SEPT OCT 2018 CANADA’S NATIONAL AVIATION MAGAZINE
wingsmagazine.com
BUILDING MAX REACH
Single-aisle growth on the East Coast with the 737 MAX
Coast to coast FBO Survey results to find Canada’s best Fixed Base Operators
On my journey
Elsie Award winners share their favourite moments in aviation and aerospace
The best-selling light jet in the world for six years running, Embraer’s Phenom 300 platform has achieved breakthrough status and dominates as the fastest, longestrange single-pilot aircraft on the market. And now, with the introduction of the brand-new Phenom 300E, a whole new standard in value and customer experience has been set. Designated “E” for “enhanced,” this modern, clean-sheet light jet delivers top-tier performance and next-generation avionics, along with a revolutionary new interior design for improved ergonomics, ease of maintainability, advanced connectivity and unmatched comfort and space. Add to that the industry-exclusive upper technology panel, plus a generous baggage compartment and low operating costs, and it’s easy to see why the Phenom 300E is truly in a class by itself.
PHENOM 300: PRESENCE AND POWER UNLIKE ANY OTHER JET “I was wowed by the difference between Phenom 300 and any other jet you could fly single pilot. It’s just an awesome aircraft. It’s a magic carpet. You pull up on the ramp, and you’re looking down on other jets, literally. The door, the stairs, the entrance to the aircraft − it’s the ultimate ramp presence. And then the raw power of the aircraft is phenomenal. Especially when flying in mountainous areas, which we do a lot, it’s great to have that confidence of power. So there was no question when we started looking for our next jet: the Phenom 300. It’s elegant. It’s a sexy plane. It can hold a lot of people, but the sheer, unadulterated power that it has to climb, and the power it has to fly fast, is unlike any other jet we’ve flown. It is the best jet you can fly single pilot.”
- Mary Compton, Owner, Vivo Volare LLC Watch Mary’s story and request more information at EmbraerExecutiveJets.com/Mary
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SEPTEMBER/OCTOBER 2018
UPFRONT 8 Leading edge
Canada’s $950 million Superclusters
10 On the fly
News and opinion
16 At the gate
Is the prop era over or ready to surge
17 Position report
Canadian ownership
18 In the cockpit
Situational awareness and pilots
20 Aviation supply
Six tips for an efficient stores room
22 Women in aviation Serving a world in motion
23 Alternate approach A tale of two cities
BACK 57 MRO Directory 2018 71 Marketplace 78 On final
General Aviation’s role in the pilot shortage
From top: Luc Masse discusses the development of New United Goderich. P.40. Ashley Dale describes life as an air traffic controller. P.22.
Celebrating WestJet’s inaugural Halifax to Gatwick flight leveraging Boeing's narrow body 737 8 MAX. Pg. 32
FEATURES 24 COAST TO COAST FBO
Results from WINGS’ annual survey to discover Canada’s best Fixed Base Operators BY JON ROBINSON
32 BUILDING MAXIMUM REACH
Leveraging the longer range and greater fuel efficiency of Boeing's 737 MAX on the East Coast BY DAVID CARR
36 QUIET CITY ISLAND
A new Ground Run-up Enclosure at Billy Bishop shields Toronto city centre from noise BY CARROLL MCCORMICK
40 VISIONARY SERIES
Luc Masse of New United Goderich describes the growth and potential developing in Huron Park BY JON ROBINSON
46 RUNNING ON JET FUEL
New realities of commercial aviation with the rise of its greatest consumable cost BY BRIAN DUNN
PHOTO: CNW GROUP/WESTJET (TOP OF PAGE)
50 ON MY JOURNEY
Elsie Award winners share their favourite moments in aviation and aerospace BY ANNA RUSINOWSKI
54 GLOBAL AVIATION GENDER SUMMIT
Hundreds gather in Cape Town to create a roadmap to accelerate gender equality in aviation BY KENDRA KINCADE
COVER PHOTO: BOEING, FINAL ASSEMBLY OF THE FIRST 737 MAX 8 IN RENTON, WASH.
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CANADA’S NATIONAL AVIATION MAGAZINE
Printed in Canada ISSN 0701-1369
BUILDIN MAX REAGCH
Single-aisle growth on the Coast with the East 737 MAX
Coast to coa
st FBO
Survey resul ts to find Canad best Fixed Base Operators a’s
On my journe y
PHOTO CREDIT
TK
Elsie Award winners share their favourite aviation and moments in aerospace
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LEADING
EDGE
By Jon Robinson
Within the Superclusters
Leveraging the government's $950 million investment in innovation
I
5
Navdeep Bains meets with Airbus Space and Defence CEO Dirk Hoke at Farnborough to promote Canada's aerospace industry. within an increasingly complex business world. There are already several aerospace companies involved in the early stages of the SCALE.AI, Advanced Manufacturing and Digital Technology Superclusters. The Superclusters currently represent more than 450 businesses, 60 post-secondary institutions and 180 other participants in sectors covering what the government describes as 78 per cent of Canada’s economy. The Digital Technology Supercluster includes aerospace enterprises like Avcorp, which provides supply chain tools to aircraft manufacturers and supports airline operators with component repair services. This group also includes software developer
1. Boeing now has more than 60,000 3D-printed parts flying on space, commercial and defense products (P. 13). 2. The annual FBO survey featured 982 responses in an open voting system (P. 25). 3. The 174-seat 737 MAX 8 has a range of 6,570 kilometres and is 20 per cent more fuel efficient than the 737-700 (P. 32). 4. Billy Bishop airport is situated about 500 feet off of downtown Toronto’s shoreline (P. 36). 5. The jet fuel price of 84 cents a litre at the beginning of August was well above the 75 cents forecasted (P. 46).
