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Driven to succeed HondaJet seeking a piece of the skies
An Olympic effort BizAv on its game for London Games
The assault from above Canada’s aerial assault keeps fires in check
MAY JUN 2012 CANADA’S NATIONAL AVIATION MAGAZINE
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UPFRONT 5 Leading edge
Weathering the storm
8 On the fly
News and opinion
12 Waypoint
Celebrating a treasure
14 Alternate approach In need of a 'big fix’
16 At the gate
The cellphone question
18 Legally speaking
Signing on the dotted line
BACK 64 Marketplace 70 On final
Making a difference
Tech. Sgt. Wes Hufnagel, para-rescue airman with 920th Rescue Wing, Patrick Air Force Base, Fla., skydives from a C-130 during the Canada/U.S. SAR games. P. 29
FEATURES 20 DRIVEN TO SUCCEED
Honda Aircraft Company sets sights on global BizAv growth BY DAVID CARR
From top: Tony Tyler’s ‘big fix.’ P. 14 The assault from above. P. 36
24 AN OLYMPIC EFFORT
The BizAv community puts on its game face for the London Games BY DAVID CARR
29 DETERMINED TO DELIVER
Canada/U.S. SAR games showcase top skills BY CAPT. CATHLEEN SNOW AND SENIOR AIRMAN NATASHA DOWRIDGE
36 THE ASSAULT FROM ABOVE
A rapidly changing landscape sparks demand for new aerial weapons BY PAUL DIXON
43 NAVIGATING THE STORM CLOUDS
Cutting-edge technologies will make Canadian skies safer BY BRIAN DUNN
46 PROTECTING INTREPID TRAILBLAZERS COVER PHOTO: HONDA AIRCRAFT COMPANY
Northern ops can benefit from these avionics upgrades BY ROB SEAMAN
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Weathering the storm Canadian aviation seeks sunnier times ahead
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PHOTO: LOCKHEED MARTIN
eather lore suggests that the month of March can either “come in like a lion and go out like a lamb” or vice versa – and when you apply this statement to the Canadian aviation industry, you might say an entire pride of lions gave its collective “roar” at the end of March. It’s been a rough ride for the Canadian aviation industry this spring as mismanagement on a number of levels of government – not to mention in some aviation corporations – has dominated headlines from coast to coast. The federal Conservatives’ bungling of the F-35 Joint Strike Fighter program and its negligence in not revealing the final costs of the project top the list. This political football has sparked the collective ire of thousands of Canadians and has grown into the most controversial aviation story since the cancellation of the Avro Arrow. And Canadians have a right to be upset. On March 16, I attended a breakfast in Ottawa just before the opening day of the Helicopter Association of Canada’s annual conference at the Westin Ottawa. Associate defence minister Julian Fantino addressed members of the media and the Canadian Association of Defence and Securities Industries (CADSI) and, for the first time, indicated that the feds were in retreat mode over the F-35 project – after months of promises to the contrary and grandstanding by defence minster Peter MacKay. “All options are on the table,” Fantino said, adding that the Conservatives were planning to handle the replacement of the aging F-18s in a responsible manner. Auditor general Michael Ferguson’s scathing report released shortly after this meeting confirmed negligence throughout the process, underscoring that the final cost of the 65 jets was never revealed by MacKay – even
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though cabinet knew the final costs. The Joint Strike Fighter program has been in the works since 1997 with eight other NATO countries – including many Canadian aerospace partners supplying key components to the aircraft – but whether or not Canada follows through on its purchase of aircraft (or how many it will purchase) is very much up in the air. Mismanagement of an aviation-related issue was also seen at the provincial level in Ontario, where the ongoing fiasco over the province’s medical transport provider, Ornge, came to a head with the release of a report from provincial auditor general Jim McCarter. The troubled Ontario-based medical service has been mired in controversy for months, and McCarter’s report presented a sad commentary on an operation scarred by corporate greed, personal gain and government negligence. Said McCarter: “Ornge is a textbook example of what happens when the government doesn’t get the information it needs to properly do its job.” The month closed with another significant jolt – and not even Air Canada’s continuing
TOP DATA BURSTS… in this issue
1. Aviation directly contributes 2.2 per cent of GDP for Canada. (pg. 14). 2. $4.5 million: The sticker price of the new HondaJet. (pg. 20). 3. 3,000: The estimated number of inbound business jet movements over the England’s crowded South East during the Olympic and Paralympic period. (pg. 24) 4. Canada has averaged some 8,600 fires annually over the past 40 years. (pg. 36). 5. 35: The number of airworthy aircraft flown into the ground in Canada from 1977 to 2009. (pg. 46)
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labour strife with its pilots could top this. When finance minister Jim Flaherty presented the new federal budget March 29, it wasn’t good news. Some industry associations tried to present a positive spin, but a 10 per cent reduction in Transport Canada (TC) staff was a big blow to an industry already reeling from a lack of resources at TC. Said Sam Barone, president of the Canadian Business Aviation Association: “The cuts to key aviation-related departments and agencies such as TC, CATSA and CBSA are a concern. We know that these agencies are already stretched for resources – further reductions may end up affecting their ability to deliver the level of service that our sector requires.” John McKenna, president of the Air Transport Association of Canada, said, “This will drastically impact the manpower of this department and CATSA and will consequently impact upon the safety, the security and the economic development of the transportation sector.” Budget cuts, government mismanagement, and corporate strife. Let’s hope the next few months bring more positive times for Canadian aviation – and that the industry, as a whole, can band together to find solutions and weather the storm of leaner times at TC. If the turmoil in March underscores anything, it’s this: fixed-wing operators, more than ever, need to focus on the things they can control – constantly enhancing their own operations and providing the safest operating environment possible for their clients. | W
Ornge is a textbook example of what happens when government doesn’t get the information it needs to properly do its job.
Your feedback is always welcome. Please contact me at mnicholls@annexweb.com. May/June 2012 | WINGS
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WINGS
MAY A JUN 2012 CANADA’S NAT A IONAL A IAT AV A ION MAGAZINE
www.wingsmagazine.com
Vol. 53, Issue 3 EDITOR
Matt Nicholls mnicholls@annexweb.com 416-725-5637
Driven to succeed HondaJet seeking a piece of the skies
PRODUCTION ARTIST
An Olympic effort
Brooke Shaw
BizAv on its game for London Games
FLIGHT DECK
The assault from above
Ray Canon, David Carr, Paul Dixon, Brian Dunn, Frederick K. Larkin, Neil MacDonald, Neil MacDougall, James Marasa, Carroll McCormick, David Olsen, Rob Seaman
Canada’s aerial assault keeps fires in check
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8 INDUSTRY NEWS 10 AIRPORTS 11 PEOPLE INDUSTRY NEWS
A $10-BILLION ‘MISUNDERSTANDING’ The federal government had been furiously backpedalling away from the Lockheed Martin F-35 Joint Strike Fighter even before Auditor General Michael Ferguson delivered his scorching report on procurement for a CF-18 replacement. Ferguson concluded that Department of National Defence (DND) officials had misled the government, and the government likely knew as early as 2008 that the cost of the untendered contract for the 65 stealth fighters was at least $10 billion higher than the initial $15 billion claimed. Less than one year after earning high marks for the multi-billion-dollar-procurement process for warships and non-combative vessels in October 2010, the aircraft procurement process appears to be in shambles. Defence Minister Peter MacKay tried to douse water on the controversy by claiming the 66 per cent cost differential was down to a misunderstanding over accounting. MacKay told CTV News that the government was quoting figures for acquiring the aircraft that did not include maintenance and operating costs. A
Air Canada is hoping to keep skilled aircraft maintenance jobs in Canada. It is also considering the return of some very specific skills to the carrier to keep its jets in the air.
credible defence had the government trotted it out much earlier. Canadians have seen this movie before with the prolonged (and ongoing) replacement of 1960s-era Sea King helicopters. With the aging CF-18 nearing the end of its service life, where does this leave its replacement? The government scrambled to overhaul how military aircraft are purchased and has established a secretariat within Public Works to coordinate the CF-18 replacement program, the same ministry that was asleep at the switch when costs for the F-35 program rocketed upward. Given that the review body is named the F-35 Secretariat and the government promises to update
Parliament on the benefits of the program before a final decision is reached, little guesswork is needed to determine where the procurement is headed. Subcontract work for the Canadian aerospace industry is reported to be too generous to give up. The U.S. is also concerned over the cost of the F-35 program, and the United States Air Force (USAF) may have to cut its order if those costs continue to escalate. In Canada, the government has drawn a $15-billion line under how much it intends to spend on the F-35. Like the USAF, the Canadian Forces may have to do with fewer aircraft, which is certain to increase the price per unit. Either that or Canadians should brace for a fresh round of misunderstandings.
The federal Conservatives’ support of the F-35 Joint Strike Fighter program is starting to wane. 8
WINGS | May/June 2012
Air Canada wants to keep highly skilled aircraft maintenance jobs in Canada and has been holding “very early conversations” with global MRO giants such as GE and Lufthansa Technick about resurrecting some of Aveos Fleet Performance business units. The airline is also considering the return of some very specific skills to the carrier. Aveos went bankrupt in March, throwing 2,600 employees out of work in Montreal, Winnipeg and Vancouver, including 1,800 workers assigned to heavy maintenance projects for Air Canada. “We have a strong preference for working with a global MRO or manufacturer which has an interest and ability to provide component, repair and overhaul WWW.WINGSMAGAZINE.COM
PHOTOS: LOCKHEED MARTIN (BOTTOM); AIR CANADA (TOP)
HELP WANTED: A BUYER FOR AVEOS
the airline has outsourced some services to Aeroman, the San Salvador-based, lower-cost subsidiary of Aveos. He told a House of Commons Committee, “I would like to categorically state that we have not and will not send any work to Aeroman – not under any circumstance.” A member of the Star Alliance along with United Airlines and Lufthansa, Air Canada plans to give priority to Canadian MROs, but will not rule out sending some work to low-cost developing countries.
GREATER COMMONALITY BETWEEN CSERIES AND CHINA’S C919 A partnership between Bombardier and the Commercial Aircraft Corporation of China (COMAC) has brought the CSeries and C919 family of airliners closer together. On March 21, the airframers signed an agreement covering program commonalities between the two aircraft. Four priorities have been set in the first phase of the agreement: cockpit crew interfaces; electrical systems; the development of aluminum-lithium standards and specifications; and customer support. “These four initial projects will build on the complementary nature of our
respective products and expertise while helping to maximize cost savings and market shares,” said Pierre Beaudoin, president and chief executive officer for Bombardier Inc. The agreement is certain to move the C919 cockpit closer to the CSeries, which is reported to be further advanced. Bombardier is planning the CSeries first flight for later this year. First flight of the larger C919 is not expected until 2014. “This will certainly contribute to enhancing the competitiveness of not only the C919 and CSeries, but also COMAC and Bombardier’s overall business,” said Jin Zhuanglong, chairman of COMAC. COMAC has orders for an estimated 200 aircraft from Chinese airliners and operators compared with 138 orders for the CSeries; the agreement is, among other things, expected to pave the way for Bombardier’s break through order in the lucrative Chinese market.
AIRPORTS
DID YOU PACK YOUR OWN BAG? Bear bangers in Calgary, an inert grenade at Dorval and a knee brace stuffed with marijuana and cocaine in Toronto. The
PHOTO: BOMBARDIER
services in Canada, with particular emphasis given to Montreal, Winnipeg, Vancouver and Toronto,” said Air Canada chief executive officer, Calin Rovinescu. The bankruptcy has exposed Air Canada to charges the airline has violated an obscure condition of privatization in 1988, to keep heavy maintenance work in Montreal, Winnipeg and Toronto (see In need of a 'big fix', pg. 14). Rovinescu swiped away the accusation. “Air Canada, irrespective of Aveos, continues to employ 2,400 maintenance employees at various bases in Canada, including those in Winnipeg, Toronto and Montreal. This is 35 per cent higher than in 2007.” The airline sold Air Canada Technical Services, its maintenance and overhaul division, to a U.S.-based equity financier in 2004. The company was sold to a consortium of private investors in 2007 and changed its name to Aveos in 2008. The Winnipeg Free Press recently tried to follow the string of Aveos ownership, ending up in tax havens in Luxembourg and the Caman Islands. Air Canada has been responsible for up to 90 per cent of work at Aveos, but has recently been taking more functions in house, or out to quality, lower-cost MROs such as Trois Rivières-based Premier Aviation. Rovinescu hotly denied reports that
Team members from Bombardier and the Commercial Aircraft Corporation of China (COMAC) at the partnership signing. Back row (l to r): Benjamin Boehm, vice-president, International Business, Bombardier Commercial Aircraft; Janice L. Davis, vice-president and chief procurement officer; Jianwei Zhang, president, Bombardier China; Guy C. Hachey, president and chief operating officer; He Dongfeng, president, COMAC; Wu Yue, assistant to president and GM of Program Management Department; Zhao Bin, Director of General Office; and, Guo Bozhi, President, COMAC SADRI (Shanghai Aircraft Design and Research Institute). Front row: Pierre Beaudoin president and chief executive officer, Bombardier Inc., and Jin Zhuanglong, chairman, COMAC. WWW.WINGSMAGAZINE.COM
May/June 2012 | WINGS
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ON THE
FLY
One of the Q-400s PW150A engines was using a 50/50 blend of Jet A1 fuel and a biofuel derived from oilseed crops.
Bear bangers and the pen-style bear banger launcher in the carry-on in Calgary. Back in Toronto, a live bee in a plastic container strapped to a passenger’s knee. CATSA wishes to remind air travellers to ensure their carry-on bags are free of all restricted items.
PORTER MARKS CANADA’S FIRST BIOFUEL-POWERED REVENUE FLIGHT A Porter Airlines Bombardier Q400 turboprop arrived at Ottawa’s MacDonald-Cartier International Airport on April 17, completing the first biofuel-powered revenue flight in Canada. The biofuel test program had been led by Bombardier, Porter, Pratt &
Whitney Canada and Targeted Growth, a global biosciences company. One of the PW150A engines was using a 50/50 blend of Jet A1 fuel and a biofuel derived from oilseed crops.
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PHOTO: BOMBARDIER
sharp eyes of the Canadian Air Transport Security Authority (CATSA) uncover more than 500,000 items that could pose a threat to air security – including such everyday items as Swiss Army knives and scissors. Then there are some of the eyebrow raisers from CATSA’s “Top Ten Good Catches for 2011” at Canadian airports: A nine-millimetre replica of a handgun wrapped in aluminum cans and hidden in a soft drink case in Toronto. In Edmonton, a passenger who did not know that an antique firearm was tucked inside his carry-on because he hadn’t used the bag in 15 years. A passenger who stuffed opium in his printer in Vancouver, and one who stuffed two kilos of marijuana and 200 grams of cocaine in a knee brace at Toronto’s Pearson International. At Montreal-Trudeau Airport, a passenger with a grenade in his bag and could not remember if it was live or inert (the bomb squad determined it was inert).
PEOPLE
FOX CAPTURES PRESTIGIOUS HONOUR Kathleen (Kathy) Fox is the latest recipient of the prestigious David Charles Abramson Memorial Flight Instructor Safety Award. The award is presented each year to recognize exceptional leadership and dedication to the advancement of Canadian aviation safety. A graduate of McGill University with a master of science in human factors and system safety from Lund University in Sweden, Fox has been extensively involved in aviation activities for more than 40 years, in such areas as flight training, sport parachuting and air
The FAA has even named a special approach after Kathy Fox: KFOXX at Massena, N.Y in recognition of her extraordinary contribution to air navigation.
navigation. In 1974, she began a career in air traffic control with Transport Canada, inside control towers across Quebec. She retired from NAV Canada in 2007, as vice-president of operations. To honour the occasion, the U.S. Federal Aviation Administration took the unusual step of naming an approach fix after her (KFOXX) at Massena, N.Y., in recognition of her extraordinary contribution to air navigation. “Aviation, safety and teaching are threads that have intertwined throughout my life and career,” she said. “I am an educator at heart.” Fox was appointed to the Transportation Safety Board of Canada in 2007, and continues to fly part time as an instructor and pilot examiner. She was inducted into the Quebec Air
and Space Hall of Fame in 2004, and is the recipient of the 2010 Elsie MacGill Northern Lights Award, which is presented to Canadian women in recognition of outstanding achievements in the field of aviation.
