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EMBRAER RISING

Brazilian-based OEM continues to set brisk pace

Dynamic duo

Montreal's CAE, Héroux Devtek reap rewards from military deals

The benefits of BizAv

Aviation assets spell profits for Glencore, Kramer

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MAY JUN 2014 CANADA’S NATIONAL AVIATION MAGAZINE

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UPFRONT 5 Leading edge

Cultivating cultures

8 On the fly

News and opinion

14 Alternate Approach A return to advocacy

15 At the Gate

Outlining Canada’s military role

16 Glidepath

The putting it off method

17 Legal Matters

The Hawaii Mars is an iconic aerial firefighting aircraft that has been used on the B.C. coast.

Establishing a new model

BACK 59 Marketplace 62 On final

Highlighting the growth prospects

FEATURES 18 EMBRAER CONTINUES ITS ASCENT Maturing the Legacy 500 is the next step BY RICK ADAMS

25 LET’S MAKE A DEAL From top: Outlining Canada's military role. P.15 The putting it off method. P. 16

A quick primer on how to finance your next BizAv fleet addition BY DAVID CARR

28 GLENCORE’S AERIAL LIFELINE

Xstrata's BizAv fleet keeps on producing BY FREDERICK K. LARKIN

34 MATCHING THE MISSIONS

Bizav fleet helps Kramer Ltd. soar BY FREDERICK K. LARKIN

39 SALUTING THE MARTIN MARS PHOTOS: RCAF (TOP); PAUL DIXON (BOTTOM)

Remembering one of B.C.’s aerial firefighting icons BY PAUL DIXON

47 MAINTAINING A STRONG POSITION

Montreal’s CAE and Héroux-Devtek will benefit from military might BY BRIAN DUNN

COVER PHOTO: EMBRAER

WWW.WINGSMAGAZINE.COM

May/June 2014 | WINGS

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LEADING

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| By Matt Nicholls

Cultivating Cultures

Why Engaging Young Minds Drives the Future

PHOTO: JIM STUBBINGTON

inding reliable, forward-thinking employees and working to create strong, safety conscious corporate cultures where people feel empowered to innovate, contribute and grow is what all companies strive to achieve. This was one of the salient themes conveyed at the 10th annual CHC Safety & Quality Summit March 31-April 2 at the Westin Bayshore Hotel and Conference Centre in Vancouver, B.C., as some of the aviation industry’s most prominent leaders shared a foundation of safety excellence to the more than 800 delegates from around the globe. Striving to make safety goals a reality starts with effective leadership at the top, and creating a sound corporate culture also works to keep employees empowered, motivated and primed to succeed. As CHC president and CEO Bill Amelio stressed in his opening remarks on the first day of the conference, without such a framework in place, organizations make themselves highly vulnerable, exposing them to risk and stagnation. Creating strong corporate cultures and finding dynamic employees to fuel the technological demands of tomorrow remains one of the greatest challenges facing Canadian aviation and aerospace organizations today. Countless global surveys indicate that a rapidly retiring workforce in North America and abroad coupled with an increased demand for skilled pilots, aircraft maintenance engineers, software engineers and more, has created a looming employment crisis – one that demands the immediate attention from various levels of government, industry and academia. Marry this with the increased demands for fleet enhancements and expansion in

5 WWW.WINGSMAGAZINE.COM

many markets around the globe, and an enhanced commitment for all organizations nationwide to establish a forward thinking, sound corporate structure is paramount. Finding and nurturing Gen Next to fill

operations and the Canadian aerospace industry as a whole. At Wings and Helicopters magazines, we are striving to do our part. Our recent aerospace series in both magazines, for example, highlighted many of these initiatives, and we will continue to feature future collaborative efforts. Look for much more on this key initiative in future issues of Wings and Helicopters magazines. In helping to unite the industry and do our part to influence change, we have also developed other initiatives to nurture the development of future aviation and aerospace leaders. For example, our Careers in Aviation events this year in Toronto and Calgary did a tremendous job of uniting high school and college students with industry leaders, flight schools, educational institutions and more, to provide students with a better understanding of opportunities available to them. And our Top 10 Under 40 features that will run in both magazines (July/August issue of Wings and July/August/September issue of Helicopters) will showcase future leaders at work at their organizations right now. | W

The benefits of such cultures also keeps employees empowered, motivated and primed to succeed. this impending shortfall is a responsibility shared by all – industry, government and academia. Fortunately, there are countless examples to illustrate just how industry is working in concert with academia and government to develop and nurture aviation and aerospace students nationwide. These initiatives do an excellent job of helping to prepare young aviators for the future demands in rotary- and fixed-wing

TOP DATA BURSTS… in this issue 1. $42 million: Amount spent on finding MH370 (pg. 8). 2. 46 per cent: People who support the expansion of Porter Airlines (pg. 8). 3. Embraer delivered 90 commercial aircraft in 2013 (pg. 18). 4.Glencore Canada’s flight department carries more than 50,000 passengers annually to Raglan (pg. 29). 5.$27,000 litres: The amount of water the Hawaii Mars can scoop in less than 30 seconds (pg. 34).

Your feedback is always welcome. Please contact me at mnicholls@annexweb.com. @Wings_Magazine May/June 2014 | WINGS

WINGS

MAY JUN 2014 CANADA’S NATIONAL AVIATION MAGAZINE

wingsmagazine.com

Vol. 55, Issue 3 EDITOR

Matt Nicholls mnicholls@annexweb.com 416-725-5637

EMBRAER RISING

Brazilian-based OEM continues to set brisk pace

MEDIA DESIGNER

Dynamic duo

Kelli Kramer

Montreal's CAE, Héroux Devtek reap rewards from military deals

FLIGHT DECK

The benefits of BizAv

Rick Adams, Krista Bulmer, David Carr, Paul Dixon, Brian Dunn, Frederick K. Larkin, James Marasa, Carroll McCormick, Anna Pangrazzi, Bill Zuk

Aviation assets spell profits for Glencore, Kramer

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THE LEAD

CAN MH370 SUCCEED WHERE AF447 COULDN’T? Two things have become crystal clear in the search for the Malaysian Airlines Boeing 777 that dropped from the radar on March 8, en route from Kuala Lumpur to Beijing: the oceans are awash in sea junk and detection technology is inadequate for extreme searches such as MH370 and Air France AF447, an Airbus A330 that plunged into the mid-Atlantic on a flight between Rio de Janero and Paris almost four years earlier. It took four days to locate the Air France wreckage and two years to retrieve the flight data and cockpit voice recorders. After hop-scotching the Indian Ocean, the hunt for the Malaysian triple-seven had entered its fifth week before detection of the black box locator beacons narrowed the search area to a 600 square kilometre patch of ocean, greater than the size of Canada’s Atlantic and Maritime provinces combined. Even if found, the cockpit recorder only stores data from the last two hours of flight and may be of limited value if, as has been speculated, the crew was incapacitated and the airplane kept flying

hours after the catastrophic event that eventually brought it down. The disappearance of MH370 is unprecedented in aviation history, and has raised serious questions over how an industry that is so sophisticated in airto-ground connectivity does not have a better system for missing airplanes. “In a world where our every move seems to be tracked, there is disbelief both that an aircraft could simply disappear and that the ‘black box’ is so difficult to recover,” Tony Tyler, director general and chief executive of the International Air Transport Association (IATA), said at an association conference in Kuala Lumpur. The Air France crash triggered much the same questions. It would be a mistake to suggest that no progress has been made in airliner tracking since AF447. But it has been a global patchwork of solutions such as tripling the battery life of the black box underwater locator beacon to 90 days, since adapted by Air France. There has been no global standard to accelerate airliner tracking, imposed by the International Civil Aviation Organisation (ICAO). That appears to be changing. ICAO recently set new rules on underwater locator beacons, but they won’t come into effect until 2018. “This is not the time for hastily prepared sales pitches or regional solutions,” Tyler said. “The ICAO process is the way to move this forward.” ICAO has convened a special meeting of industry experts in Montreal as Wings went to print. It will discuss specific

Detection equipment for aircraft like the missing MH370 is woefully inadequate. 8

WINGS | May/June 2014

The disappearance of Malaysian Airlines flight 370 is unprecedented in aviation history.

aircraft and satellite-based capabilities, including deployable incident flight recorders, which essentially separate from the airframe on impact and can be triangulated by satellite. These floating devices have been used by the U.S. Navy since the 1960s. A report is expected by December. There has been resistance to upgrading airliner tracking practices since the black box was first introduced 50 years ago. Pilots are naturally concerned over installing cameras in the flight deck, or at a minimum 24-hour voice recording. Nobody likes people looking over their shoulder at work and given Malaysian authorities’ rush to condemn the captain of MH370, they may have a point. But more robust cockpit recording is inevitable and must have strict protocols to protect privacy. Cost is another stumbling block. Transmitting data in real time, for example, is approximately $7.00 a minute, or a full row of economy seats on an Air Canada flight from Calgary to London Heathrow based on the basic fare. There is also little need for such technology on flights largely over land. Still, it is pocket change compared to the estimated $42 million that had already been spent locating MH370 before the first ping was detected. A multi-national armada of 14 ships with heavy air support does not come without a price. The U.S. Department of Defence estimates it blew through most of the $4 million it budgeted to help with the search in the first three weeks. Finally locating and retrieving black boxes 6.4 kilometres below the WWW.WINGSMAGAZINE.COM

PHOTOS: ISTOCK

8 THE LEAD 9 INDUSTRY HAPPENINGS 12 PEOPLE ON THE MOVE

surface (if in fact that is where they rest) will add billions more. As of this writing, the air and surface search for the missing 777 was being scaled and hope pinned on Blue Fin 21, a U.S. Navy underwater drone. For now, eyes are still on the Indian Ocean, but they will soon shift to Montreal and ICAO headquarters. “We cannot let another aircraft simply disappear,” Tyler said.

CONSOLIDATION UP NORTH – JUST THE BEGINNING?

PHOTO: CANADIAN NORTH (TOP); CESSNA (BOTTOM)

First Air and Canadian North are in talks to form a single northern airline. The two Inuit-owned airlines have confirmed they are discussing a “merger of equals, subject to the successful conclusion of negotiations and regulatory review.” Both airlines serve communities in the Northwest Territories and Nunavut, and link the north to southern gateways in Edmonton and Ottawa. Canadian North recently added a seasonal route from Iqaluit to Halifax and St John’s. The potential merger is expected to build on the strengths and identities of First Air and Canadian North, which have been flying for 65 years and 80 years respectively. “A merger would improve the sustainability of these critical Inuit birthright enterprises and would also create better air services and new economic development opportunities across the north,” the airlines’ shareholders, Makivik Corporation and NorTerra Inc., said in a joint statement.

First Air and Canadian North are currently discussing a merger.

Canada’s Northwest, Nunavut and Yukon territories is home to approximately 112,000 people spread out in 65 communities dotted along four million kilometres of land. First Air and Canadian North are two of the so-called “big four” northern airlines, which includes Air North and Air Inuit. These four jet operators share approximately one per cent of the Canadian air transport market, leading to questions of further consolidation if the merger meets regulatory approval. First Air’s parent, Makivik, is owned by the Inuit of Northern Quebec. NorTerra is wholly owned by the Inuvialuit Development Corporation. The merged airline would have a combined fleet of more than 26 aircraft consisting of Boeing 737 series 200, 300 and 400 all passenger and combi airplanes, a 767 freighter, Dash 8, ATR 42 and 72 and Canada’s only civilian Hercules heavy lift transports. Flight operations and services will remain independent and unaffected during the negotiation and regulatory review phases, and both airlines said there will be no job losses as a result of the merger.

INDUSTRY HAPPENINGS

CJ-SERIES TO FEATURE G3000 SYSTEM Cessna Aircraft Company is offering an upgraded version of its popular Citation CJ3 aircraft ahead of what it must see as an upturn in the light jet market. The CJ3+ is a new airplane featuring a new avionics suite and redesigned cabin and cockpit. The CJ3+ includes a fully integrated Garmin G3000 avionics suite, all-new interiors with a redesigned cabin and cockpit, new pressurization and new diagnostics system. “Customers are already pleased with the CJ-series, but they also appreciate the new features of the G3000 system,” Kriya Short, Cessna’s senior vice president of sales and marketing said. “Combining all these avionics features with a fresh new interior and other significant upgrades strengthens an already powerful jet and makes its value proposition even more compelling for customers.” The CJ3+ includes the installation of automatic dependent surveillance-broadcast (ADS-B) capabilities, bringing the aircraft

The CJ3+ is expected to receive Federal Aviation Administration (FAA) certification during the second half of this year. WWW.WINGSMAGAZINE.COM

May/June 2014 | WINGS

ON THE

FLY

The records are starting to pile up for the Gulfstream G650.

in compliance with this aspect of NextGen air traffic control requirements. The CJ3+ is expected to receive FAA certification during the second half of this year, with deliveries following afterward. The aircraft will have a range of up to 1,875 nautical miles, with maximum seating capacity for nine

passengers. Cessna did well with the “plus” variant of its CJ2 model, with the upgraded version almost matching its fore-runner in sales of more than 240 airplanes. Since it entered service in 2006, more than 400 CJ3’s have rolled off the Citation Wichita, Kan. assembly line.

A Gulfstream Aerospace G650 flew between White Plains, New York and Mumbai, India in 13 hours and 49 minutes in March, setting the aircraft’s 42nd speed record between city pairs. Powered by twin Ross Royce BR725 engines, the G650 entered service in December 2012. One month later, the airplane circled the globe westward in 41 hours and seven minutes, setting an early world record. The flight between Westchester City Airport in White Plains, and Mumbai’s Chhatrapati Shivaji International Airport carried four crew and two passengers, travelling at an average cruise speed of Mach 0.85 over the 13,177-kilometre flight. “The G650’s ability to link these two key business destinations reinforces its utility as a vital tool for corporations,” said Jason Akovenko, Gulfstream’s regional vice-president of sales for Asia-Pacific. “The aircraft has the ability to whisk customers to where they need to go.”