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WINGS | September/October 2018
Aeroinfo and the Vancouver digital aviation labs division of Boeing, which focuses on applied analytics for airlines, company’s needing fleet maintenance, and Boeing’s Defense, Space & Security business. Any company incorporated in Canada, regardless of origin or headquarter location, is eligible for the initiative. The government wants its Superclusters to attract investment from the world’s best companies, regardless of location. The BC Supercluster also includes the likes of MDA, CAE and YVR, as well as Hatch, which has been involved in key Vancouver airport infrastructure projects like the South Airfield Runway End Safety Areas. To date, 118 companies, academic institutions, professional associations, government partners, banks, incubators, venture capital firms and consultants have joined forces to support the SCALE.AI Supercluster in Quebec. Together, they have committed $700 million toward developing intelligent supply chains for sectors like automotive, aerospace, mining, utilities, and oil and gas. Based in the province with Canada’s primary aerospace hub, SCALE.AI may prove to be the most impactful aero-cluster, which will leverage disruptive technologies like blockchain and 3D printing. The SCALE.AI initiative includes powers like Air Canada, Bombardier, CAE and Thales. The focus of the Advanced Manufacturing Supercluster will include the Internet of Things, machine learning, cybersecurity, and additive manufacturing (3D printing), the latter of which is becoming an increasing vital part of manufacturing and supply chains in aviation. This Ontario Supercluster is now a coalition of more than 140 partners, led by a newly incorporated entity called Next Generation Manufacturing Canada. These projects are positioning the country to move from its dependence on being a resource economy. | W WWW.WINGSMAGAZINE.COM
PHOTO: INNOVATION, SCIENCE AND ECONOMIC DEVELOPMENT CANADA
n mid-2017, the Government of Canada challenged Canadian businesses to collaborate with postsecondary and research institutions to propose what it described as bold and ambitious strategies that would transform regional economies and create jobs. Led by Navdeep Bains, Federal Minister of Innovation, Science and Economic Development, the goal of this collaboration is to create superclusters of industrial innovation. In March 2018, Bains announced five winning applications, from more than 100, to be a part of the Innovation Superclusters Initiative, into which the government is investing up to $950 million. The investment, which is to be matched dollar for dollar by the private sector, is expected to create more than 50,000 jobs and grow Canada’s economy by $50 billion over the next 10 years. The five Superclusters include: Ocean Supercluster, based in Atlantic Canada, focusing on industries like fisheries, oil and gas, and clean energy; SCALE.AI Supercluster based in Quebec, focusing on intelligent supply chains, artificial intelligence and robotics; Advanced Manufacturing Supercluster based in Ontario, focusing on connecting technology to manufacturing; Protein Industries Supercluster based in the Prairies, focusing on plant proteins and worldwide food shortages; and the Digital Technology Supercluster based in British Columbia, focusing on Big Data and digital technologies in key sectors like healthcare, forestry and manufacturing. At least three of the Superclusters present opportunities for aviation and aerospace companies; to leverage findings from what must be considered one of Canada’s most-ambitious plans to spread innovation across its economy – to remain competitive
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ON THE FLY For aviation news and exclusive web content, please visit us at Wingsmagazine.com
10 11 12 14 14
THE LEAD CARGO MANUFACTURING AIRPORTS PEOPLE
THE LEAD
CAE EMBARKS ON $1 BILLION PROJECT DIGITAL INTELLIGENCE CAE and government partners unveiled plans to invest $1 billion over the next five years to innovate aviation training platforms. This includes primary funding for CAE’s new Project Digital Intelligence initiative, described by the company as a digital transformation project to develop next-generation training solutions for aviation, defence and security, and healthcare. Canadian Prime Minister Justin Trudeau and Québec Premier Philippe Couillard joined CAE executives in Montréal to announce the investment plan, which includes partnership funding of $150 million from the Government of Canada and $50 million from the Government of Québec over five years. CAE notes this is one of the mostsignificant investments in innovation in the aviation training industry globally. The total $1 billion project is designed for CAE to continue to play a key role in
making air travel safer, defence forces mission ready, and helping medical personnel save lives. CAE explains other benefits will include reducing aviation’s environmental footprint and addressing the worldwide demand for aircrews. Project Digital Intelligence will leverage artificial intelligence, Big Data, cloudcomputing, cybersecurity, or augmented reality, and virtual reality tools. The project includes three major activity areas: Advanced digital technology development, digital transformation of the training and user experience, as well as CAE innovation and collaboration facilities.
EMERGENCY SERVICES
CASCADE TO PROVIDE VIKING FIREFIGHTER CONVERSION FOR LONGVIEW Longview Aviation Capital of Victoria, British Columbia, reached an agreement with Cascade Aerospace of Abbotsford, British Columbia, to provide training and resources in support of the Viking CL-415EAF Enhanced Aerial Firefighter conversion program. Longview explains its selection of Cascade, an operating unit of IMP Aerospace & Defence, for the conversion program is based in part on Cascade’s previous experience converting nine Canadair CL-215 firefighting aircraft to a CL-215T turbine configuration for the provinces of Alberta and Saskatchewan.
The CL-415EAF turbine conversion program is based on the Canadair CL-215T configuration and encompasses installation of two Pratt & Whitney Canada PW 123AF turboprop engines.
The initial Viking CL-415EAF turbine conversion will be conducted at Cascade’s facilities at the Abbotsford International Airport. It is scheduled to begin in September 2018. Cascade will provide training to Longview observers during this initial conversion and will then send support staff to provide on-site training at Longview’s facilities in Calgary, Alberta, for the second and subsequent CL-415EAF conversions. The CL-415EAF turbine conversion program is based on the Canadair CL-215T configuration, and encompasses installation of two Pratt & Whitney Canada PW 123AF turboprop engines, integration of a new digital avionics suite, installation of six new aircraft structures (including winglets and finlets), upgraded power-assist flight controls, installation of a new power distribution system along with complete rewiring of the aircraft, and incorporation of 75 Service Bulletins associated with the CL-215T conversion kit.
AVIATION
Québec Premier Philippe Couillard, CAE CEO Marc Parent and Canadian Prime Minister Justin Trudeau celebrate a five-year, $1 billion plan to continue Canada's position as a world leader in training. 10 WINGS | September/October 2018
Winnipeg-based Vanguard Air Care, a part of the Fast Air group of companies, is the first to join Sky Regional Airlines’ new Sky Path pilot gateway program. As a result, qualified Vanguard pilots who are accepted will be eligible to join Sky Regional in first officer positions on its fleet of Embraer 175 jet aircraft after a requisite amount of time at Vanguard. Sky Regional operates flights to WWW.WINGSMAGAZINE.COM
PHOTO: CAE, LONGVIEW AVIATION
SKY REGIONAL ADDS VANGUARD TO SKY PATH PROGRAM
Celebrating commitment to Sky Path are (left to right): Satesh Ramdeo, chief pilot, Sky Regional; Brent Card, VP flight operations, Sky Regional; Kevin Lawes, chief pilot, Vanguard; Ross Bale, chief flight medic, Vanguard; Matt Johnson, operations manager, Fast Air; and Anthony Dyck, general manager, Fast Air.
destinations across Canada and the United States under the Air Canada Express banner. Licensed by the Manitoba government to provide medevac services, Vanguard operates a fleet of Garmin-equipped King Air 200 aircraft. “We are very pleased to help our pilots define their future careers and provide significant advancement opportunities in partnership with Sky Regional,” said Kevin Lawes, Vanguard chief pilot. “We are devoted to finding the best pilots, and the Sky Path program will help aid us in that mission.”
the organizers describe as being nearly 2 per cent above 2017’s record total. “EAA members and aviation enthusiasts attended in large numbers, even without the presence of a military jet team as we had in 2017,” said EAA chairman Jack Pelton. “Our efforts to create unique attractions and aviation highlights across the grounds were incredibly successful. Attendance on opening day was the best in our history.” More than 10,000 aircraft arrived at
OSHKOSH 2018 FACTS AND FIGURES Organizers of the annual EAA AirVenture Oshkosh event reported statistics from its 2018 event, which ran from July 23 to 29 at Wittman Regional Airport in Oshkosh, Wisconsin. The group also announced winners of the 2018 Lindy Awards, which includes five Canadian entries. Attendance at AirVenture Oshkosh 2018 was approximately 601,000, which
The new Pilatus PC-24 on display at AirVenture Oshkosh by Levaero Aviation from Canada, the country representing the most registered international visitors.
Wittman Regional and other airports in east-central Wisconsin. At Wittman alone, there were 19,588 aircraft operations in the 11-day period from July 20 to 30, which is an average of approximately 134 takeoffs/ landings per hour. There were 2,979 showplanes at Oshkosh 2018, representing the second straight year of having more than 2,900 such aircraft on display: 1,160 homebuilt aircraft (5 per cent increase), 1,094 vintage airplanes, 377 warbirds (7 per cent increase), 185 ultralights and light-sport aircraft, 75 seaplanes, 22 rotorcraft, 52 aerobatic aircraft, and 14 hot air balloons.