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PHOTO: TRANSPORTATION SAFETY BOARD
Funding for the test program was provided by the key partners, and by Business-Led Networks of Centres of Excellence through the Green Aviation Research & Development Network.
WAYPOINT By Rob Seaman |
Celebrating a national treasure Hamilton’s Canadian Warplane Heritage Museum hits 40
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12 WINGS | May/June 2012
By 1973, CWH was calling Mount Hope Airport home. In March of that year, charitable foundation status was obtained and a Chipmunk donation started the expansion of the collection. More aircraft followed, the Harvard and Tiger Moth, followed by the Corsair. The rest, as they say, is history. One hangar became two. More aircraft and members followed. Even a devastating fire in 1993 turned into a positive with the building of the current museum facility – a $12-million home to one of this country’s most valued aviation trusts. So, how do you celebrate a 40th anniversary of an organization like this? You have an air show of course. The event runs June 16-17 and the CWH will showcase more than 40 warbirds including the rare Boeing B-29 Superfortress, making its only Canadian appearance this year. Other features will be a 10-plane Harvard formation, Lancaster, Sabre, Firefly, B-17, Lysander, Hurricane, Spitfire, Skyraider, Avenger, Canso, Helldiver, Swordfish, Wildcat, Corsair and many more. I remember sitting in the original CWH hangar years ago with Bradley, and I asked him, “Did you ever plan on it becoming something like this?” His reply was a simple “no” with a big smile. Funny thing how the right idea can take on a life of its own. | W
The CWH has grown, survived and improved despite situations that would have closed most operations. headed north in it, followed in formation by Bradley and Ness. The Firefly was equipped with only basic instruments – no compass or radio. When the formation encountered poor weather, the two planes were separated near the north shore of Lake Ontario. Bradley and Ness landed at the Toronto Island Airport for customs only to discover the Firefly had just arrived ahead of them without communication with the tower. Toronto was where the restoration was to take place. On starting the Firefly for the short flight there, the Kaufmann starter on the engine became unserviceable. The group managed to get it running using ropes, tires and a truck borrowed from the airport manager. Once again in flight, the Firefly became separated from the group and controllers at Toronto Centre provided radar vectors to the “Nordo” aircraft. They eventually formed up again and were cleared to land. Restoration work commenced almost immediately, and on June 4, 1972, the Fairey Firefly was test flown. At this time, all four partners realized that flying a vintage warbird exposed them all to certain liabilities. They decided to operate the aircraft through a nonprofit corporation and named it “Canadian Warplane Heritage.”
Rob Seaman is a Wings writer and columnist. WWW.WINGSMAGAZINE.COM
PHOTO: CANADIAN WARPLANE HERITAGE MUSEUM
hen I was in my 20s, I had the pleasure of being part of a very special, and at that time, unique, aviation experience. Little did I know the experiences gained would produce the skills I call upon in my professional life today. The Canadian Warplane Heritage Museum (CWH) in Hamilton was in its infancy back then and soon became my second home – as was the case for many like-minded aviation folks. This year marks the 40th anniversary for what is Canada’s and, for that matter, one of the world’s, largest collections of flying vintage aircraft. In the years since its inception, the CWH has grown, survived and improved despite situations that would have closed most operations. The museum today is a well-developed entity focused on preserving aviation history. It is publicly accessible and is working to broaden its reach. And as it turns 40, it’s only appropriate to look back and see how this impressive organization has grown from humble beginnings. In the early 1970s, businessmen and friends Dennis Bradley and Alan Ness decided to take their shared passion of aviation to a new level through the joint ownership and operation of a high-performance aircraft. They thought they wanted to buy a Spitfire, but a lead for one in Australia actually turned out to be a Fairey Firefly. Neither of them really knew anything about it. At the 1971 Oshkosh Air Show, Bradley learned of a Firefly based at Wadley, Ga. The owner had intended to turn it into a transcontinental racer but never got around to it. The dynamic duo approached John Weir and Peter Matthews to join them as partners in the venture. Upon arriving in Wadley, the new partners found the precious Firefly sitting in a cornfield. After inspection, they determined it to be restorable and purchased it for $10,000. Several weeks later, the Griffon engine was fired up and the Firefly headed towards Toronto. Unfortunately, the pilot got as far as Fredericksburg, Va., where a hydraulic failure forced him to land with the tail wheel retracted. Bradley and Ness rented a Twin Commanche and flew to Virginia. They were met there by the Firefly’s owner, who flew up in his Cessna 310. The Firefly was rendered ferryable and the old owner
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ALTERNATE
APPROACH By David Carr |
In need of a 'big fix' Air Canada’s recent problems fuel exodus to U.S. border airports
T
14 WINGS | May/June 2012
understand their frustration. Whereas WestJet management and employees have built a workplace culture from a blank sheet of paper, Air Canada employees have gone in reverse, continually parceling up gains made in a different era. The fact that Air Canada is still a respected brand is largely due to the frontline professionalism of its employees. Here, too, we appear to have reached a breaking point. There are some who believe that Air Canada’s planned low-cost carrier – let’s call it son of Tango – will solve a large chunk of the airline’s labour woes. It might deliver short-term relief, but much less over the long term, especially when the low-cost employees peer out over the tarmac at the better pay and benefits – although diminished from years past – of the mainline carrier. In the meantime, Canadians are running out of patience. According to the Canadian Airports Council, an Ottawabased industry group, 4.8 million passengers are fleeing to U.S. border airports to travel, driven out by taxes and fees, and higher ticket prices. That is up from 2.2 million a few years ago. History is repeating itself. In the 1930s, a national airline jumped to the top of the government's priority pile after too many Canadians were taking a pass on the railways and using U.S. airlines to travel long distances. Sometimes the savings are so deep that families will endure the frustration of a four-hour drive each way, a border crossing thick with vehicles, airport parking and the cost of a hotel room to pocket the difference. The question should not be why they do it, but what we can do to bring them back to our airports. An extra 4.8 million passengers would draw Canada almost even with Australia for annual passengers carried. For now at least, the gap may widen. Australians can’t hop in the car and drive to New Zealand for cheaper fares. But just as Air Canada can outsource pieces of its MRO, so Canadians have a choice. | W
The federal government has absolved itself of blame for the Aveos collapse. That may be true on the surface, but is it accurate? further evidence why Canadian air transport is still in need of the big fix. The federal government has absolved itself of blame for the Aveos collapse. That may be true on the surface, but is it entirely accurate? It is likely that the Act was part of due diligence when Air Canada first sold more than 70 per cent of Air Canada Technical Services to U.S.based investment bankers, with no MRO experience among them. It would also explain why one airline was responsible for 85 per cent of Aveos work in Canada, and how the MRO became vulnerable because cash-strapped Air Canada is trying to trim its annual heavy maintenance bill by moving some work elsewhere. Likewise, it is unfortunate that Air Canada employees continue to draw lines across shifting sands. It is easy to
David Carr is a Wings writer and columnist. WWW.WINGSMAGAZINE.COM
PHOTO: IATA
ony Tyler is no stranger to Canada. As director general of the International Air Transport Association (IATA), he is a part-time resident of Montreal. In the early 1980s, as a rising star with Hong Kong-based Cathay Pacific, Vancouver was his home as he helped pave the way for the five star airline’s first route to North America. So, there was a level of homegrown insight last March, when Tyler delivered a speech on improving the competitiveness of Canadian aviation at the Montreal Council on Foreign Relations. Tyler drew comparisons between Canada’s aviation sector with Australia’s, another country the British national has called home. He referenced statistics compiled by Oxford Economics on behalf of IATA: Despite having a significantly larger population, Canada lags Australia in passengers flown: 78 million passengers travel to, from and within Australia, compared with 71 million for Canada. Aviation directly contributes 2.2 per cent of GDP for Canada but 2.6 per cent for Australia. If catalytic benefits through tourism are included, the GDP contribution rises to 2.8 per cent for Canada versus 6.1 per cent for Australia. “Where Canada wins hands down over Australia [is on] aviation’s contribution to taxes,” Tyler added. “It is about 19 per cent higher in Canada, excluding the impact of domestic taxes on fuel.” It is unlikely Tyler considered the impact of other Canadian aviation anomalies such as the Air Canada Participation Act. What clear-headed airline executive could? The Act is an obscure 25-year-old piece of legislation to soften the blow of privatizing Air Canada by promising to keep the airline’s headquarters anchored in Montreal while setting specific levels of maintenance services in Montreal, Mississauga and Winnipeg. The Act was written before a low-cost tsunami crashed over legacy airlines, and before the rise of lower-cost, global heavy maintenance service centres. That it has become a hot button topic following the collapse of Aveos Fleet Performance is
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‘Please turn off your iPhone, sir…’ Here’s why you need to power down while in the cabin
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16 WINGS | May/June 2012
airport transit and terminal shops will tap digital spending records to help lure transiting passengers, the report says. “We’re just starting to realize . . . the impact the mobile will have,” notes Denis Lacroix, Amadeus’s vice-president for product development, in the report. “The fact that literally everyone within three to five years will have the rough equivalent of an iPhone or lightweight smart device will profoundly change the way a trip takes place.” Airlines are already using wireless links to streamline travel. Some have introduced a smartphone application, allowing clients to search and book flights on their handsets as well as check their flight’s status. Last August, British Airways was one of the first carriers to issue Apple iPad tablet computers to its crews loaded with information on frequent flyers with the aim of providing a bespoke in-flight service. However, security concerns are likely to restrict the use of wireless applications at border crossings, the report says. So, although cellphones are currently banned on board, they will soon help you book your trip that much faster. | W
The ban on cellphones also acts as a precautionary measure against potential crowd safety issues caused by phone use. Several airlines have acknowledged that apart from being a precautionary measure against electronic interference, the ban on cellphones also acts as a precautionary measure against potential crowd safety issues caused by phone use. In addition, fears have grown since 9-11 that cellphones may be used to co-ordinate terrorist activities on airplanes. Though it may be considered an inconvenience by some, some studies have shown that the majority of travellers would prefer to switch off rather than endure the excess noise created by phone conversations. Ironically, although electronic devices are banned during flight, mobile technology will soon make airport check-in the exception rather than the rule as terminals and airlines boost connectivity with smartphones, according to a study by travel technology company Amadeus. The report, called “From Chaos to Collaboration,” also says airlines will develop “intelligent” tickets that update people on delays and tags that track individual bags around the world. Computer-game and “augmentedreality” technology could be used to enhance
Brian Dunn is a Wings writer and columnist. WWW.WINGSMAGAZINE.COM
PHOTO: ISTOCK
any travellers are all too familiar with the inconvenience experienced when a flight attendant asks passengers to turn off cellphones and other electronic devices while on an airplane. The most celebrated case involved actor Alec Baldwin, who was kicked off an American Airlines flight last December in Los Angeles for playing the game Words With Friends. Some regard the cellphone ban as an inconvenience, while others view it as a blessing, providing some relief from the constant noise caused by phone conversations. But what is the logic behind the ban on the use of phones in an aircraft? It’s a matter of safety and there are several reasons the ban exists. The main reason electronic devices are banned is because of potential interference with the aircraft’s navigation and communication systems. The U.S. Federal Aviation Administration (FAA) fears that electronic signals from these small devices may interfere with instruments in the cockpit and place passengers at risk. The same ban applies in Canada. The only exception is if a cellphone has been EMI (electro magnetic interference) tested, but that’s hard to police, says Capt. Barry Wiszniowski, chair, flight safety division, Air Canada Pilots Association. “However, the electronic flight bags used in the cockpit have all been EMI tested,” he says. There is also concern about interference on the ground. According to the Federal Communication Commission, the official explanation of why cellphone use is prohibited onboard is twofold. The FCC argues that cellphones could cause potential interference with the aviation electronics of some airplanes as well as cause problems with cell towers on the ground. And although researchers have been unable to arrive at a definitive conclusion on the dangers of cellphone use on airplanes, if a cellphone does cause a problem, it places hundreds of passengers at risk. Seeing this increased risk as unacceptable, regulatory bodies maintain a blanket ban on cellphones. In addition, technology in small electronics tends to develop and change so rapidly that it would be virtually impossible for airlines to test each one. As such, an outright ban is a secure and practical option.
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Signing on the dotted line New clients mean new deals; here’s a refresher
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18 WINGS | May/June 2012
Rejecting an offer can take on different forms as well. We all understand someone telling us they do not accept our offer and will reject it, but it’s important to note that a “counter-offer” is often considered a rejection of an offer. It’s a good idea to let the other side know you are exploring different pricing options, and not rejecting the offer outright. Once an offer has been rejected, it cannot later be resurrected by that same person without the agreement of the offeror. These are simply the initial rules regarding the formation of contracts, and I hope it helps you focus your intentions in the initial stages of negotiations. Most of what I’ve discussed is taken for granted, and, in the normal course of events, everything turns out well. It’s only when things turn ugly that we start to look this closely at contract formation. | W
There are established ways of communicating acceptance, and these are usually predicated on social or business norms. parties intended for it to be. Speaking or writing the words, I agree or I accept, is obviously intended to be an acceptance of an offer, but there are also non-verbal, or non-written methods of accepting an offer. For example, a person can accept an offer by performing the task required, as in finding a lost or stolen item. Generally speaking, an offer can be revoked any time up until the point where it has been accepted. This is the case even if the offeror says it will be open until a particular time, and then revokes their offer before that time expires. Unless you have made an option agreement with respect to the initial offer, you are out of luck once you learn the offer has been revoked. If no time limit has been set in the offer, it can still expire after a “reasonable” period. Offers are not open forever, and reasonableness depends on the facts of your particular case – and these offers can have a different meaning to different parties you intended to contract with. It’s always a good idea to insist on a timing “clause” within any offer and acceptance negotiations.
Neil J. MacDonald is a lawyer practising in B.C. He holds an ATPL-H, flew as an IFR offshore aircraft commander internationally and on the B.C. Air Ambulance. He has consulted on quality and safety issues in the Middle East. njm@neiljmacdonald. com. This is not a legal opinion. Readers should not act on the basis of this article without first consulting a lawyer for analysis and advice on a specific matter. WWW.WINGSMAGAZINE.COM
PHOTO: ISTOCK
ate spring is here and the majority of you are well into another flying season, possibly with new jobs and clients – that’s the exciting part of spring and summer. However, new clients mean new contracts, and with new contracts comes the possibility of improperly formed and potentially unenforceable contracts. While I have written articles about contracts in the past, it’s always a good idea to review the basics from time to time. At a basic level, a contract is formed when one party makes an offer, and it’s accepted by the other. We enter into contracts on a daily basis, even though we are not always aware of it. For example, we enter into a contract with a shopkeeper when we buy something from their store. The offer and acceptance rule, however, does not necessarily follow in a way you might expect. In a store setting, the merchandise is presented as an “invitation to treat.” The buyer walks up to the checkout, with money in hand, and makes the “offer.” The shopkeeper has the option of accepting the offer, completing the contract, or refusing to sell. It may seem illogical to refuse to sell, but consider a situation where the item has been priced incorrectly – perhaps changed by someone other than the shopkeeper. Should the store be bound by that listed price? Believe it or not, if the “offer” was made by the shopkeeper, and “acceptance” by the buyer at the cash register, the store would have to be bound by this simple contract! One of the key factors in the rule regarding a contract is that the acceptance must be communicated to the offeror in order for a contract to form. There are established ways of communicating acceptance, and these are usually predicated on social or business norms. Let’s focus on the business side for now. Acceptance must be communicated in a method that makes the most business sense within the context of the negotiations. Sometimes, the method of acceptance is set out in the terms of the offer, and if not followed, will result in a situation where a contract is not formed, even though both
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HondaJet teamed with GE Aviation in 2004 to build and support engines and derivatives for the 1,000 to 3,500 pound thrust class.
