviation policy and proposes analyzing whether the current balance between user fees and government support ser ves the sector effectively.

The study considers the restrictions on foreign airlines that limit competition and increase ticket prices for Canadian consumers and elaborates on the use of potential future investments and tools, such as improving critical infrastructure at key northern airports, to foster competition. Notably, it further observes that user fees can weaken the business case for airlines to enter the Canadian the market, especially for low-cost carriers and remote regions. This is supported by an additional study that found ground rent can absorb as much as 12 per cent of an airport’s revenue, as outline by Wing Heavy: The Fees That Undermine the Competitiveness of the Airline Sector.

Heading toward private investment

Given the recent focus on private investment in Canadian airports by various government

agencies, it is safe to assume that both the Transport Canada policy statement and the Competition Bureau report would have informed the Department of Finance in their budget deliberations.

What’s more, the fact that the Budget included explicit references to “privatization” is a noteworthy shift in tone. Coupled with this, the Budget announcements that the government intends to examine ground lease rent formulas and extensions, along with other increased private sector investment opportunities, shows that the country may be at an inflection point for private financiers seeking to explore more airport development projects.

Benefits and considerations of private participation

For Canada’s airports, both private investment and privatization models have the potential to unlock increased capital investments, including from global markets.

Authorizing more private investment could enable airports to finance operations and infrastructure expansion more efficiently, such as through equity financing, pension funds, and infrastructure funds, rather than through more traditional mechanics such as retained earnings or debt. Compared to the current user-pay model, a private investment model would allow capital to be deployed more quickly and on a larger scale. This would allow Canada’s airports to pursue expansion and other capital projects without being constrained by the existing cost-recovery model or government funding challenges.

Private investment can also introduce stronger performance incentives, since investors typically seek returns tied to operational efficiency, revenue growth, and passenger satisfaction. These factors could make it easier for airports to adopt new technology and systems, expand retail offerings, and improve overall facilities utilization.

Additionally, to the extent that private investment helps lower user fees for passengers and airlines, it could encourage new entrants into the space. Such an increase in competition could in turn reduce ticket fees and make air travel more affordable for Canadians, as described by the CBC News in its story Privatization? Foreign investment? Canadian airports face an overhaul of their business model

A full-privatization model would allow private operators to pursue similar investments to those discussed above, but with more flexibility to make quicker, marketdriven decisions on capital planning, technology adoption, and airline development. By changing the underlying economics of airport operation, privatization could also attract new entrants to the space, which

could provide stronger competition among airport service providers, potentially reducing service costs and making air travel more affordable for consumers.

The models advocated to date for increased private investment would still see the airport authorities as the ultimate decision makers. This would leave the public sector in control of core policies, pricing frameworks, and strategic planning, and limit the impact of market forces through arrangements like revenue sharing, long-term lease structures, and regulatory oversight.

Nonetheless, the re-emergence of both private investment and full-scale privatization as potential options for Canada’s large airports raise important questions about governance, accountability, and affordability.

Issues such as user fees, regulatory oversight, and equitable access for smaller communities will require careful consideration. While opening up airports to private capital (and the market forces that come with it) may prove to be more economically efficient, a careful balance would be required to ensure accessibility of air travel for less populated and profitable areas, especially in the northern region, and to ensure that investment is made not only in revenuegenerating assets, such as retail or parking, but also to essential (but possibly less profitable) airport infrastructure.

Cleared to fly

There has been no further official government discussion of full-scale privatization since the Budget announcement and its passing in Parliament. However, at the Air Transport Association of Canada conference held in Montreal on Nov. 17-20, 2025, Parliamentary Secretary to the Minister of Transport and Internal Trade, Mike Kelloway, reiterated the government’s commitment to safe, affordable, and accessible air transportation and private investment certainly has a role to play in this vision.

The coming months will surely bring further clarity to the government’s approach. It is clear that the conversation around airport investment is gaining momentum, and the decisions made now could shape the future of Canada’s air transportation system for decades to come. | W

Catherine Doyle, Andrea Sepinwall, Adam Slinn and Karel Peters (articling student) are colleauges with the business law firm McMillan LLP. Andrea Sepinwall, Partner, specializing in aircraft leasing and aviation law, is a regular contributor to Wings magazine. McMillan Vantage also provided its expertise and valuable insights for this report.