AEROSPACE
BOEING’S FIRST TEST PILOT ASTRONAUT Chris Ferguson, who led the final mission of America’s Space Shuttle Program, will return to the International Space Station as a commercial test pilot of the Boeing CST-100 Starliner spacecraft. Starliner is being developed in collaboration with NASA’s Commercial Crew Program, a partnership between NASA and the aerospace industry. The spacecraft is designed to transport passengers and cargo to and from low-Earth orbit. When it retired the space shuttle program seven years ago, NASA signalled the start of a new era in the commercialization of low-Earth orbit missions. NASA is working on its own ambitious Space Launch System, leveraging the Orion Spacecraft, for carrying heavier loads and exploring further out in the solar system, as private and public enterprises initially focus on newly available contracts for lowEarth orbit delivery vehicles.
CARGO
PHOTO: SKY REGIONAL AIRLINES, LEVAERO
AIR CANADA CARGO FIRST TO GET GLOBAL ANIMAL CERTIFICATION Air Canada Cargo becomes the first airline in the world to receive a new global certification for the safe transport of live animals. The International Air Transport Association (IATA) awarded Air Canada Cargo with the Center of Excellence for Independent Validators for Live Animals Logistics (CEIV Live Animals) Certification following a verification process in its Montreal facility. IATA launched the new standardized global certification program earlier this year to improve and reinforce the safety and welfare of animals travelling by air. Air Canada Cargo was chosen as a pilot operation for the program. The airline explains this certification reinforces that its WWW.WINGSMAGAZINE.COM
Cargo business is operating to the highest standards in the transport of live animals, be it exotic species or household pets. In 2017, Air Canada Cargo handled more than 18,000 different animal shipments across its network. From January to July 2018, as part of a thorough audit, IATA’s specialists reviewed Air Canada Cargo’s live animal transport policies and procedures in its Montreal facility. Compliance with Canadian Food Inspection Agency (CFIA) was fully reviewed as was compliance with protocols like the Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES). September/October 2018 | WINGS
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ON THE
FLY
schedule released by NASA on August 2, 2018, suggests SpaceX will be first to send astronauts into low-Earth orbit. SpaceX is set to fly Demo-2, its first crewed test flight, in April 2019, according to the newly released schedule, and Boeing is slatted for its first crew test flight at some point in mid-2019.
Astronauts Eric Boe, Chris Ferguson and Nicole Mann will be the inaugural crew of the Boeing CST-100 Starliner when it begins testing to service the International Space Station.
In September 2014, according Bloomberg News, NASA awarded Boeing and SpaceX a combined US$6.8 billion to revive the U.S.’ ability to fly to the International Space Station (ISS). As SpaceX CEO Elon Musk and Boeing CEO Dennis Muilenburg publicly challenged each other over who would be the first to send astronauts to Mars, a launch
BURLOAK LAUNCH PARTNER FOR GE ADDITIVE NETWORK Burloak Technologies of Burlington, Ont., reached an agreement to become one of the first companies to join GE Additive’s newly launched Manufacturing Partner Network (MPN). As a launch partner for MPN, Burloak, a division of Samuel, Son & Co., will work closely with GE Additive to accelerate the use of additive manufacturing technologies across a number of market segments,
Jason Oliver, CEO, GE Additive; Simon Wall, EVP & CCO, Samuel & Son; Peter Adam, CEO, Burloak; and Keith Campbell, senior sales director, GE Additive.
including aerospace. Burloak will invest in GE Additive equipment, materials, software and technology and use them as a development platform to scale production and industrialization of all work referred through the MPN. In May 2018, Burloak announced the establishment of its $104 million Additive Manufacturing Center of Excellence
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PHOTO: BOB FERGUSON/BOEING, GE ADDITIVE
MANUFACTURING
PHOTO: CNW GROUP/MAGELLAN AEROSPACE
in Oakville, creating 65 new jobs and retaining 16 positions. The centre is being built with $7 million of support from Ontario’s Jobs and Prosperity Fund. The Additive Manufacturing Center of Excellence, according to Burloak, will provide every service required to move customer projects from concept to optimized design for additive manufacturing (DFAM) to full-scale production in a single location. The centre is expected to be fully operational in the first quarter of 2019.
MAGELLAN CASTINGS FOR PRATT & WHITNEY Magellan Aerospace, headquartered in Mississauga, Ont., signed a six-year agreement with Pratt & Whitney to manufacture aluminum castings for the latter’s Next Generation Product Family (NGPF) of engines. This family focuses on Pratt & Whitney’s GTF engine, with its unique – industry-changing – geared fan
through 2023. Magellan will utilize 3D sand printing and automated pouring to produce these components.
BOEING HORIZONX INVESTS IN DIGITAL ALLOYS 3D PRINTING
Magellan utilizes sand casting technologies, including 3D sand printing and automated pouring.
technology currently powering the Airbus A320neo, Airbus A220 (formerly known as Bombardier C-Series), Embraer E2 series and Mitsubishi MRJ aircraft. Under the new purchase agreement, the aluminum castings will be produced at Magellan’s facilities in Haley, Ont., and Glendale, Arizona. The agreement is expected to generate approximately $81 million in revenue for Magellan
Boeing through its HorizonX Ventures arm made an investment in Digital Alloys Inc., a Burlington, Mass.-based company developing high-speed, multi-metal additive manufacturing systems that produce 3D-printed parts for aerospace and other production applications. Additive manufacturing is quickly moving beyond the early adoption phase in several industries, including aerospace. Today, Boeing has more than 60,000 3D-printed parts flying on space, commercial and defense products. Digital Alloys’ Joule Printing technology can rapidly combine multiple metals into each part, explains Boeing, which enhances thermal, electrical, magnetic and
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ON THE
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mechanical properties. The process allows metals like titanium and high-temperature alloys to be 3D-printed for parts that can be used on Boeing products. Formed in January 2017, Digital Alloys developed a patented 3D-printing approach that avoids the cost and complexity of powder-based systems, explains Boeing, and delivers higher resolution than other wire-based 3D-printing techniques.
AUTONOMOUS
SKY GUYS GRANTED PERMIT FOR DX-3 PROJECT Drone operator and developer The Sky Guys, with operations in Toronto and Vancouver, received a Special Flight Operations Certificate (SFOC) for its DX-3 Vanguard, which the company describes as a landmark development project. The new permit allows for commercial Unmanned Aircraft System (UAS) flights to perform testing of the DX-3 Vanguard. This will involve putting the DX-3 through what the company describes as critical elements of integrated flight testing, including performance benchmarking
and evaluating Vertical Takeoff and Landing (VTOL), transition, forward-flight, endurance, systems safety, and various aspects of human factors. The SFOC approval, explains the company, comes after months of testing and evaluation in a controlled laboratory environment. Initial flight testing, to be conducted at Toronto Markham Airport CNU8, will consist of Line of Sight (LOS) and simulated Beyond Visual Line of Sight (BVLOS) only. The Sky Guys has been working closely with partners in industry, law enforcement and defence to define test protocols that will establish the DX-3 as leading technology among NATO Class 1/DoD Group 2 Class UAVs.