DRIVEN TO S HONDA AIRCRAFT COMPANY SETS SIGHTS ON GLOBAL BIZAV GROWTH BY DAVID CARR 20 WINGS | May/June 2012
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PHOTO: HONDA AIRCRAFT COMPANY
SUCCEED H onda describes itself as a mobility company. The Honda brand is to be found everywhere in Canada, including roads and crowded highways, waterways and front lawns. With the end in sight for certification of the HA420 – branded the HondaJet – one of the world’s largest automakers is revving up to claim a piece WWW.WINGSMAGAZINE.COM
of the skies in one of the most ambitious pivots from land to air since Bombardier launched the Challenger. The Honda Aircraft Company (HAC) will not flood the heavens the same way its parent has the earth. Still, the Japanese airframer, based in Greensboro, N.C., is betting that performance flowing from unique design features such as a natural laminar-flow, over-the-wing mounted
engines, lightweight, all-composite fuselage, spacious cabin and $4.5 million sticker price, will give HondaJet a competitive edge as demand for aircraft in the small jet category returns. Honda is promising a quieter engine, about 20 per cent improved fuel economy and operational costs per hour markedly lower than small jet rivals, bringing the HondaJet within striking distance of May/June 2012 | WINGS 21
The HondaJet family with its new yellow jet (F3), the third conforming jet to fly. It is going through additional testing now and was set to make its maiden flight just days before EBACE. Later this year, the company plans to launch F4, with production of the first HondaJet to follow next year.
the cost of five or six passengers flying commercial. “We’re doing with HondaJet what the Civic did for [North American] cars from the 1960s,” Michimasa Fujino, the chief executive and HondaJet designer told reporters at Honda’s Tokyo automotive headquarters. “Our competitors are still producing with technology from the 1990s.”
everybody was onboard. Fujino had to fight for the airplane in a challenging boardroom battle with several directors skeptical about the company’s foray into aviation. Another six years would pass before the first HondaJet took flight on Dec. 3, 2003, from Greensboro Piedmont Triad International Airport, two weeks ahead of the 100th anniversary of the Wright brothers’ first flight at Kitty Hawk.
Despite satisfaction with the program’s development, first deliveries have continued to be pushed back. The most recent delay was caused by minor damage to the GE Honda Aero HF120 fan blades during an on-ground ice-ingestion test in Wisconsin last year, forcing a redesign of the engine fan. FAA engine certification is expected this fall with first deliveries of aircraft beginning in mid-2013, almost
That might be so, but the genesis of the HondaJet goes back even further. Fujino, a graduate of Tokyo University with a degree in aeronautical engineering, was chafing under the Japanese aircraft industry’s licensed manufacturing business model in the mid-1980s when Honda sent him to Mississippi State University to study advanced aeronautics. Honda partnered with Mississippi State to develop the MH02 test aircraft and precursor to the HondaJet in 1993. The all-composite, six-passenger twin jet featured many of HondaJet’s design innovations, including the unconventional mounting of its Pratt & Whitney Canada JT15D turbofans above a forward swept wing. The MH02 accumulated 170 test hours before Fujino and his team had squeezed all the data they could from the airframe and the test program was suspended in 1996. One year later, Honda produced a concept design for the HondaJet. Not 22 WINGS | May/June 2012
HAC current has three FAA designconforming jets in the flight test program. The first FAA conforming HondaJet flew in December 2010. An additional two aircraft will join the program later this year in flight test and one more as a ground test airframe. “We are extremely pleased with the strong performance of the FAA conforming HondaJet,” Fujino said. “Our flight tests indicate the aircraft is handling and performing as expected, with excellent control harmony and stability.” Honda reports the airplane has achieved key benchmarks that have either met or exceeded design performance goals, including reaching a maximum speed of 425 knots true airspeed (KTAS) at 30,000 feet, surpassing the company’s performance commitment of 420 KTAS. The HondaJet has also achieved a climb rate of 4,000 feet per minute, beating its target of 3,990 feet per minute, and a maximum operating altitude of 43,000 feet.
three years behind schedule. Delays have renewed speculation the project was too ambitious and the program is in trouble. The design is an ambitious one geared to a single selling point: building a small business jet that does not minimize the size of the cabin. “The cost of a business jet is very high,” Fujino said. “To reduce the size of the cost you have to reduce the size of the aircraft. But then you sacrifice comfort. I wanted to make the aircraft smaller, but not sacrifice the cabin.” To support his vision, Fujino had to rethink the placement of the engines, which meant knocking a design taboo of installing engines over-the-wing on its head. “We were taught never to put anything above the wing. It’s the first lesson,” Fujino said at the open house. Indeed, the only production civil aircraft to feature over-the-wing mounted engines was the VFW-Fokker 614, a 44-passenger regional jet developed in WWW.WINGSMAGAZINE.COM
PHOTO: HONDA AIRCRAFT COMPANY
“WE’RE DOING WITH HONDAJET WHAT THE CIVIC DID TO [NORTH AMERICAN] CARS FROM THE 1960s.”
the 1970s. The program was a commercial bust and was cancelled in 1977 having sold only 10 aircraft to three airlines and the German Luftwaffe. Mounting engines on the wing maximizes cabin space by removing the engine support structure from the fuselage. However, ground clearance prevents engine installation on a business jet below the wing, and nacelles mounted above the wing create an aerodynamic interference that increases drag, especially at high speed. After extensive testing in Boeing’s transonic wind tunnel in 1999, Fujino and his engineering team were able to pinpoint the precise location for the nacelle on a contoured pylon that pushes the engine almost behind the wing. “This over-the-wing nacelle configuration reduces the cruise drag at transonic speeds without altering the original geometry of the natural-laminar flow wing,” Fujino co-wrote in a technical paper for Honda R&D Americas. HAC claims that the configuration achieves even lower drag than the conventional rear-fuselage engine mount design. Drag is also reduced by HondaJet’s natural-laminar flow (NLF) design. The larger the laminar flow in the boundary layer of the wing surface, the lower the drag becomes. Honda designed the SHM-1, a 15 per cent thick, NLF airfoil, which employs integral, machined panels that simplify the manufacturing process by minimizing the number of parts required. Avcorp of Delta, B.C., will supply HondaJet’s wing structural subassembly. Fuselage construction also contributes to the larger interior cabin space. WWW.WINGSMAGAZINE.COM
The HondaJet employs a combination of co-cured integral structure and honeycomb sandwich structures to produce a lighter fuselage structure and lower fuel consumption. Honda is the world’s largest engine manufacturer, producing more than 20 million engines a year for automobiles, motorcycles, generators, power boats, and lawn and garden equipment. For Honda, the company teamed with GE Aviation in 2004 to build and support engines and derivatives for the 1,000 to 3,500 pound thrust class. The HF120 turbofan engine is a redesign of Honda’s original HF118 power plant resulting in higher thrust, greater fuel efficiency and lower noise and emissions. “The HF120 engine has demonstrated that it is meeting design objectives for thrust, fuel burn and operability,” Bill Dwyer, president of GE Honda Aero Engine confirmed. The engine’s high thrust-to-weight ratio allows for both long-range and large payload. Specialized fluid dynamics software optimizes airflow within the compact engine to maximize performance, and a high-performance combustion chamber keeps emission levels well within requirements for compact jets. Thirteen HF120 engines and two core builds are part of certification testing. By the time the engine is certified it will have completed more than 15,000 cycles of ground and flight testing. While development delays have enabled HAC to sidestep the latest market downturn, they have also erased the lead HondaJet had over direct competitors such as the Embraer Phenom 100, and more recently, the Cessna M2. Embraer
The HA420 will have a maximum speed of 420 knots true airspeed (KTAS) at 30,000 feet, and a maximum operating altitude of 43,000 feet.
and Cessna currently dominate the 200-aircraft-a-year small business jet market. The M2 is a light business jet intended to fill the gap between the Citation Mustang and CJ family. The first flight of the M2 took place March 9, with deliveries scheduled for the second half of 2013, roughly the same time as HondaJet. HAC is tight lipped about the aircraft’s order book. The airframer says it has orders for more than 100 aircraft, although that figure has not budged since NBAA 2006, when the company announced sales of more than 100 HondaJets in three days. Fujino may have tipped his hand in Tokyo when he told reporters that the company expects to manufacture 80 aircraft a year in 2013 and currently has a three-year order backlog. The bulk of orders appears to have come from Europe and North America, including Canada, although HAC is expected to accelerate its entry into emerging markets such as China, Brazil and the Middle East where demand could grow small-jet deliveries to 300 aircraft a year. Honda is also hoping to cash in on a trend more familiar to its automotive division, where customers are downsizing equipment for improved fuel efficiency. “Most of our customers are owners of small- and medium-sized businesses, and many are looking to get the most out of the jets that they need,” Fujino said. | W The author relied on technical papers by Michimasa Fujino and Yuichi Kawamura for parts of this article. May/June 2012 | WINGS 23
PHOTOS: HONDA AIRCRAFT COMPANY
Honda is also hoping to cash in on a trend more familiar to its automotive division, where customers are downsizing equipment for improved fuel efficiency.
Security in London will obviously be tight during the Olympic Games, especially over treasured sites such as Big Ben.
AN OLYMPIC EFFORT THE BIZAV COMMUNITY PUTS ON ITS GAME FACE FOR THE LONDON GAMES BY DAVID CARR y any stretch of the imagination, when you’re hosting the world’s largest sporting event, it certainly puts your BizAv infrastructure to the test. The Athens Olympics in 2004 lacked the necessary airport capacity. And the distance between Sydney 2000 and Beijing 2008 from the world’s major business aviation centres was too great for all but the longest-range private jets to complete nonstop. There are 38 airports (not including Heathrow and Gatwick) within 200 kilometres of the 2012 London Summer Olympics, including 13 tucked inside the coveted 50-kilometre gold ring. All are accessible from Europe and the North American east coast, making the British capital ready and geographically centred to accept the largest intake of private aircraft to attend the two-week summer sport spectacle July 27-Aug. 12. Marquee events such as the Olympics, the Masters golf tournament and Super Bowl, are magnets for private jets. At Super Bowl XLVI in Indianapolis, for example, the U.S. Federal Aviation Administration (FAA) set up temporary towers to handle the volume of private airplanes flying out of nearby airports. Manufacturers want in also. Bombardier, Dassault Falcon and Gulfstream routinely slip in ahead of the crush to bolster on-site technical support and show the flag. In London,
PHOTO: MATT NICHOLLS
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Bombardier plans to have five field-service representatives and a mobile response team in close proximity to all airports. Additional support from the airframer’s customer service centre at Amsterdam’s Schiphol Airport will be a phone call away. “Business aviation is attached to the largest corporations, who are also the event’s biggest sponsors,” said Sam Barone, president of the Canadian Business Aviation Association. “The principals travel with friends and associates who use the same type of transport.” A bulge of business jets chasing sporting events is not uncommon in the U.K., which already has a strong global sports culture, including international cricket tournaments, Wimbledon and the British Open. Premier League Club owners, sponsors and their entourages often zip in for a regular football match. But hosting the Olympics is causing everybody to raise their game. The U.K.’s Department for Transport (Df T) forecasts 3,000 inbound business jet movements over England’s crowded South East during the Olympic and Paralympic period. This is above the average 7,000 movements during the normal “quiet period” of July/August, with the lion’s share of traffic being split between four London area airports: Stansted, Biggin Hill, Luton and Cambridge. “That kind of increase in a six-week period is a material change,” said Glyn Jones, managing
director for Luton Airport, the London area’s fourth biggest airport and the U.K.’s second busiest general aviation facility. U.K. aviation authorities, airports and FBOs have spent years preparing for the Olympics, including taking cues from the World Cup in Johannesburg and 2010 Winter Olympics in Vancouver. Even so, every Olympics brings its
Jet Aviation London, based at Biggin Hill, one of the London area’s two dedicated business aviation airports, plans to hit the ground running. “We have handled Olympic events before,” said Judith Moreton, vice-president and general manager. Swiss-based Jet Aviation, a wholly owned subsidiary of General Dynamics, has a global network of 26 FBOs. At Biggin Hill, the
The U.K.’s Department for Transport (DfT) forecasts 3,000 inbound business jet movements over England’s crowded South East during the Olympic and Paralympic period. own set of headaches. “These are massive undertakings and each one has a unique proposition in airspace planning, geography and, in Vancouver’s case, proximity to U.S. airspace,” said Barone. “London will be more magnified because it is a huge international city with different considerations.” What London will have in common with Vancouver (other than trademark damp weather) will be added demand on FBOs. Vancouver International Airport experienced its busiest day in history after the closing ceremonies. During the Games, Landmark Aviation, Million Air and Avitat reported combined movements of almost 1,000 aircraft.
company recently moved into a refurbished facility and will draw in Olympic-seasoned staff from around the world. Catering is also a potential headache, given the convergence of so many diversified tastes crammed into two weeks. “We are not expecting it to be an issue,” Moreton said. “Aircraft caterers are used to being very specific. London is an international city and there are caterers who specialize in Americanstyle catering or Middle Eaststyle. They are just going to be a lot busier.” Dig below the weeds and the landscape becomes quite fluid. Except for the highestprofile events, such as opening and closing ceremonies (as in Vancouver, the day May/June 2012 | WINGS 25
Biggin Hill Airport is bracing for a large increase in BizAv traffic. Jet Aviation London is based at Biggin Hill, one of the London area’s two dedicated business aviation airports. The company recently moved into a refurbished facility and will draw in Olympic-seasoned staff from around the world.
26 WINGS | May/June 2012
To accommodate increased traffic, the airport will turn a temporarily closed crosswind runway and abandoned third runway into parking. Spare concrete is not the
these are likely to disrupt access at nearby airports. All slots at the 40 slot coordinated airports are being managed by Airport Coordination Limited, an indepen-
and controlled airspace. NATS, the U.K.’s air navigation service provider, is anxious to prevent operators from dropping passengers off at a chosen airport and
“There is a real opportunity to introduce new customers to business aviation and bring back clients who stopped using business aviation because of the recession.” biggest challenge in the South East; manoeuvring around restricted airspace and slot availability will be. Major restrictions on London and the Olympic Park will run from July 14 to Aug. 15. The Prohibited Zone over the Olympic Park will be open only to commercial airliners using Heathrow, Gatwick, Stansted and London City. A smaller set of airspace restrictions will be in place for the Paralympic Games from Aug. 16 to Sept. 12. Restricted Zones over other Games’ events, such as the sailing at Weymouth/Portland, will only be in place for the duration of the event, although
dent company that allocates slots at 26 airports in the U.K. and Europe, including Heathrow and Gatwick. “It is important that you don’t make security restrictions so onerous that the traffic won’t come, but it’s not going to be business as usual over London airspace,” cautioned Barone. “There are several tiers of airspace restrictions and other demands. Our advice is book slots, get your operating permits and prepare checklists for complying with all their requirements.” The Civil Aviation Authority has published an Aeronautical Information Circular detailing temporary routings
flying to a secondary airport to park. Known as internal repositioning, the practice gave the UN Copenhagen environmental summit a black eye in 2009. “You don’t want any part of that,” said Moreton. “It increases the air traffic problem, adds to the cost of operating and is not good for the environment.” Still, corporate clients can be a demanding, influential bunch and internal repositioning could add up to 4,000 movements over the 31-day period. Customers are also advised to do their research. London’s two dedicated business aviation airports, Biggin Hill and WWW.WINGSMAGAZINE.COM
PHOTO: BIGGIN HILL AIRPORT
after the Olympic torch is extinguished (Aug. 13) will be the busiest day in British aviation), and the 100-metre final, aircraft arrivals are likely to follow the flow of the Games and whether a country is represented in the hunt for gold (nobody is anticipating a bump in flights from Canada for the soccer final). That means a lot of lastminute bookings, and likely a lot of disappointment in where you land. “You can staff for a cloud of airplanes during the peaks,” said Robert Walters, business development manager for Biggin Hill. “Managing between the peaks is where the art will be. There will be a lot of wealthy people with business connections who hadn’t previously planned on coming. The longer they leave a booking, the less choice they have.” Biggin Hill was the U.K.’s fastest-growing business aviation airport in 2011, with a 13.3 per cent increase in traffic, including a 30 per cent bump in high-end aircraft such as the Bombardier Challenger and Global, and Dassault Falcon 900.