2026 IS THE NEW 2016 — A DEFINING MOMENT FOR CANADIAN AVIATION

“2026 is the new 2016.” What began as a lighthearted social trend — people revisiting photos and memories from a decade ago — has taken on a surprisingly accurate resonance. In 2016, the world felt on the edge of rapid change yet still grounded in a familiar, pre AI digital era. Today, that same sense of inflection has returned, only intensified. Much like 2016, 2026 has become a pivotal year marked by accelerated technological shifts, evolving workforce expectations, and growing pressure for modernization across industries — including aviation.

The difference now is the magnitude of transformation. The forces reshaping aviation in 2026 are more complex, interconnected, and consequential for operators of every size. For ATAC, this reinforces why our mission remains essential: advocating for a safe, competitive, innovative, and sustainable aviation sector that keeps Canadians connected and strengthens the national economy.

In 2016, modernization felt exciting but manageable. Mobile boarding passes were becoming common, self service kiosks were expanding, and early automation offered pockets of operational relief. These enhancements were meaningful but largely incremental — evolutionary rather than disruptive.

The aviation landscape of 2026 tells a different story. Digital systems now sit at the heart of operational strategy. Artificial intelligence supports real time decision making, allowing operators to anticipate disruptions before they occur. Predictive maintenance increases aircraft availability and reduces delays. Advanced analytics optimize fleet utilization, fuel efficiency, and scheduling with unprecedented precision. At the same time, modernized air traffic management tools help navigate increasingly congested and complex airspace.

This is no longer a collection of small improvements — it is structural transformation.

ATAC continues to advocate for a regulatory environment capable of keeping pace. Modern aviation requires timely, predictable approvals, regulatory frameworks that enable digital integration, and stronger government industry collaboration. Canada’s world class safety standards remain non negotiable, but fostering innovation must also be recognized as a pillar of national competitiveness.

A decade ago, workforce concerns focused on replenishing traditional roles such as pilots, maintenance engineers, flight dispatchers, and other frontline professionals, with training

pipelines built around established competencies. Today, needs have broadened significantly: demand for experienced pilots and AMEs remains high, but operators also rely on data analysts, cybersecurity specialists, digital systems engineers, and others who can integrate emerging technologies into operations. These roles are no longer “emerging”; they are essential to safety, efficiency, and resilience.

ATAC’s mission includes supporting modernized training programs, expanded entry pathways, and the removal of administrative barriers that slow licensing and certification. Flight training organizations — vital to Canada’s long term workforce strategy — require policies that reflect current realities: advanced simulators, digital learning environments, increasing international demand, and rising training volumes. Canada’s aviation future depends on talent across a broader spectrum of expertise than ever before.

Sustainability has also shifted from long term goal to near term operational priority. Canadian carriers continue investing in fuel efficient aircraft, optimized flight operations, and cleaner ground practices. Yet meaningful emissions reductions require coordinated national policy. Sustainable aviation fuel (SAF) remains the most effective tool for lowering aviation’s carbon footprint. Canada has the feedstock, clean energy capacity, and technical expertise to lead in SAF production — but commercial scale facilities have yet to materialize.

ATAC continues urging a national SAF strategy, long term investment certainty, and incentives comparable to those available in competing jurisdictions. Without decisive federal action, Canada risks losing ground in the global shift to lower carbon aviation.

The challenges facing operators today — digital transformation, workforce renewal, sustainability, and the protection of northern and regional connectivity — demand collaboration across sectors. ATAC brings together operators, regulators, educators, technology innovators, and energy partners to strengthen Canada’s aviation ecosystem. Whether advancing SAF development, modernizing training, or enabling digital innovation, progress depends on strong policy direction and shared commitment.

Canada’s aviation industry has always demonstrated resilience and leadership through periods of change. With the right policy foundations, the sector is prepared not only to meet the challenges of 2026 but to seize the opportunities they create. ATAC remains committed to supporting operators of all sizes, ensuring Canadian aviation continues to thrive as a vital contributor to connectivity, economic growth, and national competitiveness.