PEOPLE
NOREJKO TO LEAD CANADIAN BUSINESS AVIATION ASSOCIATION Anthony Norejko becomes president and CEO of the Canadian Business Aviation Association (CBAA). He joined the CBAA board in 2014 and most recently served as its vice president, member relations and
The DX-3 Vanguard can fly for more than 24 hours and 1,500 kilometres.
development. The CBAA explains Norejko made his mark as one of its directors by working to strengthen the association and its membership, which currently includes some 400 members located across the country. The CBAA pegs Canada’s business aviation sector as generating $12.1 billion annually. Norejko played a pivotal role, explains the CBAA, in working with the Greater Toronto Airport Authority (GTAA) on slot restrictions, taking a critical position in establishing the CBAA/GTAA Technical Working Group. The CBAA points to Norejko’s leadership in business aviation as director of aviation and chief pilot for Walmart Canada, and later as the principle of his own aviation-service company, CrewSked. He has also developed financial and strategic planning experience as founder of MoneyUpstream Coaching and, more recently, as vice president, strategy and operations, north, at FirstService Residential.
CURRAN TO LEAD BOEING AVIONX Boeing named Brendan Curran president of Boeing AvionX, an organization formed last year to focus on the development and production of avionics and electronics systems. Curran, who has more than 20 years of aerospace industry leadership, joins Boeing from Crane Co., where he served as president of the Aerospace & Electronics Group. Prior to Crane, Curran was vice president of business development, strategy and partnerships for commercial engines at Pratt & Whitney. Before that, he was vice president and general manager of repair and supply chain for Hamilton Sundstrand.
AIRPORTS
Amarjeet Sohi, Minister of Natural Resources and Member of Parliament for Edmonton Mill Woods, yesterday announced a series of Government of Canada investments for safety improvements at three Alberta airports. “The High Level, Lethbridge and Red Deer airports are important hubs for residents and businesses in this region,” said Sohi. “This investment will help ensure continued safe operations for passengers, flight crews and employees, who rely on these airports to support the regional economy and its social development.” 14 WINGS | September/October 2018
The funding round, which comes from Transport Canada’s Airports Capital Assistance Program (ACAP), includes spending $5,714,821 for the rehabilitation of Runway 13-31 and Taxiways A and B at High Level Airport located in the north-western region of Alberta on the Mackenzie Highway, approximately eight hours north of Edmonton. At Lethbridge Airport, $98,000 will be invested to purchase a de-icer. At Red Deer Airport, $271,450 will be invested to replace a wheeled loader, which is used for pulling snow removal or deicing equipment. | W WWW.WINGSMAGAZINE.COM
PHOTO: THE SKY GUYS
FUNDING FOR THREE ALBERTA AIRPORTS
AT THE
GATE
By Brian Dunn
Commercial props
Is the turboprop era over for airlines or taking a new regional position
O
16 WINGS | September/October 2018
Air Canada, WestJet and Porter, among others, rely heavily on the Dash 8 to move passengers around, but the heyday of turboprops is Certainly over. the Q400, added Aboulafia. “There are few point-to-point prop routes left and the 400 has a different range class than the A220, about 500 nautical miles versus 2,500 to 3,000 miles. Having said that, the 400 doesn’t have a huge order backlog, basically living from hand to mouth for a long time now. It’s not a cause for panic, but no cause for celebration either.” One of the big issues was the fact Bombardier was dedicating so many resources in getting the CSeries to market, that its other programs were being neglected, including the Q400. That enabled the ATR to leap ahead of its rival in terms of new technologies and cabin design. “You can argue the 400 is a faster, more rugged aircraft than the ATR which is a lighter, but more expensive aircraft,’ noted Aboulafia. “Now, Bombardier is putting a lot more resources into the 400 which is a welcomed sign.” The company said as much at the Farnborough Airshow in July when Patrick Baudis, vice president of marketing, Bombardier Commercial Aircraft, said in an interview with Aviation Week that Bombardier was focused on
regaining market share for its CRJ and Q Series aircraft. He also pointed out that they’ve upped their game, capturing 40 per cent of regional aircraft sales last year between the CRJ and Q400 thanks in part to a new 90-seat Q400 (pictured above). The Q400 received another vote of confidence at Farnborough in another interview in the same publication with Bombardier Commercial Aircraft president Fred Cromer who was debuting the company’s Atmosphere cabin in a Delta Connection CRJ 900 regional jet. Cromer said the company is considering adopting the cabin for the Q400 which has been described as a “game-changer” for regional aircraft. Essentially, the cabin offers better lighting and larger overhead bins found in larger aircraft. Larger bins are the top request for regional aircraft operators, according to Cromer. The smaller bins on regional aircraft have often resulted in luggage being taken off passengers at the gate and placed in the hold, which is both time-consuming and unpopular with travellers. The CRJ also has what Bombardier claims is the first full mood lighting in a regional aircraft. The lighting and cabin moldings help make the new CRJ more spacious. The mood lighting is also being considered for the Q400. | W Brian Dunn is a Wings contributor. WWW.WINGSMAGAZINE.COM
PHOTO: BOMBARDIER
n July 4, the final Dash 8-300 flight at American Airlines’ regional carrier Piedmont Airlines landed at Salisbury, Maryland, at dusk from Charlotte, North Carolina. American was the final operator of turboprops among the Big Three carriers and their affiliates, joining Delta Airlines and United which no longer fly prop planes. Both Delta and American first began operations in 1928. American followed in 1936. Piedmont began flying the Dash 8-300 in May 1985. The retirement of American’s prop planes followed similar decisions at Delta and United, which have replaced them with a mix of Bombardier and Embraer SA regional jets. American replaced the Salisbury flights with Embraer 145 jets. The turboprop is hardly gone from U.S. skies. Horizon Air, a subsidiary of Alaska Air, still flies the Bombardier Q400 and Empire Airlines flies the ATR 42-500 in Hawaii for Hawaiian Holdings’s Ohana division. And here in Canada, Air Canada, WestJet and Porter among others rely heavily on the Dash 8 to move passengers around. But the heyday of turboprops is certainly over, according to Richard Aboulafia, vice president, analysis, at Teal Group, an aerospace consulting firm in Fairfax, Virginia. While the turboprop market is “stable,” it is a fraction of its former self and mostly for non-U.S. carriers. “When Continental Express [which ceased operations in 2012 when Continental Airlines merged with United Airlines] announced years ago it was going to fly the Dash 8, there was all sorts of excitement in the industry that the turboprop was going to get a new lease on life. But with the mergers and consolidation of the industry in the past two decades, it was short lived. In North America, it seems only Alaska Air and Porter are the only ones flying them.” And the Q400 isn’t doing as well as the ATR which is using the Bombardier aircraft as “a punching bag,” said Aboulafia. However, Q400 sales shouldn’t be affected by the A220 (formerly CSeries), which is starting to gain traction as part of Airbus after a slow start out of the gate. So, no threat of the A220 cannibalizing sales of
POSITION
REPORT
By Tim Anderson
Canadian aviation ownership Adapting and thriving amid the changing global landscape
T