Farnborough, offer two different business models and have different operating profiles during the Olympics. Farnborough, which will also host its biannual international air show in July, has 24-hour access, a key consideration for somebody flying in for a single late-night event, given that hotel rooms are already sold out. Biggin Hill has restricted operating hours but larger ground capacity. FBOs will also be a consideration. TAG is the exclusive FBO at Farnborough. Biggin Hill is able to serve more diverse segments of the market with three FBOs, including Jet Aviation and its own operation. Luton Airport also has three FBOs, Signature, Harrods and Ocean Skies, serving predominately North American, Middle East and Russian operators, respectively. “You might not get a slot at your usual airport or FBO,” Barone points out. “But
London has good secondtier airports such as Oxford, Cambridge and Cranfield (all within 100 kilometres of Olympic Park).” Not everybody in the U.K. has put on their Olympic hat and airports have faced local resistance to service improvements for aviation clients. Surrounding residents overwhelmingly rejected Biggin Hill’s application to extend operating hours for the Games, and City Council blocked Luton’s plan to spend $6.4 million on a road widening intended to ease expected bottlenecks as limousines whisk clients from the airport to Olympic Park. Although the network supporting business aviation in the South East may welcome the traffic blip the Olympics will deliver, this bump will likely bring year-over-year activity back to pre-recession traffic levels. Nevertheless, hurt by recession and entering into the quiet summer
Striving to be your choice FBO in central Canada once again
Aviation sites for Olympics info ǩ
Airport Coordination Limited www.acl-uk.org
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Airspace changes http://olympics.airspacesafety.com
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British Business and General Aviation Association www.bbga.aero/olympics
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Canadian Business Aviation Association www.cbaa-acaa.ca
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Civil Aviation Authority www.caa.co.uk
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Department for Transport www.dft.gov.uk/topics/london-2012/travel-by-air
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Information on air and road access www.getaheadofthegames.com/travelinaffectedareas/ city/london-driving-and-roads
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growth last year, more than doubling the U.K. average. And there is room for more. A short runway puts the airport out of reach of Canadian and U.S. operators, at least until the Boeing 787 is placed on more long-haul routes. Luton’s sights are fixed closer to home. “What we are expecting this summer is a pretty large number of passengers from central and Eastern Europe that used to be part of the Soviet Union,” said Jones. “That is our target, emerging markets that are not a part of the BRIC economies.” Back at Biggin Hill, Walters agrees that the Olympics are an opportunity to showcase facilities to new customers and expand the base – that’s the long-term strategy. The immediate hurdle will be the Games themselves. “On the day,” he said, “we are all going to have to pedal much harder and faster, and keep on a smile.” | W
IT’S TIME FOR YOU TO VOTE! WINGS Magazine is looking for Canada’s top FBOs and we want to hear from you in the 2nd Annual CANADIAN FBO SURVEY. Go to www.wingsmagazine.com, click on the FBO Survey button, complete the online survey and enter to win a HAMILTON FLIGHT TIMER WATCH valued at $1,430 CDN. Survey and contest close on July 1st, 2012. Results will be announced in the September/October issue of WINGS Magazine!
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PHOTO: BIGGIN HILL AIRPORT
Robert Walters, business development manager for Biggin Hill, says managing between the peaks will be the biggest challenge during the Games.
period, the business aviation community in England’s South East will welcome the bump in traffic. With the global spotlight firmly on the U.K., the legacy will be what happens after the Olympians and Paralympians head home. “There is a real opportunity to introduce new customers to business aviation and bring back clients who stopped using business aviation because of the recession,” said Moreton. Luton Airport, which in addition to high-end private jet activity is a hub for lowcost airlines such as easyjet (CAP J) and fast-growing, Budapest-based Wizz Air, plans to use the Olympics to showcase the airport as a convenient alternative to congested Heathrow and Gatwick by highlighting its user-friendly terminal building and ease of access to central London, including a direct rail link. Luton posted nine per cent
Tech. Sgt. Wes Hufnagel, para-rescue airman with 920th Rescue Wing, Patrick Air Force Base, Fla., skydives from a C-130 aircraft using a static-line method.
DETERMINED TO DELIVER CANADA/U.S. SAR GAMES SHOWCASE TOP SKILLS
PHOTO: 920TH RESCUE WING
BY CAPT. CATHLEEN SNOW AND SENIOR AIRMAN NATASHA DOWRIDGE he Florida Straits served as maritime battlefields this winter for U.S. and Canadian rescue forces to sharpen their life-saving skills in a series of competitions designed to defeat a common enemy – the perils of rescue. While human and mechanical errors can cost those who specialize in rescue their lives, the forces of nature, which are
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factored into each rescue equation, can be the deadliest. Controlling these forces is like surfing a tsunami on a broken ski. At times, even extraordinary skill and courage fall short. The annual Conch Republic competitions not only heighten training by pitting the two allies against each another in various exercise scenarios, but also allow them to pool resources, according to the exercise planner U.S. Air Force Reserve
Lt.-Col. Dan Byers, 39th Rescue Squadron 920th Rescue Wing at Patrick Air Force Base, Fla. Not only do the warm breezes and scattered islands in and around the U.S.’ southernmost point offer a new environment for both countries’ winter training, but they also allow Canadian search and rescue (SAR) forces reprieve from the frigid grip of the Great White North to exercise their water rescue skills. May/June 2012 | WINGS 29
While U.S. SAR teams specialize in battlefield rescue, their northern counterparts solely practise civil SAR.
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practise civil SAR. U.S. SAR airmen constantly deploy overseas in support of war efforts to pull wounded coalition combatants from battle zones, while their Canadian counterparts deploy throughout Canada to save civilians battling the elements. The towering hazards presented by both types require constant fine tuning to overcome.
father whose small open boat was jammed in pack ice. Numb from the cold and unable to use the rescue supplies dropped by another rescue crew before Gilbert’s SAR team arrived, the stranded men held onto life and the boat as it was battered by rough seas. Freezing and believed to be hypothermic and dehydrated, the men needed more
“The more we get together like this, the more opportunity there is to make missions better because we’re working on our communication skills the whole time.” Case in point, last fall, Canadian search and rescue technician (SAR tech), Sgt. Janick Gilbert of the 424 Transport and Rescue Squadron, 8 Wing, in Trenton, Ont., lost his life battling for another’s in Canada’s Arctic. Gilbert and other members of his squadron were called north to Nunavut to rescue a young man and his
than supplies. Nearing sunset, the SAR team had to make a call – allow the SAR techs to parachute to the men to provide medical assistance or hold off until daylight and the seas calmed. The situation below was grim, but the three SAR techs on board the aircraft were prepared to risk their WWW.WINGSMAGAZINE.COM
PHOTO: 920TH RESCUE WING
“Your maritime training ceases at a certain point when winter sets in,” said Canadian Capt. Gary Hartzenberg, a C-130 pilot with 435 Transport and Rescue Squadron, 17 Wing, in Winnipeg. “Up near us, we have a large lake that is frozen this time of year. It’s nice to be in Key West when it’s 30 below at home.” Based in Cocoa Beach, Fla., one hour west of Orlando, the flat terrain and Florida winters offer little day-to-day diversity for the U.S. airmen of the 920th Rescue Wing. In the Keys, “we are doing jumps and are being forced to use equipment that we don’t normally use because of our terrain and climate,” said U.S. Air Force Reserve Capt. Jim Sluder, combat rescue officer with 308th Rescue Squadron, 920th RQW. Comparing rescue notes in an idyllic setting where tourists clamour strengthens their rescue alliance by synergizing their differences in rescue procedures, techniques and equipment. One of the biggest differences is the end user. While U.S. SAR teams specialize in battlefield rescue, their northern counterparts solely
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At Key West SAREX, U.S. and Canadian search and rescue airmen competed against each other in various SAR competitions.
lives to save someone else. Finally, they were approved to jump. The SAR tech that landed the closest to the raft was able to swim to it and help the ailing hunters. However, the second SAR tech swam until he realized he couldn’t make it to the raft, then deployed his own personal one-man life raft. Landing farthest from the raft was Gilbert, also the SAR team leader, who had trouble with his personal life raft. Eventually, the six-foot icy waves and the complete darkness that followed marred Gilbert’s efforts, and he perished during the episode. Although the exact chain of events is still being investigated, ultimately the team accomplished its mission, and the victims were spared from the elements. Canadian and U.S. rescue airmen live, and sometimes die, by their rescue mottos, “determined to deliver” and “these things we do that others may live,” respectively. While sometimes nature’s curveballs cause death, constant training is armour against rescue’s mountains and molehills.
While blue lagoons frame the training arena, the Key West SAREX has become an established proving ground for rescue’s joint training checklist. Both countries’ procedures vary, “so it’s a good opportunity to go out and do something different and learn from our brothers at the 39th and how they conduct business,” said Hartzenberg. Integrating their C-130 transport aircraft into heavy air traffic flow along with Navy fighter jets at Key West Naval Air Station was like merging a station wagon onto an active speedway with drivers full of road rage. A nearby international airport also dealt flyers an influx of incoming civilian airliners brimming with tourists almost hourly to factor into their exercise scenarios. “It gets really busy, so it’s a little different dealing with stuff that’s going on outside of your training scenario,” said Hartzenberg. Landing the aircraft and dropping its cargo on a coin means getting supplies and rescue specialists to those hanging on to life. Failing to precisely hit the mark could mean minutes or seconds longer for a person immersed in deadly conditions. Job specialization carved each exercise scenario. In addition to testing aircraft operators’ flying skills, both countries’ exercised their aircraft maintenance crews and personal rescue specialists.
An aircraft operator’s point of view Although opening up the aircraft’s hatch in flight is a little more than toggling a 32 WINGS | May/June 2012
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PHOTO: 920TH RESCUE WING
Key West proving grounds
switch, it takes the combined skills of the six- to seven-person crew for all moving parts to gel for a precision drop of supplies or personnel. “We are trying to simulate short-field ops, so the whole idea is you want to get in as close to the end of the runway as possible and get down as quick as you can,” said Lt.-Col. Richard Pamplin, 435 TRS commanding officer. As a competition judge and along with colleague Lt.-Col. Jeff Hannold, commander, 39th RQS, Pamplin jetted from one end of the runway to another in vehicles loaded down with fellow airmen ready to measure the distance and condition of each aircraft’s dropped bundles after they’ve smacked onto Marathon Key’s rough cement island airfield. Each dropped load of cargo was thoroughly inspected and inches and feet to a red duct tape X were jotted down for final aircrew judging.
and arctic weather keeps maintainers active. “We couldn’t do anything we do if it wasn’t for teamwork,” said U.S. Air Force Reserve Chief Master Sgt. Tracy Winton, 920th RQW Maintenance Group quality assurance. “Teamwork’s nowhere in your training, but it is something that has to happen. It’s very important, whether we’re at home station or on a deployment like this.” Maintenance teams competed in the “lost tool” and the “in-the-box” competitions. The first was a needle-in-a-haystack search for a hidden tool aboard each of the
three C-130s. To level the playing field, helicopter maintainers were briefed on the layout of the nearly 100-foot-long-fixedwing aircraft, which is three times the size of the Pave Hawks they maintain. Each team formulated a strategy to search and rescue the hidden tool. The “in-the-box” competition measured how close to centre each team crew chief could marshal in the team’s aircraft nose-wheel tire into a taped off three-foot-by-three-foot square. “The more we get together like this, the more opportunity there is to make missions better because we’re working on our
“We all know people – some of us know a lot of people – who have given their lives doing this job.” Determining responsibility The 435 TRS provides SAR response for the largest region in Canada. The squadron keeps an aircraft in constant readiness to deploy, with airborne SAR techs standing by to respond within 30 minutes of notification. Their region extends from Quebec City to the Rocky Mountains and from the Canada-U.S. border to the North Pole, covering most of central, western and northern Canada. To be ready, “we have an airplane and a crew on call all the time,” said Pamplin. “It’s fairly resource intensive; therefore, the most we can spare when we come here is one airplane and crew. When we exercise in the spring in Canada, we are holding our standby posture simultaneously, so we are able to take more aircraft and crews.” Similarly, a portion of the U.S. rescue forces’ aircraft are deployed anywhere needed overseas at any given time; therefore, the minimal rescue transportation resources that both countries have to work with must be kept in ready-torescue working order. While in-depth knowledge is a key ingredient to maintaining rescue’s worn aircraft fleet, there’s much more to it. Between exercises and overseas deployments, yo-yoing the U.S.’s 50-year-old HC-130s and 20-year-old HH-60G Pave Hawk helicopters in and out of desert WWW.WINGSMAGAZINE.COM
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U.S. para-rescue airmen and Canadian search and rescue technicians board a U.S. C-130 aircraft to prepare for the free-fall skydiving portion of a joint search and rescue exercise.
The rescue specialists Among the conch clouds and blue sky, the C-130’s props buzzed the exercise actor’s attention. Rescue specialists below witnessed the aircraft’s ramp jaws mechanically open then spit out two inflatable boat packages, known as Rigged Alternate Method Zodiacs (RAMZ). Perfectly timed tailwinds yanked the desk-sized bundles out over the Gulf of Mexico drop zone by two parachutes like giant airborne jellyfish slowed the cargo’s descent. When the bundles splashed down, the U.S. and Canadian rescue specialists raced to assemble their transportation mode which was used to speed to the “survivors” waiting to be rescued nearby. While a portion of the rescuers tended to the “survivors,” aircrew members 34 WINGS | May/June 2012
piloting a 920th RQW HH-60G Pave Hawk helicopter nearby zipped over the drop zone and performed several waterrescue manoeuvres with the U.S. PR specialists.
their static-line and free-fall parachute skills, and they spent the last day practising scuba-dive recovery of personnel with life-sized mannequins. Their final test was one of physical endurance. This
“It’s a good opportunity to go out and do something different and learn from our brothers at the 39th and how they conduct business.” The Pave Hawk crew cast its rescue hoist cable into the water and reeled in a finned U.S. para-rescue airman like a fish, as it towed him and a medical litter to the rotor-winged aircraft. Below, the rescuers practised basic medical procedures on the survivors and ultimately they were rescued several times over. “It was a great experience, except for the getting the IV needle in my arm,” said Cooksey. The adrenalin and the thrill of winning works the airmen up, but they all know this is more than a competition. “It’s an opportunity for us to preform search and rescue exercises and information sharing with our Canadian counterparts,” said Sluder. In addition to the water training, the rescuers held daily jump camps to refine
fitness test exercised not only their bodies but also their memories for using various SAR equipment.
A ceremonial ending As the SAREX games closed, Chief Master Sgt. Doug Kestranek, Senior Enlisted Manager, 308th RQS, reminded the U.S. and Canadian rescue teams of airmen who’ve recently made the ultimate sacrifice. In a memorial ceremony held at a Navy annex, a dozen airmen spoke out loud the name of a fallen service member who perished, “that others may live.” Sergeant Janick Gilbert was among them. “This is a serious business we’re in,” said Col. Jeffrey Macrander, 920th RQW commander. “We all know people – some of us know a lot of people – who have given their lives doing this job.”| W WWW.WINGSMAGAZINE.COM
PHOTO: 920TH RESCUE WING
communication skills the whole time,” said Winton. To show their esprit de corps, two U.S. maintenance airmen volunteered to get soaked as overboard survival victims for the next training scenario – U.S. pararescue airmen verses the Canadian SAR techs water-rescue competition. Wet and wading, U.S. Air Force Reserve Lt.-Col. David Cooksey, Aircraft Maintenance Commander, and Senior Airman Anton Levin, Communication Navigation Journeyman, witnessed the rescue scene unfold overhead.
Coulson Air Tankers of Port Alberni, B.C., is best known as the operator of the iconic Martin Mars flying boats, mainstays of aerial firefighting in B.C. for almost 50 years.