PHOTO: GULFSTREAM

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GTAA COMES IN FROM THE COLD As the Toronto Port Authority prepares to open negotiations over the expansion of Billy Bishop Toronto City Airport, its larger cousin, the Greater Toronto Airports Authority (GTAA), released the results of an internal review of the extreme winter weather that gripped Pearson International Airport between January 5 and 9, when temperatures plunged to near minus 40 degrees Celsius, and the January 6 “ground halt” of North American operations, jamming air traffic across the country and stranding passengers for days. “The severity of the weather conditions exposed weaknesses in the Airport’s preparedness, including equipment underperformance in an unusually cold weather environment and the impact of unusually cold weather on aircraft turnaround times,” the report concluded. Chief executive Howard Eng, who was out of town at the time, has been criticized

for his silence in the opening days of the crisis. But as the report points out, the GTAA’s communications problems ran deeper than a media shy CEO. Stranded passengers were kept in the dark and were not provided with amenities during the disruption. “When disruptions do occur, we will do a better job of communicating with the public, and we will treat our passengers with a high standard of customer service,” Vijay Kanwar, the GTAA’s chair of the board, pledged. Airports are vulnerable to extreme weather so there were few surprises in the report, which called for investment in new equipment and the tightening up of procedures, including communications. Highlights include: • Securing additional equipment for unusual winter weather operations. Improved protocols for commu• nicating with passengers and the public. • Expanding and better equipping the Emergency Operations Centre

•

to allow for improved coordination of airport service providers to better manage disruptions. Updated and published guidelines for addressing the needs of passengers during times of severe delays and irregular operations. Establishing clear early warning criteria and defining joint escalation levels and procedures with airlines and other key airport service providers.

PORTER EXPANSION A HOT BUTTON ISSUE Expansion of Toronto’s waterfront airport is certain to become an issue during municipal elections this fall after City Council set conditions for negotiations between the city and federal Toronto Port Authority and asked for further study on a proposal to extend the runway and lift a jet ban. Porter Airlines, the dominant carrier at Billy Bishop Toronto City Airport,

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12 WINGS | May/June 2014

Porter’s desire to expand operations at Billy Bishop Toronto City Airport is going to be a contentious issue.

FEWER ASK: “WHERE THE #%$@ IS MY BAG?” More bags are being loaded onto airplanes, but fewer pieces are going missing according to SITA, an air transport IT specialist. The 10th annual SITA Baggage Report (which arrived on time) says that the rate of mishandled luggage in 2013 was 6.96 bags per thousand passengers, or half the rate of 10 years ago, despite a 65.6 per cent increase in passenger volume over the same period. A mishandled bag is a delayed, damaged or a pilfered bag that is reported on behalf of the passenger. From 2012 to 2013, the rate of mishandled bags dropped approximately 21 per cent, reducing the cost of mishandled bags by industry by 19.9 per cent. Today, the airline industry spends 50 per cent less than it did in 2007 on misplaced bags. Flight connections remain the main culprit for bags that go astray, even temporarily. In 2013, passengers reported 21.8 million mishandled bags, of which 81 per cent were caused by delay. Transfers accounted for 45 per cent of delayed bags, a year-over-year improvement of 23.2 per cent. “Improvement in transfer performance in recent years has been helped by greater messaging reliability, which enables bags with short connection times to be identified before they arrive at the airport,” SITA reports. “Better segregation of these “hot bags” in the aircraft and smart mobile devices, such as tablets for key operational staff has also played an important role.” SITA is a world leader in baggage tracking and tracing, with more than 200 airports and 500 airlines worldwide using its baggage management systems and services.

PEOPLE ON THE MOVE FlightSafety International has appointed Christopher Adams senior director for business development and marketing, government. FlightSafety operates the world’s largest fleet of advanced full flight simulators at learning centres and training locations in Canada, the United States, and parts of Europe, Asia and South America. Adams will work with a cross-functional team to identify and pursue new business opportunities for government and flight simulation equipment worldwide. He has held a number of positions since joining FlightSafety in 1998, including product marketing manager and director, where he managed a worldwide team of product marketing managers and also served as account executive. Adams was promoted to director of marketing in 2012 and was responsible for the development and implementation of marketing programs and strategies for FlightSafety’s business aircraft training programs. Adams holds commercial instrument helicopter ratings and has accumulated 950 flight hours. Jannie Davel is the new senior vice president of the Americas for DHL Global Forwarding, the air and ocean freight subsidiary of Germany’s Deutsche Post DHL. Davel is responsible for managing DHL’s international Air Freight services in Canada and 17 countries across North and South America, including customer development and operational performance. Davel has held a number of management positions with the company in global, regional and country roles. WWW.WINGSMAGAZINE.COM

PHOTO: PORTER

has a conditional order for 12 Bombardier CSeries 100 airplanes, and is the driving force behind the expansion. A majority of Torontonians support the convenient airport, although the city is split on expansion. A recent poll by Forum Research shows that 46 per cent of Torontonians are in favour of jets at the airport, while 40 per cent are opposed. It’s a slight uptick for the “yes” side since December, but not enough for anybody to claim victory. What is more difficult to discount is the number of people who use the airport. Since Porter began operating in 2008, traffic at the airport has grown from 26,000 to 2.3 million in 2013. The city centre airport became a hot button issue in Toronto’s 2003 mayoralty race, which effectively killed a planned bridge over the 121 metre gap channel separating the island airport from the mainland. It did not halt the airline. (The federal Toronto Port Authority that operates the airport, and a private consortium is building an $82.5 million pedestrian tunnel. That project, which was scheduled for completion in 2014, is delayed another year for a variety of reasons including the dig ran into the remnants of an earlier tunnel project that was cancelled in 1935 after work was underway.) Recent history is certain to repeat itself this year. Olivia Chow, the former federal NDP transport critic so far leads the pack in this year’s mayoralty campaign and is the only candidate among front-runners to oppose expansion. A former transit commissioner who also threw her hat into the ring recently reversed her earlier opposition to expansion. Both the “yes” and “no” side applauded council’s decision to open the proposal to further study, a process that will take at least 12 months. “There needs to be an environmental assessment and a master plan,” Robert Deluce, Porter’s chief executive, told CTV News. “Those things can take place while negotiations are going on. It should come together quite nicely sometime in 2015.” At the earliest. The concern is that council has ringed negotiations with so many conditions, including the Port Authority picking up the tab for an estimated $360 million road access on the mainland that the proposal cannot go ahead. Toronto is notorious for delaying major transportation projects. Key pieces of a long overdue transit strategy have been stop and go for almost four years. The question is what will come first, a decision on Billy Bishop Toronto City Airport or entry into service of the much delayed CSeries.

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ALTERNATE

APPROACH By David Carr |

A return to advocacy

Re-energized CBAA turning up the volume as an industry advocate

14 WINGS | May/June 2014

They know that our business aviation operators are a key part of their departures.” Toering uses the de-icing issue to draw a thick red line under the value of CBAA in representing its members. “Every single airport is different,” he points out. “But TC has been very active in considering the CBAA’s concerns. They genuinely care about this issue at airports across Canada. We are dealing with over 30 different airports and TC.” It’s an undertaking that would be out of the reach of a single operator, management company or flight department. “It’s a different ballgame,” the CBAA’s Deborah Ward says. Indeed, the association appears to have already got a solid base hit out of CBAA Matters! an online forum where members set the agenda through discussion on topics of interest to business aviation operators. Clever double entrende is intended. In Edmonton, the CBAA will be launching an online SMS gap analysis tool allowing operators to benchmark themselves against 604 safety management issues and new TC requirements. “We want to help our members be more aware,” Toering says. “Members appreciate this new level of activity and have said so when we meet at local CBAA meetings across Canada.” | W

“One part operators would like nailed down is a streamlining of the POC approval process and a return to CBAA service levels.” meantime, Toering says the CBAA will continue discussions with TC to ensure that regulations are warranted and scalable to the size and service of operations, and overregulation does not hamper the success and growth of business aviation in Canada. Given the safety record of CAR 604 operators, it makes sense for the regulator to listen. One operational issue that crystallized over an unusually long and harsh winter is access to de-icing at major Canadian airports. Deicing arrangements negotiated between the larger commercial airline sector and local airport authorities typically leave business aviation, charter operators and some smaller airlines out in the cold. Operators have complained about being pushed out of the queue for access to de-icing pads or sprayed at the gate with the same volume of fluid as a larger commercial jet. Calgary International Airport has a separate de-icing pad that improves the flow of traffic. Other airports are interested, and the CBAA has positioned itself as the point person in the discussion for alternative solutions. “We have a good working relationship [for example] with several airports in Canada.

David Carr is a Wings writer and columnist. WWW.WINGSMAGAZINE.COM

PHOTO: GULFSTREAM

he business jet sector was handed the first hard evidence of an uptick in 2013, as delivery of new aircraft increased for the first time in five years, according to the General Aviation Manufacturer’s Association (GAMA), a Washington-based trade organization. Business jet deliveries grew a razor thin 0.9 per cent in 2013 to 678 aircraft, largely on the strength of large-cabin and long-range aircraft. It is still almost half the number of deliveries in 2008, the last year to record year-over-year growth, but a clear sign the sector has turned a corner. Activity in Canada “echoes” the GAMA report, says Rudy Toering, chief executive of the Canadian Business Aviation Association (CBAA). Toering describes the Canadian sector as more internationally focused and growing outside of the traditional Toronto, Montreal and Calgary markets. “There is a lot more international travel to Europe and Asia,” he observes. “We are also seeing growth in Manitoba and Saskatchewan and Vancouver.” Growth in western Canada is being fueled by the oil and gas industry. Four years after Transport Canada (TC) grabbed back control of private operator certification (POC) and oversight functions there is renewed energy at CBAA as the association focuses almost exclusively on its role as an industry advocate; a critical role some members say slipped off the radar during the POC years. “We are back to a very full advocacy-based agenda,” Toering insists. “Our members see the older CBAA – before POC – coming back, where we spent a lot of time making sure operators were well represented, whether it was with (TC), NAV Canada or the airports across Canada. We have quite a few dockets we are working on right now.” There are thousands of moving regulatory and operational parts that keep corporate aviation flying in Canada. One part operators would like nailed down is a streamlining of the POC approval process and a return to CBAA service levels. The latest International Business Aviation Council (IBAC) safety report puts business aviation at the lowest risk method of transport worldwide, including commercial operators. New 604 rules are expected at the end of May, as Wings was going to print. In the

AT THE

GATE

| By Brian Dunn

Outlining Canada’s military role RCAF Commander Blondin addresses several key issues

PHOTO: RCAF

s Commander of the Royal Canadian Air Force (RCAF), Lieutenant-General Yvan Blondin has 14,000 people working for him whom he calls the “cream” of what Canada has to offer and who are proud to be serving their country. “We’re a small group compared to the Americans, but we’re bloody good,” he said during a luncheon speech to the Montreal Council on Foreign Relations. “The best in the world,” he said, citing relief efforts in Haiti and missions in Afghanistan with limited resources. Today’s reality is different from what it was 20 years ago with more relief efforts and conflict zones and his troops are seen as a diplomatic tool and a tool of international relations. “We’ve had success in the past and we will repeat that success,” he said. “The government depends on us. We will continue to do our job, even when budgets are squeezed.” One thing Blondin has going for him is new technology and he can do more with less using simulation. “I could cut my costs by 30 per cent if I had more access to simulators,” he said. “There are things I can do in a simulator that I actually can’t do in flight. The technology allows better detection around the aircraft as well as of other aircraft.” The advantage of the F-35 fighter that Canada is looking to acquire, for example, is not its manoeuvrability but its superior detection capabilities. It detects radar, it detects missiles, and it detects other aircraft that it can avoid. That type of detection is also available in a simulator, Blondin noted. The RCAF boss also wants closer collaboration between the military and industrial sectors to come up with Canadian solutions to Canadian problems, which resulted in the creation of New Horizons, a new Canadian defence program to get all sectors working together. “We want to be so pure in Canada — ‘let’s not talk to each other,’ ” Blondin said. “We develop our needs in secret and then we exclude Canadian industry. All other countries co-operate between the military and industry.” The result in Canada, he said, can be endless procurement contracts such as searchand-rescue helicopters. Blondin also set the WWW.WINGSMAGAZINE.COM

military, but Blondin dismissed the notion, saying Canada needs its independence on international decisions or conflicts, especially when some countries are hostile to an American presence. The plea for more simulators pleased Marc Parent, president of CAE who shared the head table with Blondin. “To me, the real message is, like a lot of sectors in aerospace, Canada is the world leader . . . and it’s great that it’s being recognized. We won, for example, the contract for the C-130J with Canadian Forces. Since then, we’ve won 20 contracts internationally. I can tell you we wouldn’t have had half those contracts if Canada hadn’t bought from their own country. The argument being, “If your own forces haven’t bought it, why should we?” While not the first customer of the C-130J simulator, it was the context in which Canada is using it, Parent pointed out. “If you look at where they put this capability . . . Canada has the most modern air warfare training centre in the world in Trenton. It’s not just CAE, but other companies that we had on the team that made that capability happen. And now, we’re in a position to export that capability. I think Canada wants to do more of that.” | W

“We’re a small group compared to the Americans, but we’re bloody good.” record straight on a question from the audience about the role UAVs play and whether they would eventually replace fighter aircraft. Some reports in Quebec are concerned about the future of the Bagotville air force base that operates a squadron of CF-18 fighter jets and employs hundreds, speculating that it would be replaced by a fleet of UAVs or drones. “The media tends to give the image of drones as revolutionary and that we should replace everything with drones now,” he said. “But they are a complementary capacity. They can’t replace jets altogether. The weakness of drones is that they are attached by an umbilical cord to satellites. If that satellite is taken out or its signals are intercepted, I lose my entire fleet of drones. “And their visibility is two-dimensional. So we’re a long way off from replacing jet fighters. They are useful when there is no military threat, but they are marginal, not a major replacement. Certainly they’ll be used more and more over time, but it will be an evolution. We’re talking about 50 years, not 10.” It was also suggested the Canadian military could work more closely with the U.S.