here has always been a pride and often a preference toward Canadian-made aircraft. During our aviation conversations, we often talk about the good ol’ days when de Havilland Canada was pumping out legendary aircraft like the Beaver, Twin Otter and Dash 7. Around the same time, Canadair was giving us several contact-built fighter aircraft, as well as the giant CP-107 Argus and the ground-breaking CL-84 Dynavert. Of course, who can forget Avro Aircraft and the marvellous CF-105 Arrow (pictured right) or Pratt & Whitney Canada with its impressive PT6. It seems we always consider those times as the best of Canadian aviation and we have a constant concern when looking at the ownership of the current global aviation landscape. There are always fears that foreign ownership will result in the loss of Canadian jobs – and ultimately the loss of knowledge and talent. These fears are not completely unwarranted. There have been several major domestic aviation companies that have been purchased by foreign organizations in recent years. This includes Diamond Aircraft being purchased by Wanfeng Aviation; Cirrus Aircraft being bought by China Aviation Industry General Aircraft; TeledyneContinental Motors being purchased by AVIC International; and Money Aircraft being bought by Soaring America Corp. The most recent change seems to hit closer to home, with Airbus taking 51 per cent of the Bombardier CSeries program, which Airbus has subsequently renamed as the A220. But let’s look at what has resulted from these ownership changes. In the examples of Diamond and Mooney, it has resulted in dramatic hiring initiatives and an increase in production. For Mooney, it has resulted in a restart of production. While the changes with the CSeries/A220 are still developing, there have already been signs of increased interest from buyers and a commitment to Bombardier’s Canadian facilities. All of these points are promising for the future even if there are many who feel these cannot bring long-term benefits to the country, because of the potential negative externalities. For those glass-half-empty WWW.WINGSMAGAZINE.COM
Regardless of top ownership, our industry is thriving as one of the widest ranging and most advanced in the aviation world. individuals, it is worth looking at the past and those companies I mentioned above. de Havilland Canada was a subsidiary of de Havilland UK, which was later purchased by the Hawker Siddeley group. In addition to de Havilland, Avro and its engine manufacturer, Orenda, were also owned by Hawker Siddeley. Canadair for many years was owned by General Dynamics of the U.S. and Diamond Aircraft has always been the North American component of its Austrian parent company until its recent sale to Chinese interests. It may seem there really isn’t a true Canadian aviation company, but don’t despair. Regardless of the eventual top ownership, aviation is thriving as one of the widest ranging and most advanced industries in the world. Bombardier has its record-breaking Global business jet family, as well as the Q400 regional turboprop. Pratt & Whitney produces not only the legendary PT6, but many other top-tier engines. We also have companies such as Héroux-Devtek and UTC Aerospace Landing Systems producing the world’s best landing gear assemblies. There is also another company that is still truly Canadian made, Viking Air of Victoria, BC. Viking holds the type certificates for the former de Havilland Canada line from
the DCH-1 Chipmunk to the DHC-7 Dash 7. It also manufactures the new DCH-6-400 Twin Otter Series 400. More recently, Viking purchased the type certificates for the CL215/415 from Bombardier. From this move, Viking is in the works to introduce the CL-415EAF Enhanced Aerial Firefighter. This program is being conducted through its sister company Longview Aviation Services in collaboration with Cascade Aerospace. Canada has a long and distinguished aviation history. We have and continue to produce some of the most-advanced and remarkable aircraft and components in the world. Our companies for the most part have always had an outside parent company or a major partner, yet they are still here. There are plenty of jobs available and the industry is growing – in some sectors at an unprecedented rate. Foreign interests in our companies, when conducted properly, can be a very healthy and productive step for the future of Canada. We have made mistakes in the past, but if you look at the current industry, and how it has evolved, you can see business is very healthy. The world changes quicker than ever, but the Canadian aviation industry has proven itself as a catalyst of change and as a master of adaptation. | W Tim Anderson, AME M1, M2, is a commercial, multi IFR pilot; co-owner of Anderson Aviation; and a professor at Fanshawe’s Norton Wolf School of Aviation Technology. September/October 2018 | WINGS 17
IN THE
COCKPIT By Erika Armstrong
Pull head out of donkey
The challenge of situational awareness for pilots and team members
I
n 1972, an L-1011 operated by Eastern Airlines was preparing to land at Miami International Airport, but when they selected gear down, the indicator showed that the nose gear was not properly locked in the “down” position. It was just a burned out bulb, but all three pilots were so focused on fixing a light bulb that they didn’t notice the autopilot had disconnected and was slowly descending 163 passengers and 13 crew members into the Florida Everglades. The captain’s final words on the cockpit voice recorder were, “Hey, what’s happening here…?” The painfully simple answer was lack of situational awareness. With the recent Air Canada incident in which an Airbus A320 almost landed on a taxiway with four other airliners on it, and the Asiana 214 crash, both at San Francisco International Airport, the question has come up again as to how highly experienced pilots could crash (or almost crash) a perfect airplane, on a perfect day, at a perfect airport. One of the culprits is automation. Each is an example of the extreme. Too much or too little. In the Asiana crash, the glideslope was inoperative so they were landing visually. No big deal. However, the captain selected an inappropriate autopilot mode, which, without the captain’s awareness, resulted in the auto throttle no longer controlling airspeed. The airspeed just slipped away because the pilots completely relied on the automation to take care of airspeed. The aircraft then descended below the desired glidepath with the crew unaware of the decreasing airspeed. The attempted goaround was conducted below 100 feet, by which time it was too late. Over-reliance on automation was cited as a major factor contributing to the accident. Air Canada, the other extreme. They didn’t use it. Since it was a visual approach, they just looked out the window and didn’t notice they were off their lateral track. They were certain they were lined up with the runway so their brains pushed aside other visual cues and without instrument backup, didn’t know they were off course. Landing visual is a routine task, but
18 WINGS | September/October 2018
kids to lose their situational awareness when the television is on. If they are focused on their favourite show, the walls can come crashing down around them, but because they are so engrossed in one particular input, they disregard all other incoming information. I once had a bird sneak into my house and as it was flying around the family room, over my kids’ heads, they were so engrossed in Scooby Doo that they didn’t even realize there was a bird in the room. My favourite example of situational awareness occurred on a Boeing 727-200 at the company I worked for. The incident occurred while an aircraft was parked at the gate in Minneapolis. The crew had flown the aircraft in and was preparing it for the next leg. They were about halfway through boarding passengers when their auxiliary power unit (APU) failed. Not a big deal, but the APU provides electricity and air conditioning on the ground so when it failed, the aircraft went dark and since passengers were loading; they wanted to get power back on as quickly as possible. There is usually power available at the gate, but since Murphy’s Law prevails, this was not working either so the captain logically decided to start an engine and use the power provided from the engine. The crew followed proper procedure and notified the ground crew they were starting the #1 engine. What they didn’t realize is that the catering company was
When one wrong move can mean death, awareness of your surroundings is a mindset. when someone gets too reliant on having the computer guide them, they lose the ability to do something as simple as landing with visual cues. But even reliance on automation falls back into the category of lacking situational awareness. In the case of Asiana, it was out of the realm of possibility that they would crash during the most routine task for any pilot – landing on a beautiful day with a fully functioning aircraft. How did this crew defy the odds? They couldn’t believe what they were seeing because no one with that much experience makes that kind of mistake, so they all ignored the obvious and assumed what they were seeing was wrong. They didn’t respond to the obviously low airspeed, the unusual pitch attitude, rate of descent, and low altitude because it just couldn’t be happening. Corporate culture and workplace hierarchy were factors, but the final answer is lack of situational awareness. They saw the mistakes, but their minds didn’t process it to the point of being able to react to it. We all lose our situational awareness. It’s what happens when you are talking on your cell phone while driving. When you hang up, you can’t recall the details of the drive while you were on the phone. I am flabbergasted at the ability of my