Julie Mailhot President and Chief Executive Officer

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FIXED-WING TRAINING

GROUND SCHOOLS, FLIGHT TRAINING UNITS, AND COLLEGES BY PROVINCE AND TERRITORY

YUKON

Northerners Taking Flight | Whitehorse

Northerners Taking Flight (NTF) is a nonprofit organization that aims to inspire, guide, mentor, support, train and facilitate aviation employment in collaboration with northern operators, education, government, aviation organizations, indigenous leaders and communities. NTF has partnerships with Yukon University through its Aviation Management Diploma program and with Cornwall Aviation.

Yukon University | Whitehorse

The Aviation Management diploma program at Yukon University comprises a block transfer of pilot training credentials earned at Northerners Taking Flight (or other recognized flight schools) that equals one year or 30 credits and an additional 30 credits earned at Yukon. Students are expected to earn a Commercial Pilot License while concurrently earning academic credits.

BRITISH COLUMBIA

British Columbia Institute of Technology | Richmond, Delta British Columbia Institute of Technology’s (BCIT) School of Transportation provides students with skills to become pilots in its Airline and Flight Operations Commercial Pilot program. It combines flight training with industry related academic training at BCIT’s Aerospace Campus in Richmond. Flight training for fixed-wing aircraft is conducted at Pacific Flying Club’s flight school at Boundary Bay Airport in Delta. Rotary-wing flight training is provided by Chinook Helicopters in Abbotsford.

Chinook Aviation | Abbotsford

With over 40 years of experience, Chinook offers helicopter and fixed-wing training from Private through Commercial licences,

Instructor Rating, Night Rating, and advanced qualifications, including Multi-Engine and IFR. Chinook also provides Foreign Licence Conversions and is currently the only flight training unit in Canada authorized to issue a temporary licence.

Pacific Flying Club | Delta

Pacific Flying Club has been serving members, students and career pilots since 1965. Based at Boundary Bay Airport (CZBB), Pacific Flying Club (PFC) delivers Recreational, Private and Commercial Pilot training, instrument and advanced ratings, and flight instruction endorsements. PFC is the primary flight training partner for BCIT Airline & Flight Operations Program.

Sealand Flight | Campbell River

Established in 2014, Sealand Flight was Canada’s first flight school flying an electric airplane. It now operates four sub-base flying schools in Powell River, Courtenay, Qualicum Beach and Nanaimo. Sealand offers flight lessons and ground school programs towards Private Pilot Licences, Commercial Pilot Licences, and a variety of other ratings and aircraft rentals. In addition to pilot training on e-planes, landplanes, and seaplanes, Sealand owns and operates BC Air.

Southern Interior Flight Centre | Kelowna

Southern Interior Flight Centre is located at Kelowna International Airport, allowing for exposure to the controlled and uncontrolled environments.

ALBERTA

Alberta College of Aeronautics | Edmonton

The Alberta College of Aeronautics is an Alberta Advanced Education accredited Private Vocational College based in Cooking Lake Airport. Its flagship program is

ON THE COVER

Sealand Flight based in Campbell River, British Columbia, in 2025 became the first Canadian flight school to be certified in the use of an electric aircraft, the Pipistrel Velis Electro – photographed above by Tony Puerzer. Back in early 2023, Sealand was selected by Transport Canada to participate in a trial program to evaluate the viability of electric airplanes, along with the University of Waterloo and Waterloo Wellington Flight Centre. Working with Pipistrel’s Canadian distributor, Apex Aircraft, Sealand’s Velis Electro arrived in Campbell River on February 18, 2024.

On June 14, 2024, Sealand then completed a commercial electric flight with a specific regulatory exemption from Transport Canada. Sealand is now training new pilots in its electric airplane, while continually evaluating the aircraft’s capabilities. In November 2025, Transport Canada moved beyond its regulatory exemptions to approve the Velis Electro and other Pipistrel aircraft for flight training purposes. The Pipistrel platform is supported by one of the world’s largest aircraft manufacturers in Textron Aviation, which acquired Pipistrel in April 2022 for approximately US$235 million. | W

CIA2026

a two-year integrated Airline Transport Pilot License (iATPL) diploma that helps fast-track students with zero flight training background into commercial flight operations. Admissions open 12 months prior to each intake (September and January).