Brian Dunn is a Wings writer and columnist. May/June 2014 | WINGS 15

GLIDE

PATH

By Paul Dixon |

The putting it off method

The guise of “fiscal control” and replacing the CF-18 is fundamentally flawed

16 WINGS | May/June 2014

who is going to benefit most from any major defense purchase the government makes? Will Canada benefit in terms of providing the platforms to support domestic and foreign policy for the people we ask to step in harm’s way? Or, will the political processes dictate the decision? When the policy wonks take over, it’s like dealing with a recalcitrant child. There is a great reluctance to accept any information that will discredit or diminish its position and a proclivity to attack any naysayers. It reminds me of a lesson we were taught in Grade 8 science when confronted with a problem. The goal is to understand the issues and come up with the question. Then we create a hypothesis and then conduct a scientific experiment or series of experiments that will answer the question by proving or disproving the hypothesis. You have to start at the beginning and work to the end. The conclusion you arrive at must always be based on the actual experiment – don’t ever start with the answer you want and attempt to work backwards to the question. So, in the case of CF-18 replacement aircraft can we please just figure out what the question is and get on with it? | W

It’s an irony seemingly unnoticed by those at the head of the parade. If the new plane can be expected to last as long as the aircraft it is replacing, how easy is it to look that far into the future given the rate of technological change today? What will the world’s energy needs be? Maybe it’s time to go back to the simpler days of the Second World War and the Cold War, when good and evil were easy to understand, when there was little more than a decision between a black hat versus a white hat. The financial side of the acquisition conundrum becomes a kaleidoscope of numbers, which will tell you everything and absolutely nothing at the same time. The costs get sliced and diced to the point where it makes Humpty Dumpty look like a slight sprain. We may know what the off-theshelf-price of an item is, but what will the annual operating costs be in 10 years. What will a mid-life refit cost in 20 years? Do we expect our military to exist on an equal footing and at the least maintain the levels of competency they have achieved over the past decade? I sure hope so. When it comes time to make a decision and pull out our cheque book, one more question needs to be asked and answered:

Paul Dixon is freelance writer and photojournalist living in Vancouver. WWW.WINGSMAGAZINE.COM

PHOTO: PAUL DIXON

aving worked in and around three levels of government, it has always struck me as appropriate that April Fools’ Day marks the fiscal starting line in this country. It’s an irony seemingly unnoticed by those at the head of the parade. It used to be that as the fiscal year drew to a close, there would be a flurry of spending to use any and all available remaining funds arising from the mindset of “use it or lose it,” when so many budget lines simply repeated themselves every year. Now, in the brave new world, we see projects cancelled outright or pushed into next year and even further beyond to maintain the illusion of fiscal control. For example, the CF-18 replacement project is stretching out to a point where it may exceed the lifespan of the actual aircraft. One thing we know for sure is that the day will come when the last Hornet hits its best-before date and it seems a good idea that the replacements should be in place before that happens. The irony of the current situation is that the decision to go with the Hornet more than three decades ago was, by all accounts, a success story in Canadian military procurement, using the lessons learned from the problems associated with the acquisition of the CP-140 Aurora, which has been politely described as a textbook example of “gold-plating.” There was nothing wrong with the aircraft; it’s just the decisions that were made along the way that didn’t make sense. Now, as the Auroras are well into their fourth decade of service, we’ve seen plans that called for them to be replaced by a new aircraft; then there was to be an extensive re-fit to double their life expectancy which gave way to a call to move into the unmanned world of the Global Hawk and other large-scale UAVs. It also appears there may be plans afoot for upgrading some of the Auroras and integrating them with a more modest UAV fleet. You can spend the same dollar in a number of different ways, but the key is to figure out what you think you will need in the future and what it will look like when you get there. So, now the pressure is rising on the federal government to consider other contenders for the CF-18 replacement that aren’t the F-35.

LEGAL

MATTERS | By Krista Bulmer

Entrepreneur alert!

Crowdfunding a viable source for innovative aviation start-ups?

PHOTO: TERRAFUGIA

ave you ever had a great idea for an aviation-related business but did not know how to secure the funds to get started? Aviation is a business that requires technological and other forms of innovation. It is possible that many of you have thought of a great idea yet were discouraged by an inability to secure adequate funds to make that idea a reality. If you have never considered crowdfunding before, it may be time to sit up and take notice. Crowdfunding is a process through which small- and medium-sized businesses might secure funding for their business or project by appealing to the public to invest through an online portal. Today, crowdfunding in Canada is done through websites such as Indiegogo.com or Kickstarter.com. However, these websites facilitate donations to an idea or a project or the pre-purchase of a product. Because of securities laws, investors are unable to buy shares in a company in this way. I was recently struck by the story of Terrafugia, the company based in Woburn, Mass., that plans to have a flying car for sale to the public and ready to ship in 2015. This company turned to crowdfunding on a site called Wefunder.com to find additional money to achieve its funding targets. According to their funding page, the company had $10 million in funding. On Wefunder.com, the company was seeking $500,000 in additional funding. To date, they have raised more than double their target. Until the American Jobs Act is in force, only “accredited investors” can invest in this company through the web portal, so investment is not currently available to the average person. But in mid-2014, it is expected that everyone – not only sophisticated investors – will be able to put their money into start-ups in the U.S. Canada is undergoing its own exploration of the crowdfunding model for start-ups to raise capital. The legal question becomes how crowdfunding ought to be regulated in order to protect investors from fraud, while at the same time ensuring that start-ups are not overly burdened by the levels of disclosure normally required by our securities regulators. The Ontario Securities Commission (OSC) engaged in a public consultation WWW.WINGSMAGAZINE.COM

portal itself would have to be registered in the manner required by the OSC as a dealer or adviser. Based on the results of its public consultation, the OSC has directed its staff to develop a crowdfunding regulatory framework and will build on the initial concept with a ffocus on a number of areas. The regulator has its work cut out for it. At the end of the day, if regulators make the process too burdensome, it will inhibit participation and it will also inhibit innovation, yet a lack of reasonable controls or regulations will put investors at risk. The OSC appears keen to find a way to facilitate the crowdfunding equity model and is proactively addressing major stakeholder concerns. If things continue to progress at this rate, a new source of equity financing may be on its way that can turn your idea into reality. So if any of you have ideas for flying cars, or any other innovative aviation ideas, you should keep your eyes peeled for the latest legal developments in crowdfunding. | W

“If you have never considered crowdfunding before, it may be time to sit up and take notice.” process in 2013 with respect to crowdfunding and has sought the input of various stakeholders into what kind of regulations would be appropriate for new start-ups. The initial concept created for the purposes of the OSC consultation included restrictions on the issuer such as the requirement that the issuer be incorporated and have its head office in Canada, that it have a $1.5 million cap on the funds raised in a 12 month period, that it cannot advertise an investment outside of its own website or the funding portal. It also included investor protection measures such as placing a dollar limit on how much a person can invest in a single transaction or in a calendar year, disclosure about the offering, the issuer and the funding portal as well as certified or audited financial statements. Investors would have to sign a risk acknowledgement and would have two business days to withdraw from their investment decision. The issuer would also have to provide ongoing disclosure such as financial statements and would have to keep records with certain information about the securities issued, names of security holders and the size of their holdings and the use of the funds raised. The

Krista Bulmer is a lawyer practising aviation law, business law, and civil litigation with the law firm Wires Jolley LLP in Toronto. 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. May/June 2014 | WINGS 17

EMBRAER'S

ON THE RISE MATURING LEGACY 500 THE NEXT STEP

BY RICK ADAMS 18 WINGS | May/June 2014

WWW.WINGSMAGAZINE.COM

PHOTO: EMBRAER

n its nosewheel-to-nosewheel challenge with Bombardier for the position of the world’s third largest aircraft manufacturer, Brazil-based Embraer regained its footing the past year and is hoping an array of new business and regional models will continue its upward trajectory. “We cannot grow Bombardier out of the game,” president and CEO Frederico Curado told investment analysts. “They’re a WWW.WINGSMAGAZINE.COM

The reworked E2 commercial jets will feature new wings, improved systems and avionics, including full fly-by-wire (FBW) flight controls, and Pratt & Whitney “PurePower” geared turbofan engines.

strong company. We continue not to believe in the business case of the CSeries, but, you know, they have the CRJ line. They took about a quarter of the sales for the United States. We got three quarters. So instead of celebrating that we got three quarters, they’re still there, and we lost a quarter of the market to them.” Embraer even surprised its Canadian rival in March by rolling out an enhanced version of its current E175 regional jet. The

improvements feature new wingtips and streamlining of aerodynamic surfaces that are claimed to reduce fuel burn by 6.4 per cent compared to the previous production aircraft. Embraer is stronger on the commercial aircraft ledger, delivering 90 aircraft in 2013 to Bombardier’s 55. But Bombardier has the edge on the business aviation side with 180 business aircraft deliveries last year to 119 for Embraer. Overall, the Canadian May/June 2014 | WINGS 19

Embraer surprised its Canadian rival, Bombardier, in March by rolling out an enhanced version of its current E175 regional jet.

BY YEAR-END, EMBRAER HAD FIRM ORDERS FOR 429 COMMERCIAL AIRCRAFT, OF WHICH 279 ARE FOR THE CURRENT GENERATION OF E-JETS.

20 WINGS | May/June 2014

generation, so we feel good about the ability to compete against the Superjet, and we feel really good about the E2 190 to compete against the Russian business jet. “It’s the same with the Chinese. We respectfully believe that there will be some difficulty to sell that airplane abroad in large quantities, the ARJ21. And, again, that is also an airplane of the current technology. The E2 can really be a leap ahead.”

Embraer stabilizing A year ago, Embraer’s backlog was less than two years’ worth of production. However, deals were signed with Republic Airways (American Eagle) in January for 47 E175 jets, United Continental in April for 30 E175s, SkyWest in April for 40 E175s (to be operated under the United Express brand), and up to 60 E175s from American Airlines in December (at the same time Bombardier received an American order for 30 CRJ900s). The flurry of U.S. contracts raised concerns that Embraer is offering deep discounts to gain market share. Embraer’s 2013 earnings were also boosted by resolution of the American Airlines bankruptcy, negating provisions for a potential restructuring write-down by a key customer. “The major headwind we have in 2014 is reduction in gross margins on the commercial jets,” Curado acknowledged. “So we intend to compensate that with better margins in executive aviation.”

By year-end, Embraer had firm orders for 429 commercial aircraft, of which 279 are for the current generation of E-Jets. Embraer now only needs to add another 150 to 250 orders to its backlog to sell out its production slots until the next-generation aircraft family – dubbed “E2” and announced at the June 2013 Paris Airshow – is rolled out between 2018 and 2020. The new E2 jets are expected to provide more than 20 per cent improvement in fuel economy. Embraer will stagger the E175, E190, and E195 capacities at roughly 20-seat increments, enabling them to bridge most of the 70- to 130-seat jet market. The reworked E2 commercial jets will feature new wings, improved systems and avionics, including full fly-by-wire (FBW) flight controls, and Pratt & Whitney “PurePower” geared turbofan engines. Embraer Commercial Aviation president and CEO Paulo Cesar Silva said the company’s strategy is to “offer all the benefits of a clean-sheet design, but with the reliability of a mature platform and commonality with current generation E-Jets.” Embraer will spend less than $2 billion in development using the upgrade path compared with more than $4 billion for the all-new Bombardier CSeries approach.

BizAv: living large On the business aviation side, Embraer’s strength has been in the very light jet category. The company recently delivered the WWW.WINGSMAGAZINE.COM

PHOTO: EMBRAER

company delivered 238 aircraft to 209 for the Brazilians. While generally preoccupied with each other, Embraer and Bombardier are also looking over their shoulders at new regional jet competitors Sukhoi, COMAC, Antonov, and Mitsubishi, all entering the lower end of the commercial jet market, which Airbus and Boeing have somewhat ceded by focusing on larger capacity narrowbody aircraft. The leading turboprop OEM, France-based ATR, caters exclusively to 50- and 74-seat models. China’s ARJ21 has been delayed for more than seven years. COMAC’s main effort is on the C919, a 148 to 168 seat competitor due to enter service around 2016, but only one customer to date is based outside China. Russia’s initial foray into the regional jet market, the Sukhoi SuperJet 100, developed in partnership with Italy’s Alenia Aeronautica, has been a partial sales success, but service entry has been marred by a 2012 demo flight crash in Indonesia (blamed on pilot error) and a test flight belly landing in Iceland last July. Antonov’s’s Irkut MS21 is due to enter service in 2017 in three versions from 136 seats up to 230 seats. Mitsubishi’s MRJ is scheduled for delivery to launch Japanese customer ANA in 2017; the first flight is currently planned for 2015. “We have to watch how the Russian Superjet performs outside the Russian environment,” Curado said. “Keeping in mind, of course, that the airplane is of the current

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Legacy 500: the slow roll Embraer has been investing heavily to round out its executive aircraft line, adding the Legacy 450 and 500 models in between the Phenoms and larger Legacy 600/650 and Lineage 1000 types. When Embraer’s new Legacy 500 finally debuts later this year (a July forecast), it will be the first fly-by-wire (FBW) aircraft in the midsize business aviation class. The 500 was supposed to enter service in late 2013, but there have been some issues with its FBW maturity and the company is taking a cautious approach. Embraer wants to mature the systems in the factory rather than the field so any necessary improvements can be rolled into the design before ramping up production rates. “We do have typical challenges of this final sprint of certification, which we’re still shooting for mid year,” Curado said. “It’s a slow ramp-up, deliberately slow [three to six deliveries expected in 2014]. We’re investing significantly in maturity of all systems. As you may recall, we did have some issues in the introduction of the Phenoms in the marketplace, which, of course, is more costly to improve the fleeting service than it is investing in maturity upfront. So we’ll have these airplanes flying very, very intensively. The idea is to have smooth ramp-up in the second semester and really make it steeper in 2015.” 22 WINGS | May/June 2014