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running late and had just pulled up to the aircraft and their loading platform was lifted up to the left side galley door, located in front of the #1 engine. The catering employee had arrived before the engine started its rotation, so he had time to walk across the platform to bring in two loads of sodas into the galley. After the second load, he stopped in the galley to chat with the flight attendants and heard the slow wind up of a jet engine, but not for one moment did he consider that it was coming from the airplane he was standing on. He had to yell to the flight attendants louder and louder as the engine wound up and settled into its idle rpm – which is still extremely loud on a Boeing 727. The caterer got so tired of yelling above the roar, he decided to head back into his catering truck for some peace and quiet. He took one step out onto the platform and got sucked into the engine. Wait! It’s okay. He was quick enough to hang onto the engine nacelle for dear life and thankfully, the flight attendant saw a flash out of the corner of her eye and realized he’d stepped out onto the platform. She screamed and instinctively grabbed the PA microphone and kept yelling, “Shut down the engine, shut down the engine!” until the crew shut it down. The caterer was unharmed except for the frostbite he received from the air moving across his skin at an accelerated rate (and he probably had to change his underwear). When the caterer was interviewed by the National Transportation Safety Board about the near fatal mistake, he specifically remembered that the rotating beacon came on as they pulled up to the aircraft. Ground crew employees are taught that a rotating beacon means an engine is running or about to start. He said he assumed (ass-u-me) that the pilots just forgot to turn it off. When asked if he heard the engine start, he said that he had heard an engine start, but he assumed that it was the aircraft next to them. When asked if he felt the engine running, he said he did, but it just didn’t “sink in” that it was coming from the plane he was standing on. When asked why he was talking to the flight attendants in the galley, he said he was enamored with one of them… Aha, a reason for his lack of situational awareness! When working in an environment where one wrong move means death, awareness of your surroundings must become a mindset. And it’s not just for aviation employees or law enforcement; this applies to anyone
driving a car, walking in a crosswalk or even hiking a 14er. It’s required in any situation that requires an elevated level of attention, and it’s not just about making a mistake; it’s about paying attention to all the information coming in, interpreting it properly, and reacting appropriately. When I was flying a Falcon 20 for a charter company, someone added, in permanent marker, one additional item to the Before Takeoff Checklist. It said, item “1. Pull head out of (donkey).” Check. That one simple command, not officially listed, is the most important item on
any pilot’s checklist. It means to open up your field of input and acknowledge what you’re seeing. When you’re sitting at home on the couch, go ahead and dump your situational awareness, but when you’re driving a car or in any situation that could alter the life of another, pull your head out of your donkey. | W Erika Armstrong is director of Instructional Design at Advanced Aircrew Academy , Aviation Professor at MSU Denver and author of A CHICK IN THE COCKPIT. She can be reached at erika@achickinthecockpit.com
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2018-08-22 8:37 AM
AVIATION
SUPPLY
By Michael Perrotta
Six tips for your stores room
Saving countless work hours and substantial capital investment
D
epending on the size of your business, scope of services, number of bases in operation, and available resources, managing an efficient stores room and tracking inventory can be a challenge. Regardless of business size and stock on hand, however, if you are not accurately maintaining proper inventory control, you are negatively impacting the company’s bottom line. To assist you with better managing your stores room and improving your supply chain management, the following six key tips can save countless work hours, preserve capital and enhance business efficiencies.
for the setting of an economic value. A good system should be able to recommend a reorder quantity without over-purchasing – as defined by the Max level. Min/Max values in any setup should be adhered to as closely as possible. Reporting should be done on a weekly basis to ensure there will always be enough stock on hand.
5. What do we have?
1. Location, location, location
2. Where did that come from? Another key element to managing a stores room more effectively is using a batch reference field. This field can be populated as consumable batches get split apart, which makes tracing back to the original Vendor Lot number a simple task. It is critical for an operation to easily ascertain the original vendor, for example, if there is a recall on parts. A recall on defective washers can be a nightmare for a business that does not utilize a batch reference field.
3. We’ve got Issues Parts should never leave the stores room without a listed job that they were used 20 WINGS | September/October 2018
It is critical for an organization to easily ascertain the original vendor, for example, if there is a recall on parts. on, along with corresponding details. The practice of real-time data processing benefits stores room accuracy when issuing parts, but its also extends to other activities like receiving, shipping and returns. Stores departments can leverage a ‘No Task Card, No Parts’ mentality. A strict policy like this may seem rigid and overbearing, particularly to those technicians who follow their own set of procedures out of habit, but, in reality, one of your highest expenses is carrying stock. So when stock walks out of the room and cannot be traced, you end up with inaccurate counts, causing shortages or overages.
4. Is too much ever enough? When managing stores rooms it is important that the principles of Min/Max are implemented to guarantee that you have adequate stock levels at all times, without exceeding what is economically feasible. Individual parts can all have a master Min/Max level set, but this can be taken to another level, as software allows
6. Is this a fixer upper? It is critical to conduct consistent reviews of what is in your quarantine area, whether it is a cage or an entire room with its own shelving, and actioning anything required on an ongoing basis (repairs, scrapping parts, sales, etc.). Addressing these issues in a timely fashion can save an organization on costs, not only from AOG situations, but also from having to always purchase parts. A regular process of review and actioning allows users to always stay on top of the items within the quarantine area. A good system should also tag any items waiting to be actioned. | W Michael Perrotta is a subject matter expert at WinAir, an industry leading aviation management software provider. info@winair.ca. WWW.WINGSMAGAZINE.COM
PHOTO: WINAIR
To ensure parts within a stores room are easily identified and located during busy times, it is imperative for the location of parts to be clearly defined on the parts label when received. A recommended method to use is a 6-code bin-location system consisting of: Building, Room, Row, Section, Shelf and Box. It is better to use an alpha-based system, as opposed to a numerical one, since the former provides you with more options per character than the latter (26 letters versus 10 numbers). A code like AAAEFC, for example, would describe to a stores clerk that the part is located in Building A, Room A, Row A, Section E, Shelf F and Box C. If all stock is to always be housed in a main building and not at any other base, then this system can be applied using a 4-code structure, by using the titles Row, Section, Shelf and Box.
It is not uncommon for operators to perform inventory counts on a biannual or quarterly basis. Regular stock counts ensure a more accurate current inventory. This goes handin-hand with the first four principles, as they all lead up to the inventory count. I recommend that you take inventory one step further and facilitate cyclical stock counts. These types of counts occur all year long, simply by counting a few boxes a day. Quarterly and biannual stock counts are a real distraction to your team and cost to your business, because they take much longer to complete.