Centennial Flight Centre | Edmonton Centennial Flight Centre, in operation since 1967, is located at Villeneuve Airport. It provides training for RPP, PPL, CPL, Multi-Engine and Instrument Ratings.

Red Deer Polytechnic | Red Deer Red Deer College’s partnership with Sky Wings Aviation Academy, based in nearby Penhold, aims to provide a foundation in business with flight training.

Super T Aviation | Medicine Hat

Serving southern Alberta since 2008, Super T Aviation is a family-owned operation providing flight training and charter ser vices.

SASKATCHEWAN

Mitchinson Flight Centre | Saskatoon

Mitchinson Flight Centre has been training pilots since 1946. Its Integrated Airline Transport Pilot License (iATPL) program and Professional Pilot program, in addition to partnering with Saskatchewan Polytechnic’s Commercial Pilot diploma program, allows Mitchinson to offer flexible career path options. Flight training is conducted out of Saskatoon International Airport. It holds a fleet of 15 aircraft.

MANITOBA

Harv’s Air | Steinbach, St. Andrews Harv’s Air is a family owned and operated air service with locations near Steinbach and St. Andrews, both in the Winnipeg area. Its operation has provided flight training, air taxi, and aircraft maintenance services since 1973.

PilotTraining.ca | Steinbach

PilotTraining.ca is an online ground school, providing training for fixed-wing and rotary-wing pilots. It is a division of the long-established flight school Harv’s Air. PilotTraining.ca provides both self-led and instructor-led training.

ONTARIO

Aerocourse | Oakville Aerocourse provides ground school training, including IFR and ATPL ground

school seminars offered both virtually and in-person in centres across Canada. They are designed to lead students to be successful on their Transport Canada exams and to become IFR and ATPL airline pilots.

Algonquin College | Ottawa

Algonquin College’s Aviation Management is a two-year diploma program designed to provide students with the knowledge and skills to become a commercial pilot. Through a series of classroom courses and practical labs, students have the opportunity to complete the Transport Canada Commercial Pilot Licence.

Brampton Flight Centre | Brampton Brampton Flight Centre and College (BFC), in addition to non-structured (certificate) programs, offers two professional flight training programs (diploma) open to those with no prior training. Its 20-month iATPL program provides the qualifications for students to work for airlines directly upon graduation. BFC also offers the 14-month Professional Pilot Training Program (college).

Brantford Flight Centre | Brantford Since 1929, Brantford Flying Club has provided flight training at CYFD. It has helped thousands of students earn their RPP, PPL and CPL.

Canadian Flight Trainers | Smithville

Canadian Flight Trainers is an online ground school providing comprehensive and accessible ground training across Canada. Canadian Flight Trainers (CFT) offers a range of courses tailored for private and commercial pilot licenses, all designed under the strict guidance of experienced aviation professionals. CFT’s interactive platform supports students through engaging multimedia content, including video lessons, downloadable resources, and virtual classrooms.

Conestoga College | Kitchener

Conestoga College’s Commercial Flight Operations program runs for two years and features modern flight simulators for practical training. Students have the option to concurrently complete flight training which qualifies them to apply for Canadian Commercial Pilot Licence.

Confederation College | Thunder Bay

Confederation College’s Aviation Flight Management program has provided aviation education for more than 50 years. Students begin flight training in their first semester. Graduates earn a CPL and an Ontario College Advanced Diploma.

Cygnet Aviation Academy | Kingston

Cygnet Aviation Academy LP is a professional flight school based in Kingston, Ont. In partnership with CAE, Cygnet delivers flight training on a fleet of Diamond aircraft and ALSIM flight simulation training devices. A subsidiary of Chorus Aviation, Cygnet offers three programs: Free Agent, Jazz Approach, and Destination Porter, all leading to an Integrated Airline Transport Pilot License (iATPL). The programs are designed for individuals with little to no previous flight experience and prepare graduates for direct entry positions with Canadian airlines in approximately 20 months.