THE ASSAULT FROM ABOVE
A RAPIDLY CHANGING LANDSCAPE SPARKS DEMAND FOR NEW AERIAL WEAPONS BY PAUL DIXON ildfires – unplanned or unwanted, natural or human-caused fires – are a fact of life in Canada. With more than 400 million hectares, or about 10 per cent of the earth’s forests, Canada has averaged some 8,600 fires annually over the past 40 years. While only three per cent of these fires grow to more than 200 hectares, they account for 97 per cent of the area burned across the country. Total area burned varies greatly from one year to the next, but the 30-year average is 2.6 million hectares annually, from a low of 0.3 million hectares in 1978 to a high of 7.5 million hectares in 1989. Directly and indirectly, forestry-related industries employee hundreds of thousands of Canadians and provide tens of billions of dollars to the national economy. Once dominated by pulp mills supplying the world’s newspapers and sawmills producing dimension lumber, Canada’s forest industry is reinventing itself to meet the needs of a changing world economy. Over the past century, Canada has developed some of the most sophisticated forest management and wildland fire management systems in the world to minimize the occurrence of wildfire and contain it when it does occur. From an attitude in the beginning that “all fire is bad,” a realization developed that fire has an essential role in maintaining a healthy ecosystem. This led to the development of management systems that took a number of factors into consideration for fighting wildfires, including the ecology, the cost of suppression and prioritizing values and risk. The Canadian model of operations has not been built in isolation from the rest of the world, but rather is based on the experience of others and often in collaboration with agencies in other countries. As we have seen in the past, there are valuable lessons to be learned from what is happening today in other countries, environmentally, economically and politically. In 2005, the Canadian Council of Forest Ministers released the Canadian
PHOTO: COULSON
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Wildland Fire Strategy, addressing critical issues identified in the wake of the disastrous 2003 fire season, which saw hundreds of homes destroyed and tens of thousands of people evacuated in Western Canada. In 2010, an update to the original report cited information from fire seasons in every region of the country that had reached epic proportions in the preceding five years.
that the ice cover on our lakes and rivers has shortened by two weeks in that time.
A world on fire Scanning the globe, we get a hint of what the future may look like. Australia is still reeling from its disastrous fire season of 2009. Greece, Italy, Spain and Portugal have had massive fires in recent years. The U.S. seems to suffer from a growing series
Canada has developed some of the most sophisticated forest management and wildland fire management systems in the world. The Central Westcoast Forest Society states unequivocally, “Climate change will have significant impacts on Canada’s forests. The Canadian Forest Service has used General Circulation Model projections for the 21st century in its forest fire models to estimate that by 2040, Canada will be experiencing significantly increased fire occurrence and fire spread potential, based on climate change impacts on temperature and precipitation patterns. In 2006, Ontario used these estimates within its level of protection analysis system to gauge the impacts of this increased fire activity on Ontario’s suppression capabilities and success in containing wildfires. It was predicted that in order for Ontario to maintain its current level of fire response success in this projected more severe fire regime, it would need to double its fire suppression resources.” Dr. John Pomeroy, head of the University of Saskatchewan’s hydrology department, stated in a recently released report that it will only take a four-degree change in temperature to cause dramatic changes to the snow levels across much of Canada’s prairies and mountains. He is one of a group of Canadian scientists who state bluntly that our winter season has been diminishing steadily over the past several decades as evidenced by the fact
of catastrophic wildfires and interface fires every year as temperatures steadily rise, humidity drops and the winds continue to blow. In a note of respite, officials in West Texas declared a lessened fire danger this year, not because of favourable weather, but because a continued extreme drought means that vegetation destroyed in previous years was unable to regenerate. The fire danger decreases because there is nothing left to burn. The American situation has been exacerbated by the decimation of the fleet of large air tankers over the past decade. The U.S. Forest Service is the lead agency in certifying aircraft for firefighting duties (apart from Federal Aviation Administration certification of airworthiness), acting for all federal agencies that have firefighting responsibilities, such as the Bureau of Land Management and the U.S. Park Service. Ten years ago, there were 44 aircraft certified as Large Air Tankers within the U.S., then two spectacular crashes of ex-military air tankers on active fire sites resulted in more than 20 of the fleet being permanently grounded. In June 2011, eight P-3 Orion aircraft operated by Aero Union of Sacramento, Calif., had their certification revoked by the US Forest Service (USFS) over a question of inspection practices. The result is that 2012 dawned in the U.S. with only May/June 2012 | WINGS 37
Ontario owns its own fleet of CL-415 aircraft and they are flown and maintained by provincial employees.
Joining forces Although the regulatory environment and operational models differ between Canada
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PHOTO: MNR
11 large air tankers on its roster, 10 P2-V aircraft – ex-military aircraft more than 60 years old – and a new addition to the aerial firefighting world, a BAE-146 operated by Neptune of Montana. A second operator, Minden Air Corp of Nevada, is currently converting two BAE-146 aircraft to aerial tankers. Fixed-wing aerial firefighting planes are divided into two categories – waterbombers and aerial tankers. Waterbombers include the Canadair/Bombardier 215 and 415 amphibians, while fixed-wing wheeled aircraft constitute the tanker community. Tankers are broken down further based on the size of payload the aircraft is capable of delivering: Light (less than 4,000 litres); Medium (less than 12,000 litres); and Large (12,000 litres and above). The Evergreen 747 tanker (78,000 litres), Tanker 10 DC-10 (45,000 litres) and Coulson Martin Mars (27,600 litres) are classed as Very Large Air Tankers.
PHOTO: PAUL DIXON
Wayne Coulson shows off his latest acquisition: an EC-130Q that Coulson will be converting into an air tanker.
and the U.S., it has been a long-standing practice to align Canadian practices with USFS standards. To that end, Canadian operators of large air tankers are facing the same challenge as their American counterparts. Air Spray of Edmonton, Conair of Abbotsford, B.C., and Buffalo Airways of Yellowknife operate Canada’s principal fixed-wing tanker fleets with the Lockheed L-188 Electra (civilian cousin of the P-3 Orion/CP-140 Aurora) as the plane of choice. There were only 170 Electras ever built, the last in 1961, and their best-before date is rapidly approaching. The Canadian aerial firefighting environment is a mixture of Company-Owned Company-Operated (COCO) aircraft, Government-Owned Company-Operated (GOCO) and Government-Owned Government-Operated (GOGO). British Columbia is entirely COCO, with all aircraft – fixed-wing and rotary – hired on seasonal lease. Alberta owns its fleet of CL-215T amphibians, but contracts Conair to staff and operate the aircraft. Ontario owns its own fleet of CL-415 aircraft and they are flown and maintained by provincial
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employees. At times where needs dictate, private operators will be hired on a callwhen-needed basis or resources will be allocated from one province or territory to another through the Canadian Interagency Fire Fighting Centre (CIFFC). The use of firefighting aircraft varies across the country, and is largely dependent on geography and terrain.
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The 215/415 amphibians are popular nationwide, with the exception of B.C. The smaller fixed-wing tankers such the Air Tractor 802 are popular with the government of New Brunswick, whereas Conair runs a fleet of amphibious 802s that are dispatched across Western Canada during the season. Large air tankers as operated by Air Spray, Conair and Buffalo, are seen
in B.C., Alberta, the Yukon and the Northwest Territories. The 215/415 scoops water, which may be injected with gel before dropping, whereas the tankers generally are loaded with retardant. The water/gel loads can be dropped on a fire for a cooling effect to allow ground personnel to work in close, while retardant is used to build
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PHOTO: PAUL DIXON
Coulson will add a 5,000 U.S. gallon Retardant Aerial Delivery System (RADS) to its converted EC-130Q.
PHOTO: CONAIR
The RJ-85 is a more modern version of the BAE-146 and has different engines, numbers, weights, and performance, says Conair’s Rick Pedersen.
containment lines to block fires or deflect their advance. There are different aircraft with different loads for different purposes. For example, Ontario rarely utilizes retardant carrying aircraft, but according to Tom Ball, aerial operations co-ordinator with MNR’s aviation, forest fire and emergency services branch, due to an exceptional fire season last year,
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29 aircraft (CL-215s, CL-215Ts, CL-415s) were brought in from outside the province through CIFFC. They dropped 105 million litres of water in addition to the work of Ontario’s own aircraft. The challenge for private operators of large air tankers in Canada is finding aircraft to replace their current aging aircraft that are as economical to acquire as they
are to operate. Rick Pedersen, senior vicepresident of Conair, discussed with Wings the company’s project of converting an RJ-85 regional jet, a later version of the BAE-46, as an air tanker. “It’s certainly a big program for us, we’ve been working at it for three-plus years now and it’s well underway,” he says. “It’s targeted to be online for the 2013 fire
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season. We purposely picked the RJ-85 as it’s a more modern version of the BAE146 and it has different engines, different numbers, weights, and performance. The platform met our criteria and we’re working closely with British Aerospace on the engineering and evaluation side – the program is well on its way.” Pedersen says Conair’s thought process was simple: “Typically, we put a 20- to 25-year window on an aircraft we convert. When we started with the Convair 580 group in 2000, we decided it was an aircraft that could be operated and supported efficiently for 20 years. We’re now into that second 10-year period, so we’re starting to gear up to have a replacement. When they start to retire, we’ll be in position to go with a replacement. With the Electra, we feel there’s still good life in them and the OEM supports them, but I think it’s only prudent that we find a good replacement for them.”
aircraft and certainly on the certification side, it’s unique in that its the only one out there that we’re aware of that can be an air tanker and be converted to a transport or passenger category – 64 passengers or 10 metric tonnes.” The RJ-85 will have a 12,000-litre capacity, while the Q-400 can carry as much as 10,000 litres of retardant. The ability to use an aircraft such as the Q-400 for a variety of missions on a year-round basis speaks to the economic pressure on companies with large aircraft that have limited use outside of fire season.
Going another route Another Canadian operator has a slightly different approach. Coulson Air Tankers of Port Alberni, B.C., is best known as the operator of the iconic Martin Mars flying boats, mainstays of aerial firefighting in B.C. for almost 50 years. Acquired from its original owners in 2007, Coulson has
With a crew bus, tractor-trailer workshop rig and its own fuel truck, the Mars can operate just about anywhere. Conair’s sister company, Cascade Aerospace, converted two Bombardier Q-400 aircraft for the government of France seven years ago and Conair has operated the aircraft from a base in Marseille ever since. Pedersen says of the Q-400: “It’s got a great track record. The planes travel around the world doing different missions, whether it’s firefighting or humanitarian support the French government takes on. I think it will find a way eventually into North America. The aircraft lends itself to higher utilization. When we put that aircraft together for the customer, they wanted a multi-mission 42 WINGS | May/June 2012
updated the Hawaii Mars with a glass cockpit and an IT system that allows it to interface with Coulson’s S-76B Firehawk, flying as lead plane for the Mars, selecting targets and pinpointing them with IR and GPS, recording drops with video and streaming information back to the Mars and to fire management personnel on the ground in real time. Building on the reputation Coulson’s S-61 helicopters had established fighting fires in the U.S. and with a support system that would make a NASCAR team envious, the Mars moved into the U.S. for contract work with USFS and the state of
California. With a crew bus, tractor-trailer workshop rig and its own fuel truck, the Mars can operate just about anywhere there is a body of water it can land on. In 2011, the Mars team worked on a series of fires in northern Mexico and later in the year worked in northern Alberta. Coulson’s current project is converting an EC-130Q into an air tanker by adding a 5,000 U.S. gallon Retardant Aerial Delivery System (RADS). Like the 3,000 U.S. gallon Mobile Aerial Fire Fighting (MAFF) system used in U.S. National Guard C-130s, the RADS system is modular and can be easily removed, allowing the aircraft to revert to being a cargo carrier. The RADS system in Coulson’s aircraft will carry a larger payload because it is a gravity system, with no need for machinery and compressors and the special operator the MAFF requires. The result, Wayne Coulson says, “will be the second largest propeller driven firefighting aircraft in the world after the Mars.” The key for Coulson’s development of the new tanker is utilizing the same technology currently used in the Mars to maximize the results. Looking to the future, Coulson and Pedersen are on the same track when it comes to the systems their companies are developing for the next generation of aerial firefighting. Says Pedersen: “Our approach is for every jurisdiction we go to, to meet the customer’s requirements.” Coulson agrees, adding, “What I am keenly interested in doing is measuring our business and creating the best value for our customers.” Providing value for customers while employing advanced aerial firefighting systems that can deploy plenty of water and retardant from large-scale, fixedwing aircraft – it’s an excellent blueprint to effectively deal with Canada’s expanding wildfire management needs. | W WWW.WINGSMAGAZINE.COM
PHOTO: PAUL DIXON.
“Typically, we put a 20- to 25-year window on an aircraft we convert,” says Rick Pedersen, senior vice-president of Conair.
NAVIGATING THE STORM CLOUDS CUTTING-EDGE TECHNOLOGIES WILL MAKE CANADIAN SKIES SAFER
eather problems cause more than 40 per cent of all flight delays in the U.S., according to U.S. Department of Transportation data. A recent study commissioned by the Federal Aviation Administration (FAA) estimates the cost of airline delays and cancellations at $6.7 billion a year. No such data exists for Canada, but weather routinely plays havoc with flight scheduling, agrees Capt. Barry Wiszniowski, chair, flight safety division, Air Canada Pilots Association. Fortunately, there may be relief on the horizon. Airline pilots may soon have some backup in the form of an infrared camera mounted on the nose of the plane to help guide them to a safe landing in weather that’s so grey they would otherwise be forced to divert to a different airport. This will not only help get airline passengers to their original destinations on time more often in foggy, snowy and rainy conditions, but save countless wasted hours and millions of litres
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of jet fuel each year, experts maintain. One of the producers of this new avionics software is Honeywell, which combines on a single cockpit screen the enhanced vision system of real-time infrared camera images with an artificial but 100 per cent accurate synthetic visual system schematic of runways and surrounding terrain generated from global positioning system data, according to Honeywell, and Kollsman, which manufactures the camera technology. The enhanced vision and synthetic vision systems used in business jets have been certified for use by the FAA. Honeywell and Kollsman are now waiting for certification of the combined technologies for general aviation. “The systems are definitely helpful in providing better visibility in reduced visibility situations and thus should have a positive impact on reducing weather-related delays,” says Les Aalders, executive vice-president of the Air Transport Association of Canada. “Other suppliers also manufacture this type of equipment, which is currently available
on various business aircraft including those built by Bombardier.” The infrared image shows pilots the view of the runway ahead that they might not be able to see because of low visibility. The synthetic vision component provides the pilot with awareness of nearby obstacles ranging from air-traffic control towers to mountains that might not be clearly visible in bad weather. “You can now see the runway upon approach regardless of the visibility conditions, like it’s a clear sunny day,” explains Larisa Parks, Honeywell vice-president of crew interface products. By using the infrared camera image to see runway approach lights in poor weather, pilots would be permitted to reduce the landing minimum from an altitude of 200 feet visibility of the runway environment down to 100 feet, Parks adds. “At that point, you have to decide whether you can clearly see the runway or whether you have to go around and attempt another landing or divert to another airport.”
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PHOTO: ISTOCK
BY BRIAN DUNN
LEFT: The infrared image shows pilots the view of the runway ahead that they might not be able to see because of low visibility. CENTRE: The Honeywell software contains a data picture of every runway in the world and 90,000 natural and man-made obstacles. RIGHT: The synthetic vision component provides the pilot with awareness of nearby obstacles ranging from air-traffic control towers to mountains that might not be clearly visible in bad weather.
Apart from being an inconvenience for the airline and its passengers, the cost of fuel burn alone is pegged at $1,000 for a go-around and $3,000 for a diversion, says Parks. Although she has no breakdown on the number of diversions that occur each
year in the U.S., Parks notes that during the 2010 winter holiday travel season, a combination of travel volume and bad weather resulted in 25 per cent of all flights being diverted. The Honeywell software contains a data
picture of every runway in the world and 90,000 natural and man-made obstacles, according to the company. On one video, a plane is engulfed in murky skies 700 feet above the ground and no runway is visible, even with the infrared capability. But the computer builds a picture of the runway in the distance and draws a box around it. A flight path marker displays the route to the apron of the runway. The plane continues to descend to just above 200 feet and suddenly the runway approach lights show up on the cockpit screen. As the aircraft continues to descend, the actual runway appears through the cockpit windshield, allowing the aircraft to land. It’s estimated to cost $500,000 per plane to install the system, according to Elbit Systems of America, the parent company of Kollsman. No airline is yet using the enhanced vision system, relying instead on what pilots can or can’t see through the windshield to determine whether a landing can safely and legally be accomplished.