The 500 delay, of course, sets back entry into service by 12 months for the Legacy 450 – a smaller version of the type with a reduced range. “The 450 inherits all the benefits of what we do in the 500,” said Curado. “The airplanes will have a very high degree of commonality. They’re fundamentally the same airplane. So the 450 seems to be even smoother, with all the lessons learned in the 12 months of operation with the 500. At this stage, we feel good.” Part of the Legacy 500 certification conundrum in the United States has been a Federal Aviation Administration (FAA) attempt to retroactively apply a new “leg flail” regulation. The new 35 degree leg flail standard for side-facing seats (versus the old 45 degrees), adopted by the FAA in 2011, came two years after Embraer applied for a type certificate for the 500. However, no sidefacing seat in the market currently meets the FAA’s new standard, according to Embraer, which has applied for an exemption. Without the exemption, Embraer will deliver the first 50 or so 500s with two side-facing seats which cannot be used during take-off or landing. The Legacy 500 features the largest cabin Embraer’s president and CEO Frederico Curado is volume and the only stand-up cabin with exited about where his company is headed. flat floor in its class. The interior has been designed in partnership with BMW design displays (HUD) and an EVS. The $54-million Lineage 1000E was works USA. developed from the Embraer 170/190 comThe first Legacy 650 in China mercial aircraft family, which has accumuProduction on the Legacy 650 large busi- lated more than five million hours flown. ness jet began last year through a joint ven- Powered by GE CF34-10E7-8 engines with ture with Chinese company Harbin Aircraft 18,500-lb maximum thrust, the aircraft will Manufacturing Corporation, part of the Chi- cruise at 472 knots (874 km/h) and has a na Aviation Industry Corporation (AVIC) landing distance of 2,450 feet (747 m). via which Embraer previously built ERJ 135, Last October, Embraer announced the 140, and 145 regional aircraft models for the upgraded “E” version. The E stands for both Chinese market. The 650 and 600 models extended range and enhanced interior. A are derivatives of the 145 family. All Legacy 200 nm range extension is made possible 650s assembled in Harbin will be delivered by a 500-pound decrease in the basic empty to customers in China. weight, partially accomplished by replacing The Legacy 650, with its ticket price of heavy hardwood interior accents with new $33 million, comfortably carries up to 14 materials. Passengers can enjoy on-board passengers and features advanced naviga- telephone systems, multiple ports, iPad tion capabilities as well as the Honeywell docks, and iPad-controllable lighting sysPrimus Elite avionics suite. With four pas- tems. The bedroom has access to the massengers, the Legacy 650 has a range of 3,900 sive luggage compartment, which Embraer nm (7,223 km) with four passengers, it can claims is the largest in its class at 333 cubic fly nonstop from Toronto to Rome. The 650 feet. is powered by a pair of 9,020-pound thrust Embraer even offers a highly customized Rolls Royce AE 3007A2 engines. “Skyacht” luxury option for the Lineage The ultra-large category Lineage 1000E is 1000E by which “experiential designer” Embraer’s largest executive jet. It can carry SottoDesign Studios will personalize your up to 19 passengers. With eight passengers aircraft “down to the most exquisite interior and three crew, this aircraft’s range is 4,600 and exterior detail” in the finest tradition of nm (8,519 km), which can it nonstop from an oceangoing vessel. The Lineage 1000E, Beijing to Vancouver. The Lineage 1000E of which 13 have been sold, primarily in the is equipped with an electronic FBW flight Middle East, competes with the Bombardier control system. Options include Autoland, Global 7000/8000 and Gulfstream 550. which conducts approach, touch down, and With its diverse family of both commercial a five-second rollout when the autopilot is and BizAv aircraft, Embraer has positioned engaged, and the Embraer Enhanced Vi- itself very well for solid growth in 2014 and sion System (E2VS), which bundles head-up beyond. | W WWW.WINGSMAGAZINE.COM

PHOTO: EMBRAER

300th version of the Phenom 100, and is approaching the 200-mark for the larger Phenom 300. But it’s the lower end of the BizAv market that continues to struggle the most. Industry-wide, light jet deliveries for the entire industry have fallen by more than half from their peak of over 600 jets in 2007. “The [Phenom] 300 is really performing well, selling well, and has a strong pricing. We have this perfect situation in the 300 where we have the market leadership and the highest price in the segment,” Curado said. “The lower end of the market is still the weakest, in our point of view. We are favouring higher production on the Phenom 300 than the 100. We have a specific effort to increase the pricing on the Phenom 100, even if that costs us a slight reduction in production.” The $9-million Phenom 300 has a six-occupant range of 1,971 nautical miles (3,650 kilometres), which is nonstop Montreal to Vancouver. The aircraft is capable of flying at 45,000 feet (13,716 metres), and is powered by two Pratt & Whitney Canada PW535E engines with 3,200 pounds of thrust each. The cockpit enables single-pilot operation and offers the advanced Prodigy Touch Flight Deck option. New features on the $7-million entrylevel Phenom 100, popular with owneroperators, include multi-function spoilers, new interior collections, and options such as more stowage space.

Works well with others. King Air 350i. Flight departments everywhere are under pressure to deliver more for less. The King Air 350i lets you do just that, without compromise. Its unsurpassed versatility and payload, combined with class-leading range and efficiency, carries more people farther at lower cost than any other aircraft. More for less, or the ideal stable mate? How about both. For more info, contact: U.S. and the Americas +1.316.676.0800 Asia-Pacific +65.6423.0321 | EMEA +44(0) 1244.893.851 Visit us at Beechcraft.com. ©2014 Beechcraft Corporation. All rights reserved. Beechcraft and King Air are the registered trademarks of Beechcraft Corporation.

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PNC and “for the achiever in you” are registered marks of The PNC Financial Services Group, Inc. (“PNC”). Equipment financing and leasing products are provided by PNC Equipment Finance, LLC, a wholly-owned subsidiary of PNC Bank, National Association. In Canada, PNC provides equipment financing and other lending products through PNC Bank Canada Branch. PNC Bank Canada Branch does not accept deposits from the public in Canada and is not a member institution of the Canada Deposit Insurance Corporation. Aircraft financing is provided by PNC Aviation Finance, a division of PNC Equipment Finance, LLC. Lending and leasing products and services require credit approval. ©2014 The PNC Financial Services Group Inc. All rights reserved. CIB EF PDF 0414-0155-178502

There are several financial options available to operators seeking to add aircraft to their fleets.

LET’S MAKE A DEAL

A QUICK PRIMER ON HOW TO FINANCE YOUR NEXT BIZAV FLEET ADDITION

J PHOTO: ISTOCK

BY DAVID CARR

et versus turboprop. Long-range, midsize or light jet. There’s a lot of research that goes into acquiring a private airplane. But simply landing on an aircraft is only the beginning. More homework needs to go into who is going to finance the asset, how the deal is structured or whether leasing is a better option. Cheap money has seen off the recession and now might be the time to consider an airplane purchase. There are also more lenders out there willing to make the deal. After abandoning the business aviation-financing sector during the recession, lenders have returned to the market, resulting in a more competitive and crowded playing field. This is made even more so by the fact that, despite historically low interest rates, more than half of business jet deals are still cash-driven (the number seems to float between 60 and WWW.WINGSMAGAZINE.COM

70 per cent) and leasing, once the almost exclusive purview of the commercial airline sector, has emerged as a growing trend. The exit of lenders willing to do aircraft deals between 2008 and 2011 left a yawning gap in the business that had a negative impact, especially on the used airplane market and jets under $5 million. The return of lenders is well timed. 2013 marked the first increase in new corporate jet deliveries in five years according to the Washington D.C.-based General Aviation Manufacturers Association. Values of older aircraft appear to be stabilizing after year-over-year losses, and corporate flight departments that had previously deferred new airplane purchases for financial reasons and shareholder optics are now considering fleet upgrades. This activity is resulting in new airplanes to finance, although not all airplanes are all things to all lenders. May/June 2014 | WINGS 25

For financiers, business aviation has traditionally been a safe risk with dependable returns backed by a hard asset that is global and highly redeployable in case of default. Still the white-heat of pre-recession deals left the sector cold as owners walked away from airplanes and the value of the asset plunged as repossessions soared.

What to expect Financing aircraft is a complex and highly specialized undertaking of conditions and covenants, often confusing even unto itself. Despite the similarities, even commercial aircraft lenders, where the asset is essential to the company’s core business, may struggle to understand private aviation financing where the asset is a business tool. It is always recommended that a buyer deal with a financial institution that has expertise in business aviation, the growing number of financing options, changing regulatory and tax and accounting implications, and an understanding of the industry itself. Buyers returning to the cash window for the first time in five to six years are likely to experience culture shock. Prerecession, it was not uncommon for deals to be completed in a week or less. A deal may now take two months or longer to negotiate as banks practise greater due diligence, add covenants

based on operations, and are more likely to take a harder kick at the airplane’s tires. (This is one of the reasons those who can afford a private jet prefer to take out the chequebook, although there is a growing trend toward the owner refinancing the aircraft after it has been delivered.) Large-cabin and long-range aircraft such as the Bombardier Challenger and Gulfstream G650 fuelled growth in 2013, and remain the “Sweet spot” (along with airplanes under five years old), especially for big lenders. Depending on the creditworthiness of the buyer, a larger airplane could attract financing for up to 80 per cent of the value, at 2.5 per cent fixed over five to seven years (floating loans are somewhat lower). Even here there are twists, such as new aircraft designs that have not built up a performance record. After the benchmark set by the larger or newer airplane it becomes a sliding (or rising) scale with financing becoming harder to find and terms steeper depending on the age of the aircraft. Until recently, 10 years was considered the tipping point. But as more lenders chase after a limited number of deals and a stabilizing of values, airplanes in the 10 to 15 year range have returned to the spotlight. In all cases, and depending on the credit-worthiness of the purchaser, a lender may ask for corporate or personal guar-

After abandoning the business aviation financing sector during the recession, lenders have returned to the market.

Large-cabin and long-range aircraft such as the Bombardier Challenger and Gulfstream G650 fuelled growth in 2013.

antees to protect against the value of the asset, which is still vulnerable as the airplane ages. Age is not always the issue. Should a deal go pear shaped, the lender wants to parcel off the airplane and recover its losses as quickly as possible. No lender wants to be stuck repossessing an airplane that has lost significant market value due to negligence or deferred maintenance. There are pre-emptive steps an owner should take to maintain the value of the airplane including OEM service packages such as Bombardier’s Smart Parts Plus protection program that helps predict aircraft maintenance costs and provides protection against unexpected parts and maintenance expenses. Indeed, many lenders will insist on such protections along with covenants that cover how the airplane is operated, and engine and airframe maintenance. An alternative to financing an airplane is a lease agreement. The commercial aircraft sector has traditionally had access to more financing tools than business aviation. Leasing is one example. A basic operating lease is the most common tool, where possession of the aircraft belongs to the lessee, but is operated by the lessor as if he owned the asset. The lessor is responsible for maintenance, insurance and administration of the aircraft. Lessees often insist on maintenance reserve funds to ensure the aircraft is in a state of good repair. One significant advantage of an operating lease is that it eliminates the lessor’s exposure to falling airplane values, which could top 40 per cent at the peak of the last recession. In a lease agreement the lessee walks away from the airplane at the end of the lease. There are also tax considerations in leasing. Corporate jets are big-ticket items with considerable tax write-off value that a lessee may be able to take full advantage of where the buyer cannot. Whatever the justification,

When deciding on a new aircraft, it is always recommended that a buyer deal with a financial institution that has expertise in business aviation. 26 WINGS | May/June 2014

CONTINUED ON P. 32 WWW.WINGSMAGAZINE.COM

PHOTO: GULFSTREAM (TOP); BEECHCRAFT (BOTTOM)

Alternatives to cash or financing

LaNds smooThLY oN baLaNCe sheeTs. The PC-12 NG is friendly to bottom lines and short fields. You’ll put more destinations in your “easy-to-get-to” column, while enjoying a more cost-effective alternative to fractional. Then, add a large cabin that seats nine, and a far lower acquisition and operating cost than twins and jets, and an attractive balance sheet is well within range. www.pilatus-aircraft.com

stan Kuliavas, Vice President of sales | skuliavas@pilatuscanada.com | 1.855.745.2887

Centre Canada

GLENCORE’ AERIAL LIFELINE XSTRATA'S BIZAV FLEET KEEPS ON PRODUCING BY FREDERICK K. LARKIN

lencore Xstrata of Baar, Switzerland is one of the worlds largest natural resource companies. Its workforce of approximately 190,000 in more than 50 countries produces and markets more than 90 commodities. These include metals, minerals, oil,

28 WINGS | May/June 2014

coal and agricultural products. A treasured piece within this behemoth’s portfolio is its Raglan property in the Nunavik region of Quebec. Situated just south of the 62nd Parallel and 240 miles north of the tree line, the mining complex is accessible only by air. Before reviewing its airborne support, it is worthwhile to

briefly discuss the evolution of the operation.

The company In February 1995, Falconbridge and five Nunavik Inuit partners signed the Raglan Agreement. This resulted in the development of the Raglan mine that began production in December 1997. Noranda

had purchased 19.9 per cent of Falconbridge in 1988 and increased its interest to 58.4 per cent in 2002. In June 2005, the two companies merged and continued as Falconbridge. In August 2006, Falconbridge was acquired by Xstrata of Zug, Switzerland. In August 2011, Xstrata announced a US$530 million WWW.WINGSMAGAZINE.COM

Xstrata added a 1979 Boeing 737-2S2C to its fleet in September 2011. It was refurbished, upgraded and entered service in the fall of 2012.

generators, the airfield has a ground power unit, a GS700 de-icer unit, a fire truck with trained personnel and a Bandvagn 206 articulated all-terrain tracked vehicle that is equipped with an infrared camera and synthetic vision in the event of an off-airport rescue mission.

The mission

PHOTOS: J.P. GOSSELIN

E’S

program to expand the Raglan operation and to upgrade related facilities including the mill. This is expected to result in a 54 per cent increase in annual production by 2016. Finally, Xstrata merged with Glencore International to create Glencore Xstrata in May 2013. Throughout this Pac-Manlike corporate activity, the Raglan mine produced increasing amounts of nickel. Today, the Raglan property includes four underground mines, a concentrator, a power WWW.WINGSMAGAZINE.COM

Glencore Canada’s flight department has a straightforward role: provide logistical support for the ongoing activities at a remotely located mining operation. In the case of Raglan, this means carrying more than 50,000 passengers and in excess of three million pounds of cargo per year. Given that each Raglan resident consumes about 30 pounds of food per week, perishables are an important item on the manifest of northbound flights. A wide range of goods that consist of equipment and parts required to keep the mines producing are also carried. These often include dangerous goods such as fuel samples (diesel and Jet A), paint and lubricants.