Diamond Flight Centre | London

Diamond Flight Centre has been training pilots at London International Airport since 2009 and, as a registered Private Career College, holds a full-time staff of certified flight instructors. The school leverages a fleet of advanced training aircraft manufactured by Diamond Aircraft, which develops modern glass-cockpit aircraft.

Durham Flight Centre | Oshawa

Durham Flight Centre offers training for all phases of recreational and professional licences as a registered Flight Training Unit and a Private Career College. It has been offering pilot training since 1997.

Fanshawe College | London

Fanshawe College’s Norton Wolf School of Aviation and Aerospace Technology is a Transport Canada Approved Training Organization offering a range of aviation programs. These include Aircraft Structural Repair Technician (certificate), Flight Ser vices (certificate), Aviation Technician – Aircraft Maintenance (diploma), Aviation Technician – Avionics Maintenance (diploma), Aviation Technology – Aircraft Maintenance and Avionics (advanced diploma), Commercial Flight and Aviation Leadership (advanced diploma), and Aerospace Operations Management (graduate certificate). The Commercial Flight and Aviation Leadership diploma provides the opportunity to pursue an Integrated Airline Transport Pilot License (iATPL).

Genesis Flight College |

Collingwood

Genesis Flight College provides iATPL and modular programs with airline-aligned training built from direct airline feedback. Students train on a modern Diamond aircraft fleet equipped with glass cockpits, along with mixed-reality simulators, single and multi-engine full cockpit simulators, and a 737 Max full cockpit simulator for multi-crew training. Genesis’ airline partnerships give students a clear path from

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training to the flight deck and include the Flair Cadet Program with a conditional direct-entry first officer position on the 737 Max, the Destination Porter Mentorship Program, and other referral partnerships.

Journey Air Pilot Training | Windsor

Journey Air Pilot Training is a Private Career College and focuses on providing hands-on theory and practical education. It operates a fleet of composite Diamond aircraft with modern avionics and advanced flight training devices.

Seneca Polytechnic | Peterborough Seneca College, through its School of Aviation, is educating students at the degree level with its 4-year Honours Bachelor of Aviation Technology program. Flight training and classroom instruction for students in year’s two to four of the program take place at Seneca’s Peterborough campus.

Spectrum Airways | Burlington Spectrum Airways has been training pilots for more than 40 years. The training facility is situated at Burlington Executive Airport, one of the busiest airparks in Ontario. Seneca’s aviation school enjoys a close relationship with Jazz Aviation through

a first-of-its-kind cadet program and the flight instructor pathway program

Waterloo Wellington Flight Centre | Breslau

Waterloo Wellington Flight Centre is located at Waterloo International Airport, offering a range of fixed-wing training programs. WWFC provides RPP, PPL, CPL and iATPL programs, as well as MultiEngine, Instrument, Night and Instructor Ratings. WWFC partners with the University of Waterloo and Conestoga College.

QUEBEC

Collège Air Richelieu | Saint-Hubert

Air Richelieu is an accredited flight training centre controlled by the Montreal Flying Club. It offers a college diploma with an iATPL.

Select Aviation College | Gatineau Based at Gatineau Executive Airport, Select Aviation’s facilities can accommodate approximately 100 students per year. Select Aviation operates a fleet of nearly 40 aircraft, including Cessna 150, Cessna 172, Cessna 180 (float and conventional), Cessna 185 (amphibious), Piper Seminole

PA-44, and Robinson R44 and Bell 505 helicopters. The school also leverages advanced ALSIM simulators.

NOVA SCOTIA

Debert Flight Centre | Truro Debert Flight Centre is part of the Truro Flying Club and operates out of Debert Airport, which has been home to the club since 1972.

NEW BRUNSWICK

MFC Training | Dieppe, Lincoln MFC Training was founded in 1929 and is now one of Canada’s most experienced flight schools. MFC’s career pilot programs provide all required flight hours and examinations to graduate with a CPL, as well as Multi-Engine and Instrument Ratings.

NEWFOUNDLAND

Gander Flight Training | Gander Gander Flight Training (GFT) has provided flight training since 1992. Located at Gander International Airport, GFT focuses on providing RPP, PPL and CPL licences. | W

HELICOPTER TRAINING