Another technology that is currently installed on some aircraft is Honeywell’s IntuVue 3-D Weather Radar. “Historically, a pilot had to be a radar technician in trying to determine what lies ahead. With IntuVue, the radar automatically scans the weather in front of an aircraft,” explains Jary Engels, chief Honeywell test pilot. “And with that information, a pilot can make a decision to fly above, below or through the weather or ask for a deviation.” IntuVue produces a 3-D display of weather from the ground to 60,000 feet out to 320 nautical miles in front of the aircraft and scans and stores the data in a 3-D buffer to recreate a three-dimensional 44 WINGS | May/June 2012
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PHOTOS: HONEYWELL
Vision quest
image of storm cells. As a result, it enables rerouting sooner through longer-range weather hazard detection. Turbulence-related incidents cost airlines an average of $150,000 per incident or more than $100 million a year industry wide, according to Engels. IntuVue reduces delays and diversions, increases passenger comfort, and lowers maintenance costs due to wear and tear by as much as 30 per cent, he adds. IntuVue is available on the Boeing 777, B737, Airbus A320, A330 and A340.
simultaneous use of more than one runway, instructions to enter, cross, backtrack or line up on any runway should also be acknowledged by a readback, according to NAV CANADA. Procedures were also changed to have controllers instruct an aircraft to either “cross” or “hold short” of any runway it will cross while taxiing. Therefore, unless an aircraft is specifically instructed to line up, to proceed/taxi on or to cross a runway, they should hold short of that runway.
using multilateration fused with surface movement radar to improve runway safety. New ways of displaying critical information to controllers are also being developed. In addition, NAV CANADA is working to reduce the incidences of runway incursions that occur when an aircraft fails to confine its takeoff or landing to the designated runway. This may occur during takeoff if the aircraft leaves the runway wihtout becoming fully airborne or if an attempted landing is not completed within the confines
Ground control On the ground, a growing safety concern for pilots is what’s called “surface threats,” which include ramp collisions, pilots who enter onto the wrong active runway and planes running off wet or snowy airstrips. Airline pilots maintain that manoeuvring big planes around complex and busy airports, often at night or with poor visibility, is one of the most challenging parts of their jobs. The threat increases during the summer when recreational flying is at its peak, says Wiszniowski. “Taxiing becomes a critical phase of flight due to crowded aprons.” There have been more than 200 pilot deviations and about 100 pedestrian or vehicle deviations in each of the last two years, according to NAV CANADA, which is one of the founding partners of the Runway Safety and Incursion Prevention Panel established on Jan. 1, 2006, to find ways to reduce the problem. Most deviations were categorized as posing little or low risk and only a handful were considered high risk, while only one or two were considered extreme risk. An example of an initiative to prevent runway incursions (which involve two aircraft, aircraft and a vehicle, or an aircraft and a person) occurred on Oct. 25, 2007, when NAV CANADA began depicting “hot spots” on aerodrome charts or applicable aerodrome ground movement charts in the Canada Air Pilot. A hot spot is defined by ICAO as a location on an aerodrome movement area with a heightened risk of collisions or runway incursions, or a history of both, in which greater attention by pilots is necessary. Some pilots include these hot spots in their pre-departure or arrival briefings. Charlottetown, Fredericton, Halifax, Montreal, Toronto and Vancouver have multiple hot spots, while Calgary’s hot spot is between taxiways C, G and runway 28 and Winnipeg’s is at the corner of taxiway G and B. Edmonton and Ottawa are the only two major airports that don’t have hotspots. To emphasize the protection of active runways and to enhance the prevention of runway incursions, pilots are asked to acknowledge taxi authorizations that contain the instructions “hold” or “hold short” by providing a complete readback or repeating the hold point. With the increased WWW.WINGSMAGAZINE.COM
Turbulence-related incidents cost airlines an average of $150,000 per incident or more than $100 million a year industry wide. Surface Detection Equipment has been installed at more airports enabling controllers to detect potential runway conflicts by providing controllers with a radar picture of movement on runways and taxiways. In addition, Operational Systems Requirements and Engineering at NAV CANADA is currently exploring new surface detection technologies such as tracked video and implementing enhanced surveillance
of the attended runway, according to NAV CANADA’s definition. To reduce the number of these incidents, the Transportation Safety Board of Canada recommends that in bad weather, pilots receive timely information about runway surface conditions. Airports also need to lengthen the safety areas at the end of runways or install other engineered systems and structures to stop planes that overrun. | W
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May/June 2012 | WINGS 45
PROTECTING INTREP ADVANCEMENTS IN TECHNOLOGY CAN MAKE A DIFFERENCE IN CANADA’S NORTHERN OPS BY ROB SEAMAN ntrepreneurial spirit, determination and good old-fashioned guts are all words to describe operators who provide – and have provided – air service in Canada’s north. Names like Wop May, Punch Dickins, George Gorman, Max Ward, William Munroe Archibald, John Austin and Harry Kennedy, among others, bring to mind developing and pioneering air service to otherwise poorly accessible regions of this vast nation. For a large portion of Canada, air service is by and large the primary means of service and connection with the rest of civilization. For many communities, everything from
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mail to food, water, fuel, medical supplies – even manufacturing support – is delivered or moved point to point by some sort of air service. By the 1960s and early ’70s, remote flying was an established and growing service but still somewhat rustic in comparison to today. Jim Morrison is well known to many in the aviation world. Although today he is the managing director of Toronto-based Partner Jet Inc., Morrison earned his way up the aviation ladder through a succession of jobs – starting with flying on the unimproved, underserviced and high-demand routes of the day in the North. “I spent the very first years of my career
working for Russ Bradley at Bradley Air Services based in Carp, Ont.,” says Morrison. After flying aerial surveys on Beech 18s, Aero Commanders and DC3s across North and South America and Africa, Morrison headed to northern Quebec and flew first for Survair and then Air Inuit. “We ran a scheduled charter service in those days with Twin Otters, DC3 and Canso aircraft,” he says. “The scheduled flights happened six days a week typically. The run started in Fort Chimo (now Kuujuac), covered Payne Bay Koartak, Wakenham Bay and Sugluc with stops in Leaf Bay and Aupaluk. All of these communities have new names now. The airstrips in the ’70s WWW.WINGSMAGAZINE.COM
PID TRAILBLAZERS
PHOTO: AVIDYNE
Avidyne’s TAS 600 Traffic Advisory System series can be used with a wide range of aircraft.
were anywhere from 800-feet to 1,200-feet, gravel with only NBD (non-directional beacon) approaches and limited weather information along the coast. We would fly the schedule with either the Twin Otter or the DC3 and be on call for medevacs through the nights.” Morrison notes that cargo work was steady, too. The freight loads needed to be moved as well as the mail and fresh groceries. Charters came up on a regular basis and medevacs happened at least four or five times a week mostly late a night and often in inclement weather. “Turnover was high,” he says. “Pilots typically flew in the north to build hours and WWW.WINGSMAGAZINE.COM
move on to the airlines. The average age of pilots up north was roughly 35 and the majority were in their mid-20s as I was. For training, we did an in-house course on the Twin Otters, DC3s but the HS748s were done at Eastern Provincial Airways (EPA). EPA was the first formal training I saw in the early years and it was exceptional. There was no pressure put on pilots to perform, but it was very competitive. There was a lot of pride in completing flights and getting the job done. Each pilot had his or her own set of limitations and stayed within them carefully. The accidents we saw while flying up there mainly were the result of inexperience or lack of cockpit resource management.”
The changing climate In speaking with northern-based pilots and operators today, it seems that although the work is basically the same and attracts the same type of aviation crew, the flying hardware has changed and runways are now longer – and flight ops are supported by broader reaching navigational aids. Some northern operators have, at their own expense, implemented on-site improvements at some strips, including lighting and radios complete with locally trained residents to operate and provide real-time observations of local conditions. Technology is also dramatically improved providing operators with new levels May/June 2012 | WINGS 47
of insight. The introduction of enhanced avionics technologies has allowed for vastly improved levels of safety in these operational models. And although many operators have yet to implement some of this technology, chances are, that is about to change. Incidents such as the flight into terrain accident involving Keystone Air at Spirit Lake in January, underscore the need for advanced technologies in remote locations. They also bring into question issues relating to single-pilot commercial operations, the challenges of working from unimproved local airstrips and the use of newer technology in the cockpit to aid pilot operations. The use and application of Safety Management Systems (SMS) has also been under the microscope. Transport Canada (TC) was also already in the process of changing some of the requirements relating to aircraft commonly used in this sort of northern flight operation. What Spirit Lake – and other incidents over the past 18 months – did was simply highlight an issue that has been smouldering for quite some time.
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PHOTO: ROCKWELL COLLINS
TCAS II works by interrogating the ATC transponders of other nearby aircraft to determine and display their altitudes, ranges and relative positions.
The Pro Line 21 avionics suite integrates different functions including TAWS and EVS.
PHOTO: ROCKWELL COLLINS
New frontiers Ask anyone in the avionics world and they will confirm that 2012 is indeed a watershed year for Canadian aviation. TC has now published its Advisory Circular AC 600-003 for Terrain Awareness System (TAWS) regulations. As they report, from 1977 to 2009, 35 airworthy aircraft were flown into the ground while under pilot control. Known as controlled flight into terrain (CFIT) accidents, the reported numbers show 100 fatalities and 46 serious injuries as a result of these CFITs. As the circular states: “To date, risk information alone has not motivated all of the Canadian aviation industry to voluntarily equip key passenger aircraft with existing technologies that would help mitigate risks associated to CFITs.” The current proposed regulatory amendment (as of writing this article) will introduce requirements for the installation of TAWS equipped with an Enhanced Altitude Accuracy (EAA) function in private turbinepowered aircraft configured with six or more passenger seats, excluding pilot seats, and in commercial aircraft configured with six or more passenger seats, excluding pilot seats. The Gazette states that operators will have
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With unique environmental and geographical challenges, Canada’s northern operators are very much in need of cutting-edge navigational tools.
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aircraft for other aircraft equipped with a transponder, independent of air traffic control, and warns pilots of the presence of other transponder-equipped aircraft that may present a threat of mid-air collision. It’s well documented that, as a pilot, you have 10 to 100 times the probability of flying into the ground unexpectedly than you do of hitting another aircraft in mid-air. That’s a sobering fact. And, the problem with traffic collision avoidance system (with no GPWS or TAWS), is the possibility that a recommended avoidance manoeuvre might direct the crew to descend toward terrain below a safe altitude. Requirements for the incorporation of TAWS ground proximity warning mitigates this risk. TAWS ground proximity warning alerts have priority in the cockpit over TCAS alerts (windshear alerting has the highest priority, if so equipped).
since 2000. TAWS will provide crews with a warning of terrain ahead of the aircraft as well as classic GPWS warnings,” he says. Universal TAWS was also designed to complement well-known Universal UNS-1 WAAS Flight Management Systems (wFMS). Integration with the FMS provides an additional unique predictive alerting feature of Universal TAWS, based on knowing where the aircraft will be later in the flight plan. Universal TAWS uses aircraft inputs such as position, attitude, air speed and glideslope, along with internal terrain and airport databases, to predict a potential conflict between the aircraft’s future flight path and terrain. The resulting unprecedented look-ahead capability can provide warnings and alerts well in advance of potential hazards, allowing time for the pilot to make the necessary manoeuvres or data corrections for terrain
“The accidents we saw while flying up there mainly were the result of inexperience or lack of cockpit resource management.” According to Matheis, classic GPWS that have provided a last line of defence from a CFIT incident have been available for well over 35 years. Don Bateman, a Canadian-born engineer, developed and is credited with the invention of GPWS. Since 1974, when the U.S. Federal Aviation Adminstration (FAA) made it a requirement for large aircraft to carry ground prox, there has not been a single passenger fatality in a CFIT crash by a large jet in U.S. airspace. “Universal TAWS with its unique Terrain Awareness modes in addition to standard GPWS modes, has been available
avoidance. UNS-1 FMS also supports true track navigation in northern domestic airspace and has gravel runways loaded in the navigation database. The equal time point/ point of no return pages of UNS-1 specifically benefit northern Canada remote ops. Matheis is far from alone when it comes to offering qualified analysis relating to CFIT incidents and their prevention. According to Field Aviation’s Frank Dennis, there are many affordable navigational options for operators big and small who are looking to improve safety. “They can do so by providing their flight crews with additional tools in the cockpit,” he says. WWW.WINGSMAGAZINE.COM
PHOTO: WILSON AIRCRAFT/CESSNA
two years from the date on which the regulations come into effect to equip their aircraft with TAWS and five years to equip with EAA. “This is a positive change in real terms in safety of flight for remote operations,” says Norm Matheis, Universal Avionics regional manager for Canada. “Our top Canadian Universal dealers are seeing an upswing in hangar bookings now for TAWS mods, in anticipation of the publishing of the TAWS rule in Canada Gazette II this year.” A TAWS Class A system provides the highest level of protection for operators. It will be required in Commuter CAR 704 aircraft configured with 10 or more passenger seats, excluding pilot seats, and in all aircraft operating under subpart 705 for airline operations. The Class B system has less capability and will be required for private turbinepowered aircraft configured with six or more seats, excluding pilot and co-pilot. It will also be mandatory on all commercial subpart 703 air taxi aircraft configured with six or more passenger seats, as well as Commuter subpart 704 aircraft configured with six to nine passenger seats, excluding pilot and co-pilot. Matheis has plenty of experience in northern flight ops. His firm is a pioneer in introducing the WAAS system on aircraft across the country, specifically those flying in northern operations. In looking at northern flight ops safety as a whole, he notes: “Today, we still see some operators in the north operating without CFIT protection apart from their flight crew using MK I eyeball. Some of these aircraft are not even equipped with legacy Ground Prox,” he says. “What is a bit puzzling, is that some of these same aircraft are, however, fitted with TCAS at a hardware cost approximately three times that of TAWS.” TCAS monitors the airspace around an
As an example, Garmin’s new GTN Series of standalone GPS units and GPS/ Nav/Com units come standard with highresolution terrain graphics and WAAS capabilities. Full TAWS-B capability is an option and graphical weather and traffic upgrades are also available. This allows operators to determine which features are most important to their specific operations and to add other features as budget and other operational considerations allow. Dennis also points to Avidyne’s TAS 600 Traffic Advisory System series that can be used with a wide range of aircraft. The units are compatible with many different manufacturer’s displays, meaning operators may not need to upgrade cockpit displays to add this capability. And as Dennis notes, these systems can be purchased for under $30,000 installed, depending on which add-ons (traffic, weather, etc.) operators choose to purchase. “With mandatory TAWS regulations coming into force soon, now is an excellent time for operators to research what options are available to them,” he says. Collins Radio, now Rockwell Collins, has been manufacturing and selling radio equipment since the early 1930s. Rockwell Collins Commercial System products are available for a broad spectrum of aircraft, from communication, navigation and surveillance equipment in turbo prop aircraft, to its Pro Line Fusion system used
in intercontinental corporate jet aircraft. Says John Peterson, director of avionics marketing for Rockwell Collins: “We do have cost-effective solutions for making light business/commercial air travel safer in remote areas. Rockwell Collins offers services and products that can assist pilots and operators in these operating areas, from training and airborne warning systems, to complete cockpit upgrades that take advantage of the latest technologies.” One example Peterson highlights is the Rockwell Collins ALT-1000 (radar altimeter). It measures height above terrain up to 2,500 feet and is accurate to within two feet at the critical low altitudes. The instrument provides a second altitude check for a pilot, by giving absolute altitude from the ground as well as providing information for alerting functions, such as DH. “It’s robust and is certified for Category II landings,” he says. Rockwell Collins’ TCAS system is another option for a modern cockpit. “TCAS II works by interrogating the ATC transponders of other nearby aircraft, to determine and display their altitudes, ranges and relative positions,” says Peterson. “If necessary, they compute and display a recommended vertical avoidance manoeuvre to ensure safe separation. Rockwell Collins, in conjunction with Bristow Helicopters, now offers a turnkey package to install and certify TCAS
II on rotary-wing platforms.” The Rockwell Collins Pro Line 21 avionics suite is another popular unit – and it is no stranger to Canadian skies. The system integrates different functions, including TAWS and EVS. According to Peterson, the Pro Line 21 offers cost-effective EVS solutions that can prove invaluable during dark-hole approaches, dark taxi, and low visibility conditions. In terms of the future, Peterson points to the Rockwell Collins HGS-3500 (Head-up Guidance System) solution for turboprops and light jets. “This will further improve flight operations by keeping a pilot’s eyes forward and outside the aircraft with synthetic vision, EVS and flight guidance cues.”