The aircraft Given the tasks associated with this flight department’s mission, the ideal aircraft has to be capable of moving personnel, supplies and equipment in a timely fashion, yet plant, a fresh water supply source, a wastewater treatment plant, as well as offices and accommodations for the approximately 700 personnel who are on-site at any given time. A key component of Raglan’s infrastructure is its Donaldson Airport (CTP9) at Kattiniq. Located 12 miles east of the mining complex and 1,120 miles due north of Dorval, its 6,500-by-150-feet gravel runway is 1,900-feet ASL. In addition to a terminal building equipped with backup

be able to operate out of airports with unpaved surfaces. The Boeing 737-200C has been doing this for airlines and corporations for 45 years and is therefore the perfect airplane to meet Glencore’s needs. In addition to the large cargo door on the forward port side of the fuselage, strengthened cabin floor and an integral air stair at the main cabin door, 737-200Cs have a gravel kit that includes a nose-gear deflector and vortex dissipators on each engine nacelle. Powered by two Pratt & Whitney JT8D17A engines that each provide 16,000 pounds of thrust, the aircraft has a MTOW of 128,000 pounds. Over the past four decades, these workhorses served in northern Canada with airlines such as Nordair, NWT Air, Pacific Western and Transair, as well as for corporations including Dome Petroleum, Eldorado Nuclear and Imperial Oil. Today, they continue to ply the northern skies for Air Inuit, Air North, Canadian North, First Air, Nolinor and Starlink. Glencore operates a pair of 200Cs. In keeping with its emphasis on safety, the company has significantly upgraded the avionics on both its 737s with the latest generation of weather radar that has the ability to predict wind shear activity, a terrain awareness and warning system (TAWS), a traffic collision avoidance system (TCAS) and dual Wide Area Augmentation SystemLocalizer Performance with

Glencore Canada’s flight department is a tight team of 22 individuals. This includes eight pilots and eight aircraft maintenance engineers. May/June 2014 | WINGS 29

Vertical Guidance (WAAS-LPV) receivers. The latter system forgoes the need for ground-based navigation aids and provides 256-foot minimums for approaches to Donaldson Airport’s runway 11/29. Furthermore, both aircraft have a Class C fire suppression system that can extinguish a fire in the cargo compartment completely separate from the passenger compartment. There is also a certified pressurization differential between the passenger and cargo compartment on each aircraft.

The operations Raglan’s employees work to a rotating schedule that sees them spend three weeks on-site followed by two weeks offsite. This requires a constant movement of personnel between the complex and southern locations. The two aircraft fly scheduled services through the week connecting Kattiniq with Rouyn-Noranda, Quebec City, Montreal and Toronto. The two longest legs flown are between Kattiniq and Quebec City (2:30) and between Kattiniq and Rouyn-Noranda (2:15).

The passengers are either employees or contractors and the load factor tends to be 100 per cent. While these flights are all business, with no tourists aboard, in-flight meals are served. As passenger loads can vary, the cabins of the two 737s have flexible configurations. The normal layout provides seats for 76 passengers and two pallets that hold 13,000 pounds of freight. Should there be a need to carry a different mix of people and cargo, the following seat/pallet arrangements are available: 60/3, 34/4 or 24/5. When a dedicated cargo flight is required, either aircraft is able to carry six pallets without any passengers. Each 737 flies approximately 1,100 hours per year. Routine maintenance is performed while they rest over the weekend at Toronto Pearson International Airport’s Hangar 1. Heavy work is contracted out via competitive bid as required.

Having operated a safe, reliable and efficient airlift up to Raglan for more than 17 years, this attention to detail has paid dividends. The team Glencore Canada’s flight department is a tight team of 22 individuals. This includes eight pilots, eight aircraft maintenance engineers, four flight attendants and two administrators. The AMEs also act as loadmasters. Owing to the group’s cohesive nature, the level of employee turnover has been low. Having said that, there has recently been a change at the helm of the department. After almost 13 years, Robert (Bob) Lierschaft has retired as director of aviation and handed the controls over to Dean Carroll who had been director of flight operations as well as a 737 captain. When asked to describe the culture of the group, Carroll commented, “Safety behaviour is fully integrated into everything we do. I promote a questioning attitude and we work hard to resist complacency. We are all committed to excellence with respect to safety matters.”

Fleet history While the Glencore Canada name is new to the Canadian business aviation scene, its two predecessor companies operated aircraft over many earlier decades. 30 WINGS | May/June 2014 Island Ad.indd 1

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Noranda flew a Lockheed 18 Lodestar from 1959 until 1968. It was replaced by a Grumman Gulfstream I turboprop, that was in turn sold when a Gulfstream II jet arrived in 1973. While the G2 was sold in 1987, Noranda operated smaller aircraft including a Learjet 25D, an HS125-700A, a Learjet 55, a Falcon 10 and a King Air 300 until 2000. Falconbridge also operated a mixed fleet that included a Hiller UH-12E, a Beech Baron and a Gulfstream II between 1964 and 1983. As the development of the Raglan property progressed, Noranda purchased its first jet freighter. “C-GJLN,” a 1968 Boeing 737-210C, arrived in May 1997. In October 2001, it was transferred to Falconbridge and remained with the company until June 2005. Its replacement was “C-FFAL,” a 1979 Boeing 737-2R8C that joined Falconbridge in January 2005 and entered service late that spring. As a result of expanded operations at Raglan another jet was needed. “C-GXNR,” a 1979 Boeing 737-2S2C, was added to the fleet in September 2011. After undergoing a substantial refurbishment and upgrading of onboard systems, it entered service in the fall of 2012. Today, the two jets provide an indispensible service.

It has been estimated that the Raglan property has another 20 to 25 years of mine life left. The company expects that its two 737s will be around for another 15 years, given planned annual utilization. Nonetheless, it begs the question about a potential replacement aircraft type. Due to the high cost of certifying a gravel kit for newer variants of the 737, it is felt that a high-speed turboprop might have to be the default aircraft. The Bombardier Q400 appears to be the most likely candidate, although its slower speed and narrower cabin would not provide an

ideal upgrade from the trustworthy 737200 Combis. In the meantime, Glencore Canada’s employees, contractors and owners can rest assured that this vital function will continue to be performed in a professional manner by the men and women of its flight department. | W

For more profiles, go to www.wingsmagazine.com

The future When asked why the company doesn’t farm out the responsibility of transporting personnel and supplies to commercial operators, both Lierschaft and Carroll explained it is due to a desire to have control over safety, costs and scheduling. Whether it relates to the customized design and installation of the aircraft’s systems, their maintenance regime, crew training programs, oversight of all expenditures or the ability to schedule flights as required, the company believes it is in the best interest of its employees and its owners to have full authority over air support for the mine. Carroll also noted that having direct control over safety issues has enabled the team to achieve “zero harm to our personnel, the environment and property.” He pointed out that natural resource companies face significant challenges related to extreme weather conditions, remote locations and the need to move heavy critical cargo, including dangerous goods, on a regular basis. “Planning is a major part of our work in providing a lifeline to the mine,” he said. Having operated a safe, reliable and efficient airlift up to Raglan for more than 17 years, this attention to detail has paid dividends. Not one incident has occurred during that period. The safety record of the flight department relates well to the safety standards of the company’s mining operations. May/June 2014 | WINGS 31

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2014-03-18 11:29 AM

Let’s make a deal CONTINUED FROM PG. 26

32 WINGS | May/June 2014

There are a bevy of financing options for those interesting buying a new BizAv jet.

of airplanes that need to be financed. Expect more lenders to enter the field as demand for new airplane purchases

increase and more innovative financing tools are made available to the private aircraft sector. | W

WWW.WINGSMAGAZINE.COM

PHOTO: ISTOCK

leasing has become a fast growing financing option with some institutions reporting that leases now account for 40 per cent of their business. Aircraft financiers are more than money machines. The right lender can bring value to the acquisition by helping find the right airplane and should be brought in early in the process to get an idea of costs. Do not be shy about shopping for a lender as you would the airplane, and asking for several proposals. Different institutions are also going to have different specialties. Not all lenders, for example, are going to be players in the leasing game. An aircraft finance broker can help sort through proposals and the labyrinth of terms and covenants. There are signs that the industry could return to a 2008 market high of more than 1,200 new corporate jets delivered as early as 2008, which will have a ripple effect on the used airplane sector. Canada has traditionally captured a healthy share of the North American market and is breaking out of traditional patterns, especially in large-cabin and international operations. That are a lot

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MATCHING THE MISSIONS

BIZAV FLEET HELPS KRAMER LTD. SOAR BY FREDERICK K. LARKIN

uring the past 70 years, Saskatchewan’s economy has grown substantially, but more importantly it has shifted away from being agriculturally centric. This diversification has come with the development of additional natural resources that have experienced significantly 34 WINGS | May/June 2014

increased demand from around the world. The province’s first potash deposits were discovered in 1942. Since then, the increased global demand for fertilizers has resulted in a massive expansion of potash mining within Saskatchewan. Today the province holds close to half of the planet’s known potash reserves.

While the first Saskatchewan crude oil was found in 1944, major development of the oil fields began a decade later. Today, the province is the second largest Canadian producer of oil. Saskatchewan is also Canada’s third largest natural gas-producing province. During the early 1950s, major deposits of uranium were discovered in northern

Saskatchewan. Today, the province represents approximately 15 per cent of the annual global uranium production. Of course, crops continue to be an important sector for the province, as it is Canada’s largest grain and oil seed producing region and represents about 10 per cent of the world’s exported wheat. WWW.WINGSMAGAZINE.COM

Saskatchewan agricultural firm Kramer Inc. has been servicing customers with its reliable BizAv fleet for years.

PHOTO: KRAMER LTD.

Any efforts to extract/harvest these commodities require specialized machinery and the world’s leading manufacturer of such equipment is Caterpillar Inc. of Peoria, Illinois. The sole CAT dealer in Saskatchewan is Kramer Ltd. of Regina. This 70year old family-owned outfit, currently in its third generation, has long been a believer in the advantages offered by business aviation. As such, it provides an excellent example of how the right fleet can enhance the business prospects of a company’s customers as well as itself. WWW.WINGSMAGAZINE.COM

The Company Robert A. Kramer signed on as a dealer for Caterpillar Tractor Company on June 1, 1944. He and his younger brother, Thomas, joined Clarence Church, who was at the time the western Canadian representative of CAT, to create Kramer-Church Tractor Co. Ltd. in Regina. That year, Tom established the first branch office at Saskatoon. Three years later, with the sudden passing of Church, the company was renamed the Kramer Tractor Company, Ltd.

Donald E. Kramer, Bob’s eldest child, joined the firm in 1948 after graduating as an engineer from university. He became general sales manager in 1958 and was appointed president in 1980 when his father retired. To reflect its expanded product offerings, the company was renamed Kramer Ltd. in 1991. Timothy R. Kramer, a son of Don, had joined the firm upon graduation from university in 1978. He became president in 1995 when his father became chairman. All three of these gentlemen have had – and continue to have – a keen appreciation for the usefulness of aircraft in attracting and maintaining customers. Kramer’s relationship with aviation began back in the late 1940s when it was installing and servicing Caterpillar diesel generators that were operated by numerous communities that had not yet been connected to the Saskatchewan Power Commission’s grid. Given the primitive road network across the province back then, Bob Kramer looked for a more efficient way of serving his wide spread customer base. The solution was the purchase of an airplane in 1947. That four-seat Stinson 108-2 Flying Station Wagon (CF-EXR) began a relationship that has lasted almost seven decades. Today, Kramer boasts more than 400 employees at seven locations across Saskatchewan, including Estevan, Kindersley, North Battleford, Regina, Saskatoon, Swift Current and

Tisdale. The company serves customers in the agricultural, construction, electrical power generation, forestry, mining, natural gas and oil industries. As well, its supports the operations of highway transport truckers, landscapers and material handlers. It not only sells new and used equipment, but also provides parts and service and rentals of equipment.

The Fleet Kramer’s first aircraft was a stalwart, albeit stodgy, Stinson. It was later replaced with a relatively seductive Cessna 195 (CFGGF). Equipped with a Jacobs radial engine, the high-winged strutless speedster could carry a pilot and four passengers 800 miles while cruising at 170 mph. For a brief period, the company ventured into aviation as a commercial operator. In 1950, Kramer Air Services Ltd. was created as a Cessna Aircraft dealer. It later offered charters with a fleet of Cessnas that included 140s, 170s, 180s and the 195. It eventually became apparent that Kramer should stick to what it knew best – the heavy equipment business. Several years later, it sold the operation to a group of investors that renamed it Prairie Flying Service Ltd. Fifty years ago, the Kramer fleet was comprised of a Cessna 185A (CF-OJC) and a rather exotic de Havilland DH-104 Dove 6A (CF-HGR). The latter was a cabin-class twin that could move six passengers 880 miles at a speed of 185 mph. Proving to be a less than stellar performer, the Dove was eventually sold. During the following two decades, Kramer sequentially operated a Cessna 337A Super Skymaster (CF-VID), a 337F (CF-FXS) and a 310R (C-GBIK).

Recent Missions Flown by Kramer’s CJ1 • Regina-Houston • Houston-North Platte • North Platte-Regina • Regina-Nashville • Nashville-Sioux Falls • Sioux Falls-Regina • Regina-Waterloo • Waterloo-Thunder Bay • Thunder Bay-Regina

1,495 SM in 3:17 827 SM in 2:31 671 SM in 2:03 1,335 SM in 2:58 742 SM in 2:30 603 SM in 1:44 1,237 SM in 2:50 548 SM in 1:58 704 SM in 2:20 May/June 2014 | WINGS 35

In early 2012, Kramer added its first turbine aircraft – a Cessna 525 CitationJet CJ1 (C-GDEK).