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WOMEN IN
AVIATION By Kendra Kincade
Serving a world in motion The untapped market of air traffic control
N
o, I don’t work with red wands out on the apron; no, I don’t get cold working outside in winter; and, no, the airplane noise does not hurt my ears. But, yes, these are all questions I have heard when I tell people about what I do as an air traffic controller. I want to highlight some of the careers in air traffic services and showcase two women who help make the skies safe. NAV CANADA is the company that owns and operates Canada’s civil air navigation service (ANS) which provides air traffic services across the country. This is no small feat as the organization manages more than 18 million square kilometres of Canadian and oceanic airspace and approximately 3.3 million flights a year. What is not as widely known is, that currently in Canada, only 17 per cent of air traffic controllers are women. Compared to female pilots and aircraft mechanics, this number is actually well above average, but 17 per cent is still a low number. Especially when a career in air traffic services is such a rewarding, fulfilling one. There are three types of air traffic service careers in Canada. The first is as a flight service specialist, who provides the pilot valuable advisory, flight and weather information, often in remote locations. The second is as a tower controller, who works in the control tower at an airport and who controls aircraft at, and in the vicinity of, the airport. Finally, the third is as an area controller, who is someone that works inside one of seven centres across Canada. These centres are where all the aircraft are controlled across Canada and over part of the ocean. Kristina Murphy is a tower controller in St. Johns’, Newfoundland and Labrador. “There’s a certain thrill in being an air traffic controller, one that you can’t describe until you take the mic, clear an airplane for take-off and watch it climb into the sky,” says Murphy. “No two days are alike and there’s something to be said about having a career where every day brings a new challenge.” Murphy helps advocate her career to women through Elevate Aviation based in Edmonton, Alberta. Ashley Dale is an area controller at the 22 WINGS | September/October 2018
Ashley Dale is an area controller at the Air Operations Centre in Edmonton.
Montreal air traffic control centre, make an Automatic Dependant Surveillance Broadcast (ADS-B) box to track airplanes live, and much more. Next year, the camp will be extended to two weeks and all genders can apply. For young people looking at aviation as a possible career, they can also contact Elevate Aviation to learn more about specific roles in aviation, arrange a visit to get in and see these roles in action, and even to speak to a personal mentor. Elevate will have cross country tours visiting 20 locations across Canada in March 2019. Attendees will be able to take part in a free day of presentations from aviation professionals, touring different aviation facilities, which will include an air traffic control centre or an air traffic control tower. If you are looking for a career that stimulates you, challenges you, offers a wonderful lifestyle, and is a career you can be deeply proud of, I encourage you to take a look at air traffic control and join us in serving a world in motion. | W
There's a certain thrill being an air traffic controller, one you can't describe until you take the mic. Air Operations Centre in Edmonton. “I love being an air traffic controller because it’s dynamic and fast paced,” she says. “I’m constantly learning new skills and improving on old ones.” Dale controls aircraft flying through an area of airspace known as the Edmonton Enroute specialty. Both women never knew about the variety of careers in air traffic services until they were introduced by friends. This elusive career has been a well-kept secret and, in my humble opinion, it’s time to shout out loud and clear that this is one career everyone should stop and take a look at. NAV CANADA will be holding its second annual Explore Aviation Summer Camp, being held in 2019, which accepts applications from students going into grade 10. This year was the first summer camp where 30 young women from across Canada spent a week in Cornwall, Ont., and travelled to Montreal and Ottawa on day trips. The young women had the chance to practice in air traffic control simulators, visit the Ottawa air traffic control tower, the
Kendra Kincade is an air traffic controller with NAV Canada and the founder of Elevate Aviation. WWW.WINGSMAGAZINE.COM
ALTERNATE
APPROACH By David Carr |
A tale of two cities
Influencing the position of aviation in Montreal and Toronto
PHOTO: AIRBUS
I
t was bittersweet at this year’s Farnborough Air Show as the Bombardier CSeries took to the skies resplendent in a new Airbus paint job. The tie up with Airbus will keep the Montréal production line humming for years to come. Still, the Airbus A220’s coming out party was a reminder that Canada’s shot at a game-changing crossover from regional jets to mainline airliners fell short of the finish line. No doubt the Brazilians will feel a similar pang of regret next year in Paris, although there is no indication yet that the proposed 80 per cent takeover of Embraer’s airliner business by Boeing will include a rebrand of the next generation of the popular E-Jet family. The Airbus deal is reminiscent of the North American automobile crisis of 2009, when Italy’s Fiat walked away with 35 per cent of bankrupt Chrysler for no cash and billions of dollars in U.S. bailout money in exchange for advanced automotive technology and management expertise. Bombardier will concentrate on revitalizing its regional aircraft product line and corporate jet business. Both businesses made a positive splash recently with the surprise unveiling of the Roll Roycepowered Global 5500 and 6500 at EBACE and display of the advanced Atmosphere cabin for the CRJ family at Farnborough. The Farnborough air display was a positive reset after the bitter cross border trade dispute that had the potential to sink the CSeries program, although a trade complaint by Embraer is still on the docket at the World Trade Organization. There was always a Janus quality to the Boeing case. Like the ancient Roman God of beginnings and ends, Boeing had one eye on how the American aerospace industry had underestimated Airbus, while keeping another on Asia and the inevitable emergence of a competitive threat by China. That is unlikely before 2025 at the earliest, but given the development period of a new airliner, seven years is just around the corner. An interesting takeaway from the Bombardier/Boeing dustup was the federal government’s response. Prime Minister Justin Trudeau certainly went to bat for Bombardier. Perhaps a bit too aggressively. Bombardier is a big piece of Canada’s $25 WWW.WINGSMAGAZINE.COM
The A220-300 in its newly painted Airbus livery. The aircraft is optimized for the 100- to 150-seat market as a complement to the company’s existing A320neo family.
“[It] is an important part of London City’s growth plans,” Richard Hill, London City Airport’s chief commercial officer said at the SWISS inaugural. “As one of the quietest and most fuel-efficient commercial jets in its class, and thanks to its longer range, we can also unlock opportunities for new routes, including the possibility of non-stop services to the east coast of USA, Russia, the Gulf and Middle East.” Toronto’s Billy Bishop Airport is Canada’s ninth busiest. It does not compare with London City Airport (the UK airport does not neighbour a busy expressway to drown out airport noise, for one), and there would be no trans-Atlantic flights, although the A220 puts Vancouver and Los Angeles within reach. An extension of the main runway by 200 metres at each end would be required to support jets. This is hardly a “paving over the lake” as suggested by one MP, and would not increase the number of flights out of the airport. The debate about allowing jets to fly at Toronto’s waterfront airport will always be an emotional one for people who live in the city. Opening the airport to a new generation of quieter jets would not have altered the course of history for the CSeries. But it is fair to expect a government to put evidence over emotion. In rushing to judgement, the government came up short. | W
The A220 is thriving at London City airport, with its short runways and steep approach. billion aerospace industry, but it is not the sole piece. Especially in western Canada, where Boeing’s largest plant outside of the U.S. is based. The federal government’s full-throated intervention did not change the outcome of the trade dispute. When the final bell rang, Boeing did not have much of a fight. But it contrasts sharply with the actions this government took three years ago, when it could have influenced an outcome. In November 2015, the newly minted government hastily tweeted a decision to uphold a ban on jets at Toronto’s city centre airport. Jumping the gun on a release of three local reports on the feasibility of jets, including an environment assessment. Clearly the government wanted to burnish its environmental credentials by virtue-signaling early. The action put into jeopardy Bombardier’s breakthrough Canadian order by Porter Airlines, and robbed the struggling airplane builder a global ‘test bed’ to demonstrate the versatility of its next generation jet and PW1500G powerplant. Compare this with the UK, where the A220 is thriving at the London City airport. The airplane is well suited to the airport’s short runways and steep approach. SWISS, the launch customer, connects central London with Zurich and Geneva. As more A220s roll of the line, this is just the beginning.