Providing a safe working environment While northern flight operators are indeed subjected to unique flying conditions, there are products out there that can provide a safer flying environment. And although cost may be a concern, many avionics manufacturers will find ways to work with the operators to provide incentives and financing options for those that qualify. With the pending rule changes from Transport Canada looming, the time is now for northern operators to find ways to meet the new criteria – and enhance the safety and quality of their invaluable operations. | W
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T H I S
I S
O U R
C L A S S R O O M
TRAINING TOMORROW’S ROYAL CANADIAN AIR FORCE PILOTS CANADAWINGS.CA
2012 DEFENCE UPDATE
AIR FORCE PILOT TRAINING SUPPORT In 2001 Kelowna Flightcraft led a team of top Canadian aerospace companies to create Allied Wings. Established in 2005, we operate Canada Wings Aviation Training Centre at Southport, MB – a turnkey training solution dedicated to ab-initio and advanced fixed and rotary wing Pilot training for Royal Canadian and Allied Air Force Pilots. Pilot candidates are assessed and trained via a world class learning system, which blends classroom and online learning; desktop trainers, four simulators, and a fleet of 42 aircraft. Our four fleets of aircraft include the Grob 120A for primary and basic flying training, the King Air C-90B for advanced multi-engine training, the Bell 206 for initial rotary wing training, and the Bell 412 for advanced rotary wing training. They are supported with a Grob, King Air C90B, and two Bell 412 simulators. Allied Wings provides all ground school and simulator instruction, including formation flying, as well as flight training in the Grob and Bell 206, working with Air Force instructors on the C-90B and the Bell 412. Over 200 pilots are trained and accommodated on site annually at Canada Wings. The Allied Wings Team, assembled and led by Kelowna Flightcraft, includes industry leaders in integrated flying training solutions and advanced simulation technologies – Canadian Helicopters Ltd., Atlantis Systems Intl., and Canadian Base Operators Canada Wings employs 180 dedicated staff. In addition to flight training, Canada Wings also operates the entire airfield including air traffic control, navigation services and runway maintenance. On-site support services include housing and meals, classroom space and recreation. For more information, please visit alliedwings.ca
MILITARY PROGRAMS Q Kelowna Flightcraft has a long and proud tradition of supporting military aviation programs, from heavy maintenance and avionics upgrades for the Canadian Forces fleet of Cosmo CC109 aircraft to heavy maintenance checks and substantial avionics
upgrades to the Canadian Forces fleet of T-33 trainers. Extending this rich tradition, we now provide complete extended life cycle support for the DHC-5 Buffalo and the DHC-6 Twin Otter and their components. Recent modifications include the BALE and TALE avionic upgrades to extend the fleet life cycle. This includes modernization, manufacture, testing, air-worthiness approval, and full logistics support – as we strive to maintain a +70% fleet reliability. These solutions are offered to all operators of these uniquely capable aircraft around the world.
ABOUT KELOWNA FLIGHTCRAFT Q An award winning AMO, Kelowna Flightcraft Ltd. operates two full-service facilities in Kelowna, BC and Hamilton, ON as well as nine satellite bases that stretch across Canada from Vancouver, BC to St. John’s, NF. Our main bases in Kelowna, BC and Hamilton, ON have 500,000 sq. ft. of hangar and shop space with the capacity to accommodate aircraft as
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large as a DC-10-30. We’re an ISO 9001-2008 quality assurance certified company with TC approved AMO 16-82 and EASA Approval 145-7040. Customers from around the world come to Kelowna Flightcraft for quality maintenance and modification work. We pride ourselves on reliable on-time service. We have the experience and the flexibility to meet our customers’ needs, whatever the challenge. Kelowna Flightcraft Air Charter Ltd. owns and operates over 20 commercial aircraft including B727, CV580, CV5800 and DC-10-30F – and delivers an unparalleled 99% reliability to our primary customers of Purolator Courier and Canada Post. Flightcraft also owns and leases aircraft to operators around the world. With a total fleet of over 80 aircraft (including Allied Wings), and nearly 1,000 skilled and experienced staff, we are Canada’s largest Air Cargo operator. Privately owned, Kelowna Flightcraft Group of Companies gives you The Power to Fly – whether it’s training, operating or maintaining. See what our quality, service and reliability can do for you.
2012 DEFENCE UPDATE
ROCKWELL COLLINS STEPS UP PRESENCE IN CANADA Collins is expanding its presence and commitment to Canadian aerospace and defence through its facilities in Ottawa and Montreal. The newly expanded office space in Ottawa specializes in the design and development of wireless, ad hoc networking technologies, including battlefield modeling and simulation of tactical networks. The SubNet Relay (SNR) technologies developed in Ottawa are used by the Royal Canadian Navy and coalition partners around the world to establish ad hoc, Internet Protocol (IP) networks used for tactical data exchanges, chat, enhanced situational awareness and collaborative planning. The facility also serves to coordinate customer service and repairs for Rockwell Collins products sold to Canadian military customers. Recently announced program
Rockwell
awards for Rockwell Collins Government Systems in Canada include: In 2010, Rockwell Collins was selected to provide its Common Avionics Architecture System cockpit for the Royal Canadian Air Force CH-147 Chinook. Recent aircraft acquisitions, including Rockwell Collins avionics products and systems, include the C-130J Super Hercules, the CC-177 Globemaster, and the CH-148 Cyclone Maritime Patrol Helicopter including two full-motion simulators. Rockwell Collins also maintains a substantial presence in Montreal, Quebec, providing system engineering, customer support and sales to Bombardier. The facility plays a central role in maintaining a strong relationship with Bombardier, one of the world’s largest commercial and business aircraft manufacturers.
Networked systems making every platform a sensor.
Visit Rockwell Collins’ exhibit #1103 at CANSEC 2012 to learn how the company’s solutions are being customized and delivered to Canadian customers, including: Common Avionics Architecture System (CAAS) FireStorm™, a FAC/FOO system Link 16, MIDS JTRS, ARC-210 SubNet Relay HF/VHF/UHF TacNet™ tactical radios 721S blade radios CCT120 portable SATCOM
Whether performing Sovereignty patrol, or Search and Rescue missions across the Canadian landscape, or a multinational interdiction campaign, mission success requires an enabled network with a proven ability to connect – anywhere, anytime. Fast. Reliably. Securely. From threat detection to threat resolution, Rockwell Collins provides our customers with reliable networks designed for interoperability. Find out more about our remote network systems: Common Avionics Architecture System (CAAS) FireStorm™, a FAC/FOO system Link 16, MIDS JTRS, ARC-210 SubNet Relay HF/VHF/UHF TacNet™ tactical radios 721S blade radios CCT120 portable satellite communications
Visit us at CANSEC, booth 1103, to learn more.
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2012 DEFENCE UPDATE
HONEYWELL AND INMARSAT TO MODERNIZE GLOBAL IN-FLIGHT CONNECTIVITY it’s estimated that there will be more mobile devices on the planet than people to use them – 10 billion devices for a mere 7.3 billion people. The resulting demand will require high-speed connectivity to cover most, if not all, of the planet. Thanks to an exclusive agreement between Honeywell and Inmarsat, travellers will be able to do everything from real-time social media to video conferencing and multi-media presentation development while in flight virtually anywhere in the world, with an experience similar to being at home or in the office. The agreement centres around the integration of Honeywell’s onboard hardware with Inmarsat’s new Global XpressTM network. Using Ka-band network technology in the next few years, passengers will experience high speed connection on airline and business avi-
By 2016,
ation flights via smartphones, tablet computers and laptops. Real-time social media, video conferencing and multi-media presentations will be enabled between people in flight with those on the ground. The same connectivity will allow government users to better communicate with ground bases about position and status of manned and unmanned aircraft.
Driven by a demand for data traffic that is anticipated to grow 50-fold for smartphones, and 62 times today’s rates for tablets, the high-speed access will be made possible by two aviation industry pillars united by a single vision. 2014 will be here before you know it. Will your fleet be ready? Learn more at honeywellaerospace.com.
powerful connection
EMS Aviation is now Honeywell. By welcoming EMS Aviation into the family, Honeywell is poised to offer its business, commercial and government aviation customers unprecedented high-speed connectivity—on the ground, in the air, around the globe.
Visit us online at honeywellaerospace.com. ©2012 Honeywell International Inc.
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#146
The official publication of the Canadian Business Aviation Association
NEWS BRIEF
CBAA Members Are Stepping Up to the Plate
CEO’S CORNER
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he CBAA’s successful transition to a traditional advocacy-based association has mobilized its membership. Becoming better informed and more involved, CBAA’s members are driving the national business aviation agenda. The government is paying attention. Over the last few months, CBAA has made sigQL¿FDQW JDLQV LQ LWV ZRUN ZLWK Transport Canada on the new regulatory regime. It was an HGXFDWLRQ SURFHVV WKDW WRRN WLPH DQG WKH XQÀDJJLQJ VXSport and thoughtful input of members. We have also made strides in dealing with border facilitation issues. CBAA members set the priorities and agenda for our meetings and discussions with the Canada Border Services Agency (CBSA). A number also attended the recent CBAA/CBSA meeting in person. As a result, we have been able to resolve situations at individual ports DQG DOVR WDFNOH QDWLRQDO LVsues, such as business aviation trusted traveller programs. Members are also getting the word out on the importance of business aviation to Canadian companies and to our economy. CBAA has a long history of collaborating with WKH LQÀXHQWLDO SXEOLFDWLRQ Canadian Business magazine,
www.cbaa-acaa.ca
Sam Barone
on its Business Aviation Supplement. This year’s edition will feature three prominent CBAA members discussing the value of business aviation and the impact it’s had on their success. Business in Calgary magazine will also be doing a feature – ensuring that we are getting our message out to Canada’s foremost corporations. Our members’ involvement is critical. Our professional VWDII KDQGOHV WKH WDFWLFDO ZRUN ± WKH\ PHHW ZLWK RI¿FLDOV RQ a regular basis, review regulations and policies to assess their impact and generally deal with the day-to-day business of advocacy and member services. It is our members who determine the agenda and push us forward, not only supporting the association itself, EXW DOVR KHOSLQJ ¿QG VROXWLRQV WKDW EHQH¿W WKH HQWLUH EXVLQHVV aviation sector. This is the way an associa-
WLRQ ZRUNV EHVW DFWLYH PHPEHUV DQG VWDII ZRUNLQJ FROlaboratively towards industry goals. Together, we are building a “virtuous cycle,” with each win solidifying our reputation a bit more, leading to more wins and an even stronger voice. CBAA 2012 is the next opportunity for us to get together IDFH WR IDFH DQG GHFLGH RXU NH\ issues and goals as we head into the latter half of 2012 and beyond. There is a lot on our SODWH UHJXODWLRQV (8 (76 border access, service delivery standards, just to name a few. On the other hand, the economy is sound, and our sector is rebounding from the recession. Harper’s pro-business, pro-trade 2012/2013 budget should leverage even more opportunities for business aviation – and CBAA will be there to ensure that there’s nothing standing in the way of business aviation’s success.
PERSISTENCE PAYS OFF FOR CBAA The CBAA has been the one constant in a changing environment – and we are starting to reap the rewards. Since 2004, we’ve slogged through four federal elections, changes to both Canadian and international aviation regulations, a worldwide recession, deep deficit-cutting and even the association’s own transition in 2011. Yet, through it all, the CBAA continued to advocate our positions to policy-makers and regulators. Now that we’re in a stable environment, our persistence is paying off. With a majority government and an end to the strategic review, Transport Canada and other relevant CONTINUED ON PAGE 2
CBAA-ACAA CBAA-ACAA News News BriefBrief 1
CONTENTS
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3
European Aviation Safety Association (EASA) Licensing Transition Should NOT Affect Most CBAA Members
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The Federal al Budget and Auditor General’s Report Impact pa act on Aviation A
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SAM BARONE CONTINUED departments and agencies can focus on the job at hand without external distractions. This has allowed CBAA to build real working relationships and give officials a better understanding of our issues. We are providing real solutions to real issues. On the regulatory front, we continue to push for a safe, responsible framework that is equitable and reasonable – using the International Standard for Business Aircraft Operations (IS-BAO) as our gold standard. Transport is listening to CBAA and our members as we continue to try to move the goalposts on the new regulatory regime. We are also making headway in resolving cross-border irritants. Our close work with the Canada Border Services Agency (CBSA) has resulted in a more consistent application of the rules between ports, and a closer look at workable trusted traveller programs for business aviation flights. CBSA
now helping ow w consults with us routinely, helpin ng uss d deall with before they h issues llong b f h become problems bl ffor operators. Government, and Transport Canada in particular, cannot deal with individual business aviation operators. It won’t happen – there are not enough resources or hours in the day. They vastly prefer to deal with a unified voice that provides knowledgeable and professional input – and that is what the CBAA provides. The CBAA is at every table that affects business aviation. At last count, there were about a dozen of them, ranging from international battlegrounds like EU-ETS to working groups that delve into the complexities of fatigue management, noise abatement, runway safety...the list goes on. At each, we delve into a complex array of details, objectives, methodologies and the like to ensure that every one of these have CONTINUED ON PAGE 3
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ADVOCACY AND NEWS
European Aviation Safety Association (EASA) Licensing Transition Should NOT Affect Most CBAA Members
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he Airline Owners and Pilots Association (AOPA) has, along with AvWeb and others, put out some potentially misleading articles regarding WKH ($6$ OLFHQVLQJ WUDQVLWLRQ ,Q IDFW this change is only relevant to recreational groups or individuals, not professional pilots. ($6$ ZDV IRUPHG LQ WR DGPLQLVWHU QHZ (XURSHDQ DYLDWLRQ UHJXODWLRQV DQG UXOHV 2QH RI LWV NH\ WDVNV ZDV WR FUHDWH D QHZ VHW RI XQLIRUP ÀLJKW FUHZ OLFHQVLQJ )&/ UHTXLUHPHQWV IRU WKH (XURSHDQ community. On April 8, 2012, the new regulations for pilot training and issuance RI (XURSHDQ SLORW OLFHQFHV UDWLQJV DQG FHUWL¿FDWHV EHFDPH HIIHFWLYH :KLOH WKHVH UHJXODWLRQV DUH VLJQL¿FDQW most CBAA Members holding pilot licences issued by Transport Canada should not see major changes. This is primarily due to Article 33 of the Convention on ,QWHUQDWLRQDO $YLDWLRQ DOVR NQRZQ DV WKH Chicago Convention. $UWLFOH SURYLGHV WKDW FHUWL¿FDWHV RI DLUZRUWKLQHVV FHUWL¿FDWHV RI FRPSHWHQF\ and licences issued or validated by the state in which the aircraft is registered, shall be recognized as valid by other states. To be UHFRJQL]HG WKH FHUWL¿FDWHV DQG OLFHQFHV must be issued according to minimum standards issued by the International Civil Aviation Organization (ICAO) and both states must be ICAO members. For example, a pilot who is a Canadian resident, holds a valid Transport Canada SLORW FHUWL¿FDWH PHGLFDO DQG LV RSHUDWLQJ DQ aircraft based and registered in Canada can
IUHHO\ RSHUDWH LQ (XURSH ZLWKRXW QHHGLQJ WR obtain a new licence or have his/her existing licence validated. This is because both &DQDGD DQG (8 0HPEHU 6WDWHV DUH ICAO contracting states and meet the minimum licensing standards. In the following situations a pilot holding a licence from the Canada RU DQRWKHU QRQ (8 VWDWH FRXOG EH UHTXLUHG WR REWDLQ DQ ($6$ OLFHQFH RU YDOLGDWLRQ IURP DQ (8 0HPEHU 6WDWH 7KH SLORW LV À\LQJ DQ DLUFUDIW UHJXODWHG E\ ($6$ WKDW LV UHJLVWHUHG LQ WKH (8 RU 7KH SLORW LV À\LQJ DQ DLUFUDIW UHJXODWHG E\ ($6$ WKDW LV registered in a state outside the (8 EXW ZKRVH RSHUDWRU LV UHVLGHQW RU HVWDEOLVKHG LQ WKH (8 In other words, a pilot who resides LQ WKH (8 EXW RSHUDWHV DQ DLUFUDIW UHJLVWHUHG RXWVLGH WKH (8 ZRXOG EH UHTXLUHG WR REWDLQ DQ ($6$ OLFHQFH RU (8 validation based on the new rules. The VDPH ZRXOG EH WUXH IRU SLORWV À\LQJ IRU DQ (8 FRUSRUDWLRQ WKDW RSHUDWHV QRQ (8 registered aircraft. The situations described above should not apply to most CBAA Members RSHUDWLQJ LQ WKH (8 PHDQLQJ WKDW LW ZLOO normally NOT be necessary to obtain an ($6$ SLORW OLFHQFH RU (8 YDOLGDWLRQ WR À\ ³&´ UHJLVWHUHG DLUFUDIW LQ WKH (8 Should you have further questions or face problems related to these changes, contact Merlin Preuss, Vice President Government and Regulatory Affairs, 613 656 0505 or mpreuss@cbaa.ca.