The Operations Transporting customers to see new products in one of Kramer’s showrooms, taking managers around to oversee branch operations or carrying a part that is urgently required to keep a machine running are just a few examples of how an aircraft earns its keep. Tim Kramer notes that he can travel with senior managers to three facilities and have the team members back home in time for dinner the same day. Murray Grant, a long-time former marketing manager who spent many hours aboard Kramer aircraft, remembers the days when getting to and from the Caterpillar factory in Peoria took the better part of a week via scheduled airlines and required stops in Winnipeg, Toronto and Chicago. Today, the same journey can be accomplished in a day. Not all Kramer flights have been strictly business related, as he recalls. For example, there have been numerous occasions when an aircraft would act as an ambulance to retrieve an injured individual from a remote location. Kramer’s two current Cessnas were designed for distinctly different roles and are dispatched accordingly. During most of the past 30 years, the 310 has flown throughout North America. Today, however, it primarily operates within Saskatchewan. Equipped with a STOL kit, it can easily deal with the many short strips scattered across the province. Tim Kramer, a 4,000-hour pilot, notes that at times, the 310 has been used as a “half-ton truck” in getting parts to out-of-the-way locations. Typical annual utilization of the light twin is between 150 and 200 hours. The CJ1 performs all of the out-of-the-province flying and includes a great deal of travel to the U.S. Patrick Donohue, Kramer’s aviation manager and chief pilot, notes that the company is sensitive about the load factor on the jet, so it tends to fly with very few, if any, empty seats. Nonetheless, the airplane has been experiencing 350 to 400 hours of flight time per year. Donohue points out that Kramer has flown customers to view Caterpillar plants in numerous locations, including Decatur, Ill; Peoria, Ill; LaGrange, Ga; Little Rock, Ark; and Minneapolis, Min. A review of C-GDEK’s recent activity on flightaware.com provides examples of recent missions flown that are shown in the accompanying table (see previous page). Although Kramer’s aircraft share a dedicated hangar at CYQR, all maintenance work is contracted out. While the jet is looked after in Calgary, the 310 is maintained in Regina by 36 WINGS | May/June 2014

Prairie Flying Service – the surviving entity of Kramer’s former aviation venture.

The BizAv advantage Many decades ago, Kramer learned that time spent aboard an aircraft with any given client is extremely valuable – not only in terms of getting to know the individual, but in gaining insight into the attributes and requirements of their particular business. Such bonding between a customer and a supplier can be difficult, if not impossible, to accomplish in any other manner. In addition to generating new business, as well as repeat orders, Kramer has long known that the use of its own aircraft enhances operating productivity and boosts its esprit de corps. An excellent example is best described by Tim Kramer: “One of our more lucrative encounters that can be directly attributed to the use of our corporate aircraft came early in my career with our dealership,” he says. “I was contacted by the director of purchasing for a pulp and paper mill in northern Saskatchewan. The client had expressed displeasure with the level of support received from his current heavy equipment supplier. He wanted to meet as soon as possible to establish a new relationship for sales and support. My response was, ‘I will be in your office in an hour-and-a-half.’ His response was, ‘We’ll see.’ True to my word, and to his astonishment, I was in his office in an hour-and-a-half because of the magic of flight. That day spawned 30 years of respect and friendship on both sides. Customer/supplier trust was established to the great benefit and profitability for both firms.”

The Future Kramer’s customers include family-owned and operated farms, construction and trucking companies, as well as massive international corporations. While its clients may differ in size, their needs are all dealt with in the manner outlined in the company’s mission statement: “We take pride in making our customers more profitable by providing safe, innovative, cost-effective solutions.” A key part of living up to customers’ expectations is the ability to deliver critical components and related service personnel to a site in a timely fashion. As Bob Kramer realized almost seven decades ago, only an aircraft can provide the type of high priority logistical support that is required in a territory as large as that served by his company today. Given Kramer’s long held appreciation for business aviation, it seems safe to assume that “Kramair” will continue to deliver value for the company and its customers by matching the missions with appropriate aircraft in decades to come. | W WWW.WINGSMAGAZINE.COM

PHOTO: KRAMER LTD.

Since 1984, Kramer has operated a Cessna T310R (C-GNSL). In early 2012, it took delivery of its first turbine aircraft – a Cessna 525 CitationJet CJ1 (C-GDEK).

al 2nd Annu

RECOGNIZING THE NEXT GENERATION IN THE CANADIAN AVIATION AND AEROSPACE INDUSTRY! Canada is full of young, skilled and knowledgeable people who are driving the aviation and aerospace industry forward. From pilots and AMEs to ground crew and business managers, they are the best and brightest in our industry. Join us as we celebrate the future of aviation and aerospace in Canada.

WHO CAN BE NOMINATED? Anyone in the aviation or aerospace industries who is under the age of 40 as of December 31, 2014. Equipment and technology suppliers as well as operators are welcome. ALL NOMINEES SHOULD: • Demonstrate a strong work ethic • Show leadership and initiative • Actively seek new opportunities • for training and education • Be involved in industry association or broader industry initiatives

TOP 10 UNDER 40 WINNERS will be featured in the July/August 2014 issue of WINGS Magazine and the July/August/September issue of HELICOPTERS Magazine.

The Hawaii Mars can scoop a full load (27,000 litres) in less than 30 seconds.

SALUTING THE MARTIN MARS T REMEMBERING ONE OF B.C.’S AERIAL FIREFIGHTING ICONS

PHOTO: COULSON GROUP

BY PAUL DIXON

here are tall tales and there are true tales, but rarely are there true tall tales. And you haven’t seen one of the greatest tall tales in Canadian aviation until you’ve come out West – way out West, on Vancouver Island, deep in the land of tall timber to the home of the Martin Mars, the world’s largest water bomber. The origin of the Mars stretches back to the dawn of aviation and Glen L. Martin. An early business partner of the Wright Brothers, Martin taught William Boeing how to fly and sold him his first airplane. In the era following the Great War when airports were few and far between, the flying boat was king. Martin started building flying boats for the U.S. Navy and then was contracted by Pan American Airways to design and build a flying boat for mail and passenger service. The result was the China Clipper, which served an 8,200-mile route stretching from San WWW.WINGSMAGAZINE.COM

Francisco to Manila, via Hawaii, Midway, Wake and Guam. The leg from San Francisco to Hawaii alone was 2,410 miles over the open ocean. The Martin Mariner, a twin-engine flying boat built for the U.S. Navy, followed the China Clipper. While there were actually only three China Clippers ever built, the Mariner saw 1,285 serve through the Second World War and beyond. In August 1938, the U.S. Navy took the flying boat concept even further by ordering Martin to create the prototype of a “flying battleship” as the XPB2M-1. The original design bristled with machine guns and was to carry 10,000 pounds of bombs, more than twice the payload of the B-17. Martin chose the name “Mars” for the XPB2M-1, but development was slow as other projects took precedence. The emerging dominance of the aircraft carrier ended the need for a flying May/June 2014 | WINGS 39

dreadnought, but with the toll that U-boats were taking on Allied shipping, the navy decided to turn the battleship into a longrange “sky freighter” capable of delivering critical war supplies across vast distances. By the time the first prototype was evaluated in 1943, fortune was beginning to favour the Allies. The production order was cut to 20 aircraft from what was to have been hundreds. When the war ended, the original order of 20 aircraft was terminated, with the five that had been completed entering service. The navy looked upon the aircraft as much as ships as aircraft, hence the individual names – Hawaii, Caroline, Philippines, Marshalls and Marianas – that reflected the Pacific routes the aircraft had been designed to serve. The five aircraft operated from San Francisco Bay, carrying cargo and passengers to Pearl Harbour and beyond across the Pacific. From 1946 through 1956, the Mars, with a wingspan of 200 feet and a takeoff weight of 165,000 pounds, carried more than 250,000 passengers and thousands of tons of cargo. One flight from Alameda to San Diego saw 301 marines transported, along with their personal gear, and another flight saw 68,000 pounds of cargo delivered. During the Korean War, Mars aircraft

were employed as flying hospitals to repatriate injured servicemen from hospitals in Japan. The Marshall Mars was destroyed in 1950 when an engine fire during a maintenance flight forced an emergency landing at sea within sight of Pearl Harbour. While the crew was able to evacuate, the flying boat was consumed by the fire and sank. The four remaining Mars continued in service until the summer of 1956 by which time they had each accumulated between 18,000 and 20,000 hours each. The increasing efficiency of land-based aircraft made them redundant and the four went on the beach at Naval Air Station Alameda, awaiting their fate.

Resourceful thinking In 1959, the navy declared the four as surplus and announced they would be auctioned off as scrap. This announcement caught the attention of Dan McIvor, then chief pilot for McMillan Bloedel, one of the dominant companies in British Columbia’s thriving forestry industry. It had been a particularly bad year in 1958 for forest fires in B.C. Aircraft had been used in a variety of waterbombing experiments, and while the concept had promise, the results were disappointing. In the evergreen forests of Vancouver

You have to look up – way up – to get a sense of the sheer size of Hawaii Mars. In a word, massive.

The Hawaii Mars with its glass cockpit on top and the flight engineers work station below. 40 WINGS | May/June 2014

Island where the Douglas Fir was king, trees routinely topped out at more than 200 feet, creating a thick, lush canopy. The small loads of water that existing aircraft delivered were not capable of breaking through that canopy to reach fires burning on the forest floor. McIvor was convinced that big trees called for big aircraft and the Martin Mars were those aircraft. He convinced the initially skeptical management of MacMillan Bloedel to buy all four aircraft and convert them to water bombers. The genius of McIvor was that he realized it would take more than simply having the aircraft to make this work. He tracked down every spare engine and part that he could find, paying pennies on the pound for the critical pieces that it would take to keep the aircraft flying for the next half century and more. After three years on the beach, it took considerable time and effort to get the four planes back into a flyable state, but once they were airworthy again, they were flown up the coast to the Patricia Bay Airport (YYJ) outside Victoria where the conversion to the role of water bombers would be undertaken by Fairey Aviation. Fairey was already modifying Avenger torpedo bombers to commercial roles such as aerial spraying. The first two Mars were stripped of everything not related to their new roles as water bombers. Then they were fitted with tanks fabricated from plywood and fiberglass that would hold 7,200 U.S. gallons. The tanks would be filled by two pickup probes that would be lowered into the water as the aircraft skimmed along the surface. No larger than a shoebox, the volume of water collected by the two probes would fill the tanks in under 30 seconds as the aircraft skimmed along at 70 knots. John Gordon was an articling CA, working at Fairey that year. He recalls a sense of excitement throughout the organization as the project moved forward. In a stroke of luck, Gordon’s parents had recently bought acreage on the shore of Sproat Lake located in central Vancouver Island outside Port Alberni that would see Gordon’s parents become the next-door neighbours to the home base of the Martin Mars. He spent that summer – and many more – watching the giants practising their pickups and drops over the lake. WWW.WINGSMAGAZINE.COM

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McIvor was convinced that big trees called for big aircraft and the Martin Mars were those aircraft.

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How big is big? Some 135 U.S. Navy personnel on the wing of the Marshall Mars.

Putting theory into practice Marianas was the first of the four to enter service under the banner of Forest Industries Flying Tankers (FIFT) in 1960. MacMillan Bloedel had convinced B.C. Forest Products, Pacific Logging, Tahsis Company and Western Forest Products, to join them in a joint venture with the aircraft that effectively created a private aerial firefighting enterprise to protect the interests of the partnership. The program suffered a setback in June 1961 when Marianas crashed during firefighting operations north of Nanaimo on the east coast of Vancouver Island, killing all four crew members. A year later, Caroline was damaged beyond repair by Typhoon Freda when parked onshore. Hawaii and Philippine entered service in 1963 and they served faithfully as a one-two punch against wildfires for more than 40 years. Dan McIvor preached the concept of “gallons per hour” in terms of aerial firefighting, putting as much water as possible on the fire as soon as possible and not letting up. For years, forestry was the economic engine of Vancouver Island and every acre lost to wildfire had a direct impact on the bottom line of the forestry companies, which in turn had implications on the total economy of the region. The Mars quickly proved to be the right tool for the job. Vancouver Island is almost 300 miles long, but no more than 50 miles across at its widest. With a number of large lakes in the interior of the island, there are not many spots that are more than 15 minutes between a water source and the delivery point for the Mars. Working together, the two aircraft would work opposite sides of a circular route that would see them working a fire in a constant one-two barrage. Early in the day, with a full load of fuel, the load would be 4,000 gallons of water, but as the fuel went down, the amount of water would increase until by the end of the day, the load would be the full 7,200 U.S. gallons. In the first year of operation in 1963, 495,000 gallons were dropped on nine operational fires and in 1965, the two aircraft dropped more than one million gallons. 42 WINGS | May/June 2014

Hugh Fraser flew the Mars for 32 years. His introduction to the planes came when he flew a charter customer into the firebase at Sproat Lake. “I landed, taxied in and then they directed me up the ramp” where he found himself staring into the belly of one of the Mars from the cockpit of his Mallard. “I just could not believe the size of this thing, it was humungous sitting up there,” he said. “My Mallard would have fit between the hull and float under one wing. I was all eyeballs, but unfortunately I didn’t have time to stick around.” It wasn’t all that much later that Hugh was back at the firebase, but now as the newest pilot in the company. So, how does he remember his first hands on experience with the aircraft? “It scared the #**&#%$# out of me,” he says, and left him wondering what he had got himself into. That feeling quickly went away and Fraser went on to become the longest serving Mars pilot. Back in the day, the two Mars were teamed with a Grumman Goose as their birddog with pilots sharing the duties. “Each pilot was flying both airplanes, the Mars and the Goose,” says Fraser. “We worked six days on and two off, so four of those days would be on the Mars and two would be on the Goose. When you were following the Goose into some smoke-filled valley, you knew you had another Mars pilot leading you in, which gives you an awful lot of confidence.” After 32 years, has Hugh Fraser recovered from his first impression of the Mars? “I can’t say enough about the airplane,” he noted. “They are the most stable platform you can possibly imagine and once you’re trained on how to fly them, it’s the easiest thing in the world to fly.” The Mars was so successful in its environment because they were all company aircraft, the pilots and support staff were company employees and the fires they were fighting were on company property. It was much like a private air force. During some years, the aircraft flew a lot and in others, they didn’t fly much at all. The pilots were on salary and whether they flew a little or a lot, it didn’t affect their income. In their early years, the aircraft WWW.WINGSMAGAZINE.COM

PHOTO: U.S. NAVY

I JUST COULD NOT BELIEVE THE SIZE OF THIS THING, IT WAS HUMUNGOUS SITTING UP THERE.

Adapting to change B.C’s forest industry has evolved drastically since 1960. Much of the first growth old timber is gone as are many of the companies that pioneered the industry. Companies have merged, some simply have disappeared. MacMillan Bloedel, which itself was the result of an earlier series of corporate mergers and acquisitions, ceased to exist in 1999 when it was acquired by the American giant Weyerhaeuser. New legislation, government policies and changes in forestry practices have had an impact on the status quo and the owners of the Mars ultimately could no longer justify its expense. The aircraft were put up for sale in 2006 and bought in the spring of 2007 by the Coulson Group, which has deep roots in the Alberni Valley. Wayne Coulson took the Mars’ aerial firefighting show on the road, aggressively marketing Coulson Flying Tankers in the state of California. In August 2007, Hawaii was engaged in fighting fires in the Lake Elsinore region. In 2008, Hawaii returned to California to fight fires around Lake Shasta. With the fires adjacent to the lake, Dan McIvor’s “gallons per hour” methodology was the rule of the day. Coulson recalls attending the daily 8 a.m. briefing sessions on that fire. “They’d go around the table asking how much they had done the day before,” he says. “We thought we were doing well when we were knocking off 140,000 gallons in

The Hawaii Mars is often accompanied by the high tech S-76 Firewatch. 44 WINGS | May/June 2014

six hours. The air tanker base at Redding was putting out 70,000 gallons of retardant and the eight (Air National Guard C-130) MAFFs were doing 50,000 a day combined. They couldn’t believe our numbers and we did it day after day.” In 2009, Coulson installed a Garmin EFIS Glass Cockpit system in Hawaii, consisting of two Primary Flight Displays (PFD) and two Multi-Function Displays (MFD). The PFD screens display aircraft details and Synthetic Vision while the MFD screens display GPS, Terrain Avoidance, Traffic Collision Avoidance (TCAS), and XM Weather data. Coulson’s birddog for the Mars is the S-76 Firewatch helicopter, equipped with a Honeywell EFIS Glass Cockpit, certified for single pilot IFR operations. The helicopter has a full Air Tactical Group Supervisor (ATGS) radio package and plugs for agency radios. The rear cabin has seating for six, a 26-inch HD TV and a full electronics and data suite. Coupled with the HD video and IR cameras mounted under the nose of the helicopter, Firewatch is an airborne command and control centre. In 2010, the B.C. Ministry of Science and Technology recognized Coulson’s foresight in aerial firefighting by awarding its annual Innovation Award for the work on the Mars and Firewatch, “which transformed an aircraft destined to be a museum piece into the most advanced forest fire-fighting and urban interface/structure protection technology in the world.” In 2011, the technology was put to the test when the Hawaii went to Mexico as the feature of a Discovery Channel’s Mighty Planes episode. Flying from a lake that straddled the U.S./Mexico, Hawaii spent three weeks attacking out of control wildfires in northern Mexico, with Mexican officials riding in Firewatch and directing operations in real time. Last year, however, the province of B.C. announced that it would no longer consider the Mars as a firefighting resource, replacing it with four small single seat air tankers (SEAT), with no further explanation offered. When the news broke, the local community was outraged. John Douglas, mayor of Port Alberni, describes the Mars as an integral part of the regional history. “It’s something that everybody here is really proud of and we feel that these aircraft are a part of us,” he says. Douglas received a unanimous endorsement from the Union of B.C. Municipalities to lobby both the provincial and federal governments to find a way to reinstate the Mars, but he has found little support for the aircraft at either level. Wayne Coulson has gone back over the logbooks and reckons that over their service, the two Mars have done approximately 4,000 drops each at an average of 5,000 gallons. That’s an unbelievable 40 million gallons. In one single day, in the distant past, Philippine dropped 235,000 gallons. “That,” says Coulson, “is amazing from one aircraft and you will never see that again.” Glenn Martin’s company lives on today as the second name in the Lockheed Martin conglomerate. McIvor has received the Order of Canada for his contribution to aerial firefighting and is enshrined in the Canadian Aviation Hall of Fame. While Coulson sadly acknowledges this is likely the end of the road for the Mars, his company continues to break ground in aerial firefighting, with its C-130Q Next Generation air tanker working in the U.S. with the Firewatch S-76. | W WWW.WINGSMAGAZINE.COM

PHOTO: COULSON GROUP

rarely ventured off their home turf, but when they did, the big red and white birds made a huge impression. As fires started growing larger and became more damaging, the Mars was dispatched around the province to work on the biggest fires. During the summer of 2003, B.C.’s worst fire season to date, the two Mars logged 272 flying hours for the province.

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Héroux-Devtek’s new acquisition APPH produces landing gear for the SAAB JAS Gripen, a lightweight single-engine multirole fighter aircraft.

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PHOTO: SAAB

BY BRIAN DUNN

lthough the defence sector is not expected to perform as well as the commercial aviation side of the market this year, defence spending in emerging markets should offset reduced spending in the United States and Europe, according to a leading industry analyst. The weaker Canadian dollar should also boost the fortunes of all of Canada’s aerospace companies whose main operations are based domestically but whose products and services are priced in U.S. dollars, said Cameron Doerksen of the National Bank Financial in Montreal. “Our top pick in the sector is CAE as it will benefit the most from the positive outlook for the large commercial aerospace sector, capacity growth from the global airlines, an increase in business jet utilization and from improving sentiment for defence. WWW.WINGSMAGAZINE.COM

“Although its large defence exposure will represent a headwind in the near term, we also like Héroux-Devtek as it too will benefit from higher production rates for large commercial aircraft and from the ramp-up of new business jet programs in the coming years.” The decrease in U.S. military spending and repair activity was reflected in Héroux’s third-quarter results which saw a net profit from continuing operations of $2.6 million, compared with $3.2 million during the year-earlier period. Sales were down marginally to $61.4 million from $61.7 million. While sales to the commercial market increased 3.2 per cent to $28.5-million in the quarter, sales to the military sector declined 3.4 per cent to $33-million on reduced repair and overhaul activity, lower spare parts requirements (mostly on the B-2 and F-15 programs) and reduced electronic enclosure and cabinet sales at its Magtron aerostructure products division. May/June 2014 | WINGS 47

The lower military sales reflect a weak U.S. market due to reduced Air Force, an Unmanned Aerial System Mission Trainer for the Gendefence budget funding and sequestration measures, the company eral Atomics Predator for the Italian Air Force, and aircrew training said. However, there was some positive offset from new business services for the T-44C Pegasus for the U.S. Navy. “We see more clarity in the U.S. now that they have this bipartisan with Boeing Co. on the CH-47 Chinook helicopter program, the budget about which programs are being funded and which are not. company added. Héroux cautioned that the military market is expected to “remain And luckily, the programs that are being funded are ones in which we challenging and the situation could affect the corporation beyond have a good position. And in this environment of budget cuts, what the current fiscal year, despite having a diversified military portfolio, better way is there to maintain training than through simulation?” In total, CAE received $240.3 million in combined military segbalanced between new component manufacturing and aftermarket ment orders during the third quarter, while its military backlog products and services that should lessen this impact.” CAE reported its third-quarter results a few days later and re- stood at $2 billion. vealed a net profit of $47.6 million for the period, up from $37.2 Héroux-Devtek is getting more heavily involved in the defence million a year earlier. Sales rose to $513.6 million from $500.9 mil- sector with its recent US$124-million acquisition of British-based lion. Commercial sales rose three per cent to $282.1 million from landing-gear company APPH Limited, its first acquisition outside $273.4 million. North America, and U.S.-based APPH Wichita Inc., subsidiaries On the military side, operating income increased 22 per cent to OUR TOP PICK IN THE SECTOR IS CAE AS IT WILL BENEFIT THE $31 million, from $25.4 million MOST FROM THE POSITIVE OUTLOOK FOR THE LARGE a year ago, as revenue grew two per cent to $201.8 million. It reCOMMERCIAL AEROSPACE SECTOR. ceived $240.3 million in military orders. Military simulation products and training operating income of BBA Aviation PLC. The deal includes four plants in Britain and increased, but a 26.5 per cent growth in training revenues more than one plant in Wichita, Kan., and will add about 400 employees to offset nine per cent decrease in products revenues. Héroux’s workforce of about 1,000 in North America and $77 mil“We booked orders during the quarter for simulators, upgrades lion in revenue to Héroux’s own $250 million in annual sales. In adand services for enduring aircraft platforms including the MH-60R dition, APPH has an order backlog of about $80 million, according Seahawk helicopter for the Royal Danish Navy, the P-8A Poseidon to Héroux. APPH produces landing gear for the BAE Systems Hawk singleaircraft for the U.S. Navy and the C-130 Hercules aircraft for the U.S. Air Force,” noted Marc Parent, president and CEO of CAE. “On new engine advanced jet trainer, the SAAB JAS Gripen, lightweight sinaircraft programs for CAE, we signed contracts for a comprehensive gle-engine multirole fighter aircraft and the Alenia C-27J Spartan ground-based training system on the T-6C aircraft for the Mexican medium-sized military transport aircraft. It also produces landing gear for the AgustaWestland AW101, a medium-lift helicopter used in both military and commercial applications and the Airbus Helicopter’s EC175, a 7-ton class medium utility helicopter in development. “The acquisition of APPH brings significant and immediate strategic benefits to Héroux-Devtek, while strengthening its global competitive position and status as a leading landing gear system provider for aircraft weighing less than 100,000 pounds,” said Gilles Labbé, president and CEO of Héroux Devtek.. “APPH expands our geographical footprint into the European market, provides us with significant content on several leading aircraft programs, further increases and diversifies our customer base and provides greater exposure to the attractive aftermarket business.” The deal also gives Héroux-Devtek an enhanced presence in the lucrative proprietary rights field. The company was recently rewarded a contract to supply the complete landing-gear assembly set for the Boeing 777. That contract, in addition to the sub-assemblies for the Lockheed Martin F-35 fighter jet, will substantially boost Héroux’s own line of propriety technologies. Proprietary products are conceived and designed in-house and command higher prices and better margins and generate more after-sales business. A company that buys such products depends on a continuing supply from the same manufacturer for repairs and renewal of its aircraft. The acquisition of APPH will increase Héroux’s overall proprietary products to 25 per cent of revenues from the current 11 per cent, according to Labbé, while the company’s revenue mix is expected to be 54 per cent military and 46 per cent commercial. Analyst Benoit Poirier of Desjardins Securities called the US$124million price “fair” as APPH is expected to contribute immediately to Héroux’s top and bottom lines. Last year, the company divested itself of its aero-structure division for $300 million to concentrate on its core expertise in landing-gear systems. Doerksen called the deal “a bold step forward that will materially increase Héroux’s size and cements the company’s position as 48 WINGS | May/June 2014

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the clear number three landing-gear player worldwide,” behind Goodrich Co. and Messier-Bugatti-Dowty. It should also boost revenues by about 33 per cent with little overlap with Héroux’s existing programs, since North America only represents some 23 per cent of APHH’s sales. Half of its sales are generated in the U.K. and another 20 per cent in Europe. But one of Doerksen’s biggest concerns for both Héroux and CAE is the importance of the defence market to their bottom lines. “We believe that increased visibility on U.S. defence spending will help improve the sentiment towards companies with large exposures to defence. Late in 2013, an agreement was reached on U.S. defence spending over the next two years. Under the deal,

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PHOTO: RCAF

APPH, a subsidiary of Héroux-Devtek, makes the landing gear for the AgustaWestland AW101.

defence spending will be capped at about $498 billion in 2014, $29 billion less than what was requested, but $21 billion above the original sequester level. For 2015, spending is capped at $521 billion, about $9 billion above the previous $512 billion cap.” For several years, the Pentagon has been working under a resolution funding mechanism, which disallows new procurement programs from starting or the rewarding of new multi-year programs, Doerksen noted. But the new defence spending deal may help speed up the procurement process, he added. And while the U.S. and European defence markets aren’t growing, other markets are seeing growth. Japan, for example, announced plans to increase its defence budget by five per cent over the next five years to counter a more aggressive Chinese foreign policy. Other Asian countries are likewise increasing defence spending, while some countries in the Middle East are “aggressively procuring new aircraft and other weapons systems,” said Doerksen. As a result, “we think that CAE is particularly well positioned to continue to expand its presence in both Asia and the Middle East.” But with lower procurement spending in the U.S., some industry watchers believe consolidation in the defence sector will pick up steam, although the analyst doesn’t believe CAE or HérouxDevtek are likely takeover targets. Instead, both could be going after targets themselves. While the defence sector represents some 40 per cent of CAE’s business, it’s unlikely to see much growth this year, said Doerksen. But the increased visibility on U.S. defence spending will improve “stability” in the sector. And while the military market remains challenging, Héroux’s cost structure in the defence sector should improve by the closure of a facility in Longueuil, QC. | W

JOHN MCKENNA

PRESIDENT & CEO / jmckenna@atac.ca

Women and Aviation ATAC is proud to announce that the theme of its Spring Event Reception this May 29 in Ottawa will be Women and Aviation. ATAC wishes to both celebrate women in aviation and promote aviation as a career for women. The Canadian aviation industry has always fared poorly in attracting women. Today, in the Canadian fixedwing world, women account for as little as 6.6% of Commercial Licences and 5.2% of Airline Transport Pilot Licences. Their presence in the helicopter industry rates even lower, representing 4.1% of Commercial Helicopter Pilot Licences. Women represent 14.8% of Air Traffic Controllers and only 2.6% of Flight Engineers. To our knowledge women do not make up a large percentage of aviation industry senior management. Making up almost 50% of the Canadian labour force, women are largely underrepresented in our industry. Whether this is due to a gender barrier or simply because our industry is not appealing to young women, ATAC would like to see more women choosing a career path in aviation. We are proud to make this the theme of our Spring Reception and happy to join our voice to that of the Northern Lights Foundation in inspiring women to embrace aviation.

LES AALDERS EXECUTIVE VICE PRESIDENT & VP ATLANTIC CANADA AND BRITISH COLUMBIA / laalders@atac.ca

ATAC Welcomes Transport Canada Regulatory Initiative to Amend Flight Attendant Requirements For many years and in particular since the turn of the 21st century, ATAC has advocated for the ability of airlines to choose between two equally proven safe methodologies in determining the number of flight attendants to be carried on board transport category aircraft operating under CAR Part 705. ATAC has proven time and again the equivalent level of safety provided under the current Canadian 1:40 ratio and the US 1:50 ratio with its additional requirements. In light of this, ATAC is very happy to see the recent initiative by

TC to produce a Notice of Proposed Amendment (NPA) in this vein and hope to see it move forward as quickly as possible so that Canadian airlines can finally operate on an even playing field with US and European airlines! MRO International Marketing a Focus of ATAC ATAC continues to develop great new international opportunities for Canadian MROs! ATAC is providing full support for MRO Europe 2014 in Madrid, Spain, October 7-9, MRO Latin America 2015 in Buenos Aires, Argentina, January 2015 and MRO Americas 2015 in Miami Beach, April 14-16. For those interested in participating in a booth, matchmaking/B2B sessions and/or taking part in a Canadian networking event please contact Les Aalders at laalders@atac.ca.

WAYNE GOUVEIA VICE PRESIDENT, COMMERCIAL GENERAL AVIATION AND VP PRAIRIES AND NORTHERN / wgouveia@atac.ca

ATAC DFATD Singapore/China Mission Identifies General Aviation Training Opportunity ATAC member companies met General Aviation (GA) companies in Singapore, Hong Kong and 3 cities in mainland China. The main topics centered on the opportunity for Canadian flight training companies to train professional pilots for the expanding Chinese GA market. Meeting with the Civil Aviation Administration of China (CAAC) has confirmed the regulatory construct. The CAAC confirmed that they will release more airspace for general aviation aircraft in the next 1-5 years. China 2014-2015 GOA mission funding is now approved for ATAC members to support participation in the Civil Aviation Administration of China Ab-Initio Training & Education Summit in Sanya, Hainan Province, China, October 2014 and the 5th China Aviation Training & Education Summit in Shanghai, China, March 2015. ATAC SMS Toolkit 3rd Edition Released to Member Companies – Free of Charge The 3rd edition SMS Toolkit has been rewritten

ATAC IS PROUD TO WELCOME THE FOLLOWING NEW MEMBERS: Aviation Ground Fueling Technologies Cambridge, ON AJW Technique Montreal, QC Medicine Hat College Medicine Hat, AB Nacora Insurance Brokers Mississauga, ON STR-SpeechTech Victoria, BC Vancouver Island Air Campbell River, BC

with new information supporting improved Quality Assurance, improved Work Flows and reference to the 96 Transport Canada Expectations identified for a compliant Safety Management System (SMS). The 2014 Toolkit incorporates suggestions, comments and improvements from the Transport Canada SMS team and the TC Directors from each region in Canada.

MIKE SKROBICA SENIOR VICE PRESIDENT AND CFO AND VP ONTARIO / mikes@atac.ca

New Immigration Tax (eTA) The tax was originally to impact only non-Visa Waiver countries, but this now appears to mean only the US. The tax will not be a per trip amount but a once in five years amount. ATAC continues to attempt to put greater controls on this tax. Locked Luggage Screening CATSA has been ordered to inspect more checked baggage which cannot be resolved through x-ray or CAT scans than currently required. The traditional method is to open the luggage and inspect ‘by hand’. While padlocked baggage can be dealt with by master keys, luggage which has an internal lock will present a problem. This will necessitate matching a passenger with his/her luggage for inspection or the breaking of the lock. CATSA and ATAC members met on March 19, 2014 to discuss methods to alleviate the problem through communications and training.

Air Transport Association of Canada 255 Albert Street, Suite 700, Ottawa, Ontario K1P 6A9 Phone: (613) 233-7727 • Fax: (613) 230-8648 • Website: www.atac.ca

#161

The official publication of the Canadian Business Aviation Association

NEWS BRIEF

Stand Up for Business Aviation RUDY TOERING, PRESIDENT & CEO, CBAA

fter 10 months in my position, I have come to realize that I have landed at the CBAA at one of its most critical times in its 52 years. We are battling back from what I consider a wrongly-motivated smear campaign that attacked the integrity and trustworthiness of one of the safest sectors in aviation. If ever there was truth to the saying “you are only as safe as your last accident”, what the CBAA has been through exemplifies how true it is. Here is the safest aviation sector in the world and because of two accidents, years past, with no direct fault to CBAA, the BA sector gets hammered by the bureaucrats and then

www.cbaa-acaa.ca

demolished by the politicians who never took the time to know us. That attitude continues today as business aviation fights for its life against destructive regulations that do not take into consideration the owner-pilot flying his own business aircraft. We fly some of the most influential, well-connected and powerful leaders in Canada. Our business is all about privacy, security and responsiveness. Our airplanes drive business deals at a furious rate but we fly a low profile under the media radar. Why? Because the general public, politicians and others, not understanding the value of the BA aircraft tool, love to

pick on us. Let’s face it, the prime minister of Canada has to walk on egg shells to use his own corporate aircraft to run a country. What hurts our efforts the most is the criticism, “so what is my membership worth?”, spoken in anger when we have not yet achieved our goal in representation of member needs. With an anti-business aviation bias tilting the odds against us, this is the time we need to stick together and not point fingers in frustration. In the midst of this negativity comes the successes as we take our position again in the advocacy role we never should have left. Without the CBAA maintaining the pressure for proper consultation, we would not now be talking to the Minister of Transport staff. Through the Minister we are forcing TC to hold the proper meetings with the right experts to ensure they understand the multiple types of operations. CBAA understands – and advocates for – all types of business operation, from single owner-operator to fleets operating under 604, 703 and 704. Without CBAA, supported through strong membership, government will take the path of least resistance – easiest for them – and most destructive for us.

DON’T MISS CBAA 2014 June 17 – 19, 2014 Edmonton AB

www.cbaaconvention.com Twitter @CBAAconvention See inside for details

CBAA-ACAA News Brief

CONTENTS 3

955 Green Valley Crescent, Suite 155 Ottawa, ON K2C 3V4 Tel: (613) 236-5611 • Fax: (613) 236-2361 E-mail: info@cbaa.ca • Website: www.cbaa-acaa.ca

Business Aviation Matters!

Events Calendar

CBAA 2014 Education Program

Thanks to our Sponsors

CBAA 2014 Exhibitors

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Aircraft On Display

STAFF MEMBERS President and CEO Rudy Toering, rtoering@cbaa.ca Executive Assistant Aime O’Connor, ext. 228, aoconnor@cbaa.ca Vice President, Government and Regulatory Affairs Merlin Preuss , 613-656-0505, mpreuss@cbaa.ca Membership and Communications Services, Rachel Duchesneau, ext. 221, rduchesneau@cbaa.ca Marketing & Industry Relations Debra Ward, 613 274 0619 dward@cbaa.ca Events Coordinator Lise Hodson, lhodgson@cbaa.ca

Finance Barb VanDoorn, ext. 222, bvandoorn@cbaa.ca

BOARD OF DIRECTORS EXECUTIVE COMMITTEE Chair • Frank Burke Operations Manager/Chief Pilot Tidnish Holdings Limited Past Chair • Rob Madden Director/Flight OperationsProvince of Alberta, Air Transportation Services Vice Chair • David Hall Maintenance Manager Irving Air Services Secretary • Andrew Wilson Litigation Council Rohmer & Fenn

Thank you to the sponsors of the 21st Annual CBAA Golf Tournament for Hope Air Anderson Air

Imperial Oil

Atlantic Aviation

NavCanada

Aurora Jet Partners

PNC Aviation Finance

Bank of America Merrill Lynch

Pratt & Whitney

Chartright Air Group

Renaissance Edmonton Airport Hotel

Treasurer • Jean Menard Strategic Sales Director - OEM Accounts Honeywell

BOARD MEMBERS AT LARGE Rod Barnard • Flight Department Manager /Chief Pilot Kal Aviation Group Gordon Berturelli • Regional Marketing Manager FlightSafety International BC Campbell • Aviation Director, Chief Pilot Scotiabank Louise Dunlop • President, Sterling Aviation Services Michael Fidele • Innotech Execaire Scott Harrold • GM YVR/BD Canada & Pacific USA, Landmark Aviation YVR Bill McGoey • President, Aurora Jet Partners Clement Nadeau • A.G. Aviation, Ltee. Jim Thompson • Chief Pilot Saskatchewan Air Transportation Services Jaime Vins • CEO, Vins Plastics Limited Joe Zigrossi • President and CEO; Global Aerospace Underwriting Managers CBAA Advisory Board OPERATIONS BC Campbell • Aviation Director, Chief Pilot Scotiabank NETWORK OPERATIONS Dave Anderson • Anderson Air

Citation Team Canada

Shaw Communication

Dassault Falcon

Signature Flight Support

AIRWORTHINESS Francois Faust • Assigned Engineer Skyservice Business Aviation

Embraer Executive Jets

Skyplan Services Ltd

MAINTENANCE David Hall • Manager of Maintenance Irving Air Service Inc.

Flight Safety International

Transcanada Pipeline

TRAINING Doug Ware • Manager, FlightSafety Canada Ltd

Gulfstream

AIRPORTS Rob Seaman • The Aviation Advantage

PROJECTS Gary Banks • Vice President, Marketing & Sales Support, John Hopkinson & Associates Ltd AVIATION MEDICINE AND HUMAN FACTORS Dr. Randy Knipping

CBAA-ACAA 2 CBAA-ACAA NewsNews Brief

ADVOCACY AND NEWS

Business Aviation Matters! CBAA 2014 focusses on key advocacy issues, critical information and operational skills.

usiness aviation operators who want a competitive edge will attend CBAA 2014. Over two intensive days, they will upgrade their knowledge, skills and speak directly to the people who affect their operations. Here are some highlights of what is available exclusively at CBAA 2014. Please visit www.cbaaconvention.com for details.

ADVOCACY AND GOVERNMENT UPDATES CBAA VP Merlin Preuss, who has been advocating on behalf of business aviation on all key government files, will moderate an open session with the federal officials who have the greatest impact on

www.cbaa-acaa.ca

our operations. These include Transport Canada’s Martin Eley, speaking to the new 604 regulations, Robert Dick on federal air policy that frames their views of business aviation and CBSA’s and exit/entry requirements will affect our sector. In a separate session, Jon Lee will look at Business Aviation Safety/Analysis from the perspective of the Transportation Safety Board.

UNIQUE SPEAKERS AND NEW INFORMATION Tom Ruth, president and CEO of the Edmonton Airport Authority and past-chair of the Canadian Airports Council is the Keynote speaker, presenting a frank

examination and interactive session on the challenges and opportunities in the evolving relationship between business aviation and Canada’s airports. Get a preview of the new data supporting the importance of business aviation with CBAA’s Business Aviation Economic Impact Study, presented by Rob Beynon of InterVISTAS Consulting and find out where our sector is heading in the Changing Face of Business Aviation presented by aviation and investment guru and former CBAA director, Ted Larkin. Join moderator Bill Clark and subject matter experts Iain Fountain, ETS aero, Washington

air law attorney Don Hainbach and Craig Moriacci of Skyplan to learn how to deal with international and cross border flight issues.

INCREASE OPERATIONAL SKILLS Merlin Preuss and a panel of experts introduce delegates to a hands-on workshop presentation of CBAA’s new SMS Gap Analysis Tool…other educational session include Emergency Response Planning (delegates will get a free copy of the most widely used Business Aviation Template in the industry), Runway Awareness Training, Changes to NoTAMS, Maintenance Flight Checks, and more.

CBAA-ACAA News Brief

EVENTS CALENDAR

EBACE 2014 Geneva, Switzerland May 20-22, 2014 Info: ebace.aero/2014/ CBAA 2014 Edmonton, AB June 17-19, 2014 Info: www.cbaaconvention. com NBAA 2014 Orlando, FL October 21-23, 2014 Info: www.nbaa.org/events/ bace/2014/

CBAA 2014 at

EVENTS AND PROGRAM

CBAA 2014 Education Program Tuesday, June 17 Time

Event

8:00-13:30

Hope Air Charity Golf Event - Lewis Estates Golf Course

13:30-17:30

Honeywell’s Business Aviation Regional Operators Conference - Sutton Place Hotel (Separate registration required)

17:00-18:30

CBAA 2014 Welcome Reception - Sutton Place Hotel * Subject to change without notice

Wednesday, June 18 - Sutton Place Hotel Time

Flight Operations / Management

7:30-08:30

Breakfast AGM

8:30-09:15

Opening Remarks and Keynote Address

09:20-10:20

ERP – The plan everyone needs and no one wants to execute

10:20-10:45

Break

10:45-11:45

Calgary Operations – Post Parallel Runway Opening

Runway Awareness Training

11:50-12:50

Closing the Gap between Downtown and the Airport

Proactive Approach to Reduce Human Fatique in Aviation Operations

Maintenance

The Maintenance Check Flight (Risks and Communication)

12:50-13:15

Lunch

13:15 - 14:00

CBAA Awards

14:00-15:00

Importing an Aircraftthe Need to Know

www.cbaaconvention.com

18:00

Scheduler and Dispatchers

Break Gap Analysis Tool Edmonton City Night - Fort Edmonton

Thursday, June 19 Time

Signature Flight Support Edmonton

10:00-17:00

Exhibit and Static Display Open

10:00-12:00

Government Update for Business Aviation

12:00-12:45

The Changing Face of Business Aviation in Canada

12:45-13:45

Lunch in Exhibit Hall

13:45-14:15

Economic Impact Study

14:15-15:30

Dealing with Cross Border and International Issues

16:00-17:00

Closing Reception

Friday, June 20

CBAA-ACAA News

IS-BAO

NoTam Changes

Contract Business Aviation Pilots Safety/Analysis and the Legalities

15:00-15:20 15:20-16:30

Pilots & Crew

Time

Event

8:00-16:00

IS-BAO Auditor’s Workshop (Separate registration required)

Fundamentals of ISBAO