David Carr is a Wings features writer and columnist. September/October 2018 | WINGS 23
SIGNATURE SELECT
Edmonton (YEG)
WESTERN
KREOS AVIATION Saskatoon (YXE)
CENTRAL
COAST TO C SURVEY RESULTS TO FIND CANADA'S BEST FIXED BASE OPERATORS
BY JON ROBINSON 24 WINGS | September/October 2018
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INTRODUCING THE TOP FIXED BASED OPERATORS IN CANADA FOR 2018 Signature Select Edmonton (YEG) Kreos Aviation, Saskatoon (YXE) PAL Aviation Services St. John’s, NL (YYT) Skyservice Toronto (YYZ) Skyservice Montreal (YUL), as per above
PAL AVIATION SERVICES
St. John’s, NL (YYT)
CANADA’S TOP FBO 2018 SKYSERVICE Montreal (YUL)
SKYSERVICE Toronto (YYZ)
ATLANTIC
COAST A
fter more than six weeks and 982 votes, Skyservice Montréal rose to the top among Canada’s Fixed Base Operators in WINGS’ annual FBO survey, which is designed as an open-voting system for customers to weigh in on their favourite facilities across the country. Now holding four locations, Skyservice began its rise to prominence in Canadian Aviation back in 1986 out of its WWW.WINGSMAGAZINE.COM
Montréal facility housed at Pierre Elliott Trudeau International Airport (CYUL). Today, Skyservice also holds a Toronto midfield location opened in 1995 at Lester B. Pearson Airport (CYYZ), another at Calgary International Airport (CYYC), which opened in 2005, and a fourth location purchased in 2016 at Ottawa MacDonald Cartier International Airport (CYOW). The company now manages approximately 73 business
jets across its network as part of its key aircraft management business segment, in addition to charter services, maintenance, aircraft brokerage, and FBO segments all working together to form what a formidable industry force after just 33 years of operation. A fifth Skyservice facility is scheduled to join the network in Spring 2019 on the south side of Pearson. This is a greenfield build – one of the first such projects September/October 2018 | WINGS 25
TOP FBO IN WESTERN CANADA (BC, ALTA, YT, NWT) Signature Select Edmonton (YEG) Million Air Calgary (YYC) Skyservice Calgary (YYC) Million Air Vancouver (YVR) Kelowna AeroCenter, Carson Group (YLW)
MOST POPULAR FUEL CARDS Ranked in popularity of order World Fuel Services Visa Mastercard AVFuel UVAir Amex Multi Service
RISING STAR AWARD FBO making the largest jump in votes from the prior year Fast Air, Winnipeg (YWG)
TOP FBO IN ATLANTIC CANADA (NB, NL, NS, PEI) PAL Aviation Services, St. John’s, NL (YYT) Gateway Aviation, Halifax (YHZ) PAL Aviation Services, Halifax (YHZ) Innotech Execaire Aviation, Halifax (YHZ) Irving Aviation, Gander (YQX) TOP FBO IN QUEBEC Skyservice Montreal (YUL) Signature Starlink Aviation, Montreal (YUL) Avjet FBO, Quebec City (YHU) Innotech Execaire Aviation, Montreal (YUL) Chrono Aviation, St-Hubert (YHU)
TOP FBO IN CANADA Skyservice Montreal (YUL)
TOP FBO IN CENTRAL CANADA (SASK, MAN, NUNAVUT) Kreos Aviation, Saskatoon (YXE) Regina Aerocentre (YQR) Saskatoon Aerocentre (YXE) Fast Air, Winnipeg (YWG) Kelly Western Jet Centre, Winnipeg (YWG)
58 982 Number of FBO receiving votes
that Canada’s busiest airport has seen in years – with a prime location to service the business and personal aviation needs of Toronto clients. “If you are coming from midtown or downtown, you would probably save about 15 minutes to 20 minutes as opposed to coming to midfield; and more if you are going to an FBO at the north end,” explains Marshall Myles, Chief Executive Officer, Skyservice. “It doesn’t sound like much but take 20 minutes off your departure and your return. Do that a couple of times a week, a couple of times a month, and multiple it out.” The new Toronto south location will hold a familiar Skyservice 24/7 platform 26 WINGS | September/October 2018
TOP FBO IN ONTARIO Skyservice Toronto (YYZ) Signature Flight Support (YYZ) Skycharter Toronto (YYZ) Innotech Execaire, Ottawa (YOW) Porter FBO, Toronto (YTZ)
Number of total votes in 2018
of CSRs, border services, handling and maintenance, mirroring premium FBO functions in Montreal, Calgary and Toronto midfield. This attention to customer detail, safety and convenience has been a hallmark of Skyservice since its early days in Montreal when it first obtained an Aircraft Operating Certificate. “Whatever you need – we will provide you the hangar, the insurance, sell you your fuel, plan your trips. We will arrange for catering, car rentals, do all of your maintenance planning. Anything that you might need around that airplane, we will take care of it for you,” says Myles, describing the private company’s approach with clients. “We have seen our
business grow tremendously in Toronto, so we physically need more space.” At approximately 91,000 square feet, the Toronto south location will also hold familiar hangar space to Montreal, which measures in at around 96,000, and Toronto midfield at around 100,000 – Calgary holds 65,000 square feet of hangar space. The office area of the new location is planned to be around 20,000 square feet, just under the 30,000 square feet of Toronto midfield. Construction of the south facility is in the hands of the RICE Group, known for building Costcos across Ontario and a range of large industrial projects. RICE’s involvement WWW.WINGSMAGAZINE.COM
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ABOVE: Bill McGoey, president of Morningstar Group, which holds Morningstar Air Express, Auora Jet Partners, and the West's top FBO in 2018 Signature Flight Support Edmonton. LEFT: Breaking ground for Skyservice’s second facility at Pearson are (left to right): Emlyn David, president, Skyservice; Mike Rice, GM, RICE Group; Marshall Myles, CEO, Skyservice; Bonnie Crombie, Mayor of Mississauga; Gregory Smith, president & CEO, InstarAGF; and Mike Rice, president, Rice Group.
provides confidence of meeting target dates, which includes completing construction around March 2019 and beginning operations by May or June of next year. Myles explains the majority of Skyservice’s capital investments are put toward equipment, training and tooling, which ultimately creates commonality and efficiency among its facilities. This approach resonated back in October 2017 when the company’s four locations were the first Canadian FBOs to join World Fuel Services’ Air Elite Network of Diamond Service locations. The Air Elite Network, established in 2011, is now comprised of 77 FBO facilities worldwide. Only 17 new Diamond Service locations have been added to the network over the past seven years, as each FBO member must meet a number of airport, facility, and service quality standards, stretching beyond clients into pilot and crew considerations.
Expansion plans Even with the focus on creating facility commonality, Myles explains each Skyservice location is a bit different in its design, largely because of when each were built. The new Toronto location, which will be conveniently next door to Greater Toronto Airport Authority’s administration building, will include some adjustments to meet the modern needs of business aviation. “The size