SAM BARONE CONTINUED considered potential impacts on business aviation. We are competing for limited attention and resources. I can guarantee that business aviation would not even register on anyone’s radar if we were not there. At the end of the day, the CBAA is only as strong as its membership. We work for you and with you. The stronger your support, the better the job we can do. I look forward to continuing to work together.
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The Federal Budget and Auditor General’s Report Impact on Aviation
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oth the 2012-2013 federal budget and the Spring Auditor General’s report had implications for the aviation sector. The budget, which was essentially pro-trade and pro-business, fulfilled its promise of deficit reduction, with across the board cuts in all departments, including the ones affecting business aviation such as Transport Canada, CATSA and CBSA. Job reduction DQQRXQFHPHQWV FDPH PRUH TXLFNO\ than anticipated, with CBSA slated WR KDYH LWV ZRUNIRUFH FXW E\ DOPRVW &%$$ KDV EHHQ ZRUNLQJ ZLWK &%6$ RQ NH\ EXVLQHVV DYLDWLRQ issues, and a great deal of progress has been made. We will continue to SXVK DKHDG RQ WKHVH ILOHV DQG ZRUN to ensure that these cuts have a minimal impact on frontline service delivery to our sector. The Auditor General’s Spring Report included a section related to how Transport Canada manages ULVN DQG GHSOR\V UHVRXUFHV XQGHU SMS. The department’s responses were included in the Report, with Transport detailing the actions LW ZRXOG EH WDNLQJ WR DGGUHVV WKH issues raised. Most are slated to be implemented by the end of 2012.
CBAA-ACAA CBAA-ACAA News News BriefBrief 3
EVENTS AND MEETINGS EVENTS CALENDAR
JUNE 11, 2012 Toronto, ON Introduction to IS-BAO FlightSafety International 95 Garratt Boulevard Downsview, ON Register at http://www. cbaa-acaa.ca/en/convention/ cbaa-2012/introduction-to-isbao-workshop-and-auditoraccreditation-workshop
JUNE 12, 2012 Toronto, ON Auditor Accreditation IBAC Training Session FlightSafety International 95 Garratt Boulevard, Downsview, ON Register at http://www. cbaa-acaa.ca/en/convention/ cbaa-2012/introduction-to-isbao-workshop-and-auditoraccreditation-workshop
JUNE 12, 2012 Toronto, ON 19th Annual Golf Tournament benefitting Hope Air and For the Love of a Child Royal Ontario Golf Course 6371 Trafalgar Road, Hornby, ON Register at http://www.cbaaacaa.ca/en/convention/cbaa2012/golf-tournament
JUNE 13-14, 2012 Toronto, ON CBAA 2012 Hilton Toronto Airport Hotel and Skyservice Business Aviation Facilities For more information visit http://www.cbaa-acaa.ca/en/ convention/cbaa-2012
DECEMBER 6-7, 2012 3rd Annual CBAA/NBAA Cross Border Issues Conference Marriott Hotel, Ottawa, ON
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CBAA-ACAA 4 CBAA-ACAA NewsNews Brief
CBAA 2012 Expanded Program Gives Valuable Insight to Business Aviation Community
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BAA 2012 is an event not to be missed. This year’s expanded informational session DW WKH KRWHO DOUHDG\ ERDVWV DQ LPSUHVVLYH OLQHXS RI VSHDNHUV DQG VHVVLRQV WKDW provide valuable information to Canadian business aviation operators. Industry H[SHUWV LQFOXGLQJ 5LFKDUG $ERXOD¿D 9LFH 3UHVLGHQW $QDO\VLV RI WKH 7HDO *URXS )DELR *DPED &(2 RI WKH (XURSHDQ %XVLQHVV $YLDWLRQ $VVRFLDWLRQ (%$$ 0DUWLQ (OH\ 'LUHFWRU *HQHUDO &LYLO $YLDWLRQ 7UDQVSRUW &DQDGD .DWK\ /HH &(2 *( &DSLWDO &DQDGD DQG VHQLRU RI¿FLDOV IURP WKH *UHDWHU 7RURQWR $LUSRUWV $XWKRULW\ *7$$ DQG WKH &DQDGD %RUGHU Services Agency (CBSA), will provide overviews on the issues the industry faces today. 7KHVH VSHDNHU VHVVLRQV WDNH SODFH RQ -XQH DW WKH +LOWRQ 7RURQWR $LUSRUW +RWHO
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7KH &%$$ 7UDGH 6KRZ DQG 6WDWLF 'LVSOD\ KHOG DW 6N\VHUYLFH %XVLQHVV $YLDWLRQ IDFLOLWLHV ZLOO VKRZFDVH &DQDdian business aviation’s latest technologies as well as give convention attendees an opportunity to interact with C-level H[HFXWLYHV ÀLJKW GHSDUWPHQW SHUVRQQHO DQG RZQHU RSHUDWRUV This event is the perfect opportunity for company executives to get business done. For more information or to register for CBAA 2012 visit www-cbaa-acaa.ca/en/convention/cbaa-2012. Save the Date! The 3rd Annual CBAA/NBAA Cross Border Issues ConIHUHQFH ZLOO EH WDNLQJ SODFH LQ 2WWDZD 2QW RQ 'HF 2012, at the Ottawa Marriott Hotel. Join business leaders from across Canada and the 8 6 LQFOXGLQJ JRYHUQPHQW RI¿FLDOV DYLDWLRQ DWWRUQH\V and international service providers, as they gather in this interactive seminar on cross-border issues. Visit www.cbaa-acaa.ca or www.nbaa.org for more information as it becomes available.
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Canadian Skies Canadian Skies magazine is your best source for Canadian aviation news. We send top LQGXVWU\ MRXUQDOLVWV LQWR WKH ¿HOG WR UHSRUW RQ DOO VHFWRUV RI WKH LQGXVWU\ DQG WKHQ ZH SDFNDJH WKDW content with big, bold photography and cutting edge design. We deliver the industry to 27,000+ readers, in our print and electronic magazines, e-newsletters and social media feeds. At Canadian 6NLHV ZH DUH SDVVLRQDWH DERXW DYLDWLRQ EHFDXVH LW¶V DOO ZH GR &KHFN RXW WKH FXUUHQW HGLWLRQ RQOLQH QRZ DW ZZZ VNLHVPDJ FRP GLJLWDO )RU WKH latest news between issues, join the conversation DW IDFHERRN FRP VNLHVPDJ DQG #6NLHV0DJ RQ Twitter.
Wings magazine launches Introduction to Business Aviation Event Series
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SURVSHFWLQJ ZRUN HYHQW FR RUGLQDWLRQ DQG FRQWHQW GHYHORSPHQW RQ behalf of the event sponsors.” By providing a learning environment in a private social setting, de Groot believes the events will lower some of the barriers to accessing KLJK OHYHO GHFLVLRQ PDNHUV &%$$ LV ZRUNLQJ LQ SDUWQHUVKLS ZLWK :LQJV RQ WKH HYHQW VHULHV contributing to the content of the presentation and recruiting Business Aviation Ambassadors to attend each of the events. Industry sponsors of the Introduction to Business Aviation event VHULHV VR IDU LQFOXGH $XURUD -HW 3DUWQHUV +DZNHU %HHFKFUDIW 6WDUOLQN $YLDWLRQ 6LJQDWXUH )OLJKW 6XSSRUW 0RQWUHDO *XOIVWUHDP DQG *( &DSLWDO &DQDGD “Our sponsors recognize that they need to invest in the long-term growth of their businesses here in Canada. They are demonstrating UHDO OHDGHUVKLS DQG IRUZDUG WKLQNLQJ ´ VDLG GH *URRW For more information on the project, contact Alison de Groot at Wings magazine, 519-429-5191, adegroot@annexweb.com.
CBAA-ACAA CBAA-ACAA News News BriefBrief 5
The CBAA 2012 Mobile App is your interactive guide for CBAA 2012,
COMING SOON MOBILE APP!
Toronto, ON, June 13-14 at the Hilton Toronto Airport Hotel and Skyservice Business Aviation Facilities. Access the CBAA 2012 program and floor plan right from your mobile device.
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Contact Andrew Oestreich for more information on CBAA 2012 mobile app sponsorship opportunities. Visit www.cbaa-acaa.ca for more information as it becomes available.
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CBAA-ACAA News Brief
LETTER TO PREMIER MCGUINTY
On March 16, 2012, ATAC sent the following letter to Premier Dalton McGuinty about the ongoing crisis surrounding Ornge, Ontario’s Air Ambulance Service provider. While not questioning the need for a public central dispatch and coordinator of air ambulance services, ATAC denounces the fact that Ornge went way beyond its mandate when it withdrew the ambulance services from private sector operators in order to create its own service. The result is that costs are up and service is down. Other victims of Ornge’s ambitious empire building are the residents of outlying Ontario regions because the sustainability of the regular air service providers they use was improved by these private air ambulance contracts. ATAC encourages everyone concerned by the need for an efficient, sustainable, and responsible air ambulance service to write to Premier McGuinty, asking him to put an end to Ornge’s shameful use of public funds and ask the private sector operators to once again supply this much needed service.
The Honourable Dalton McGuinty, Premier Legislative Building Queen’s Park Toronto, Ontario M7A 1A1
Re: Ornge Ambulance Services Dear Mr. Premier, The Air Transport Association of Canada (ATAC) has represented the air transport industry in Canada for over 75 years. Our membership is made up of approximately 175 operators, flight training units and commercial aviation support industry companies throughout our country. We have written to you in the past on the issue of ORNGE, the Ontario provincial air ambulance operator. We feel that the time has come for your government to take a serious second look at the mandate given to ORNGE to operate its own fleet of air ambulances. It has been reported that the province still intends to continue operating this service despite the growing controversy over ORNGE management. ATAC adamantly believes that this would be a serious mistake. Clearly, the prospect of a monopoly provider of air ambulance services continuing to both operate flights while it also contracts flights from private operators is ethically very questionable. We do not believe that there was ever a credible case made to justify the move from a private deliverer of air ambulance services by reputable and responsible regional air carriers to a government monopoly provider. The takeover of those services by ORNGE was not based on complaints of bad service but seemingly on ORNGE management’s desire to build an empire using public funds. Private operators had provided a continuous, competitive, scandal free and much appreciated service for decades. In fact, the medivac services offered in Ontario prior to the ORNGE takeover had earned a distinguished reputation worldwide for its excellence. Not only was the service provided by private operators of excellent quality, these air ambulance contracts also facilitated an even better service to the outlying communities they serve and for which air transport is a vital lifeline. The medivac services accounted for up to 30% of their business. It should also be brought to your attention that ORNGE used confidential and privileged financial information gathered under false pretences from these operators to build their business case just months before taking over these contracts. Mr. Premier, there are absolutely no indications that the people who depend on air ambulances are now provided with a better service but there is ample proof that this decision was based on an untrustworthy business plan tabled before the provincial authorities. We ask that you reconsider this very expensive decision, sell the ORNGE fleet and resort to offering this extremely important health service through the experienced hands of the highly competitive private sector under the continued oversight of the Ontario Government. ATAC is most willing to assist in any way possible to help restore the exceptional reputation this service had enjoyed for many years while in the hands of Ontario air carriers. The added benefit is that in these fiscally sensitive times people of Ontario will be better served in a more efficient and less expensive manner. Sincerely,
700 – 255 Albert Street Ottawa, Ontario K1P 6A9 Phone: (613) 233-7727 Fax: (613) 230-8648 Website: www.atac.ca
John McKenna President and CEO cc
Tim Hudak MPP, Leader of the Opposition The Honourable Deb Matthews, Ontario Health Minister ATAC Board of Directors
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www.wingsmagazine.com 68 WINGS | May/June 2012
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FINAL Sam Barone | president/CEO CBAA
Making a difference Decision-makers are listening to business aviation’s interests
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70 WINGS | May/June 2012
that our resources are aimed in the right direction. Their trust in us has paid off. The CBAA, and the entire business aviation community, owes them a debt of gratitude. Any benefit that accrues to our industry – from a reasonable regulatory regime, to better access and facilitation, to reduced red tape and costs – has the CBAA membership to thank. There is still a lot of work ahead. Although the CBAA has helped change the way that government thinks of business aviation, it is only a beginning. We have to continually reinforce our messages and consolidate our gains. We will continue to be on the front lines of government action. We will keep working to resolve problems for our general membership and for individual members. We will ensure our members have access to the most important and most recent information, first. I will not bore you by saying these are challenging times – all times are challenging in their own ways. The difference in 2012, and beyond, is that for the first time in recent memory, business aviation is being dealt with as a separate, but equal, aviation sector. It’s a huge step forward, and I hope the first of many more to come.| W
The Harper majority government gives us (and bureaucrats) the ability to plan in terms of years, not months. scheme continues to be fought vigorously by countries outside the European Union zone, putting its future into doubt. Our work doesn’t stop with government or regulatory issues. For example, we are in constant contact with airport managers. Now, airports on a regular basis, ask for our input on their master planning process and even ask for CBAA input to manage specific issues such as de-icing. We have advanced the cause of business aviation, and we’ve only just begun. I think there are two reasons for our success. The first is we have “changed the narrative.” Just as taxis, private vehicles and public transit are different modes of transportation, and are regulated differently, so business aviation is no longer thought of as “something like” general aviation on one hand, or “close to” commercial aviation on the other. BizAv is finally being recognized as a completely different type of aviation service, requiring its own set of rules. The second reason for our success is our members, who have stuck with the CBAA during its transition, and have provided both guidance and support, making sure
Sam Barone is president and CEO of the Canadian Business Aviation Association. WWW.WINGSMAGAZINE.COM
PHOTO: BOMBARDIER
he Canadian Business Aviation Association (CBAA) has made significant gains for Canadian business aviation in the past two years. As an industry advocate, we have two primary goals. The first is to differentiate business aviation from other aviation sectors, to ensure that we have a regulatory and business framework that is appropriate to the scale and scope of our members. The second is to solve specific local or regional issues that affect individual members. I am pleased to report that steady – and measurable – progress has been made on both fronts. The Harper majority government gives us (and bureaucrats) the ability to plan in terms of years, not months. Our complete commitment to advocacy ensures that we can keep up the pressure – educating, informing, and persuading. The CBAA is changing how decision-makers think about, and respond to, business aviation. For example, on the development of new regulations, CBAA continues to work collaboratively with Transport Canada to determine the best way forward for both the regulator and private operators. A focus group discussion with stakeholders held in the spring was a welcome opportunity to have a meaningful discussion with the regulator. Until the regulatory framework is finalized and ready for formal consultation through the Canada Gazette, the Interim Order that is currently in place is expected to be renewed. The CBAA is also working with the Canada Border Services Agency to deal with facilitation and access issues, both national and port-specific. This relationship has proved so effective that our organizations have mutually agreed to hold regular meetings to continue to identify and resolve emerging issues. Working with the National Business Aviation Association, we have a new North American focus on our issues too, given the large business aviation activities between Canada and the U.S. On this front, our ultimate vision would be to have preclearance at FBOs. CBAA is also working with TC, International Civil Aviation Organization and the International Business Aviation Council to mitigate the onerous impacts of the Emissions Trading System. The cap and trade
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Ray Kuliavas Vice-President, Aircraft Sales Tel: 905.673.0800 ray.kuliavas@innotech-execaire.com
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Mark Gardner Western Canada Tel: 303.880.6372 mgardner@cessna.textron.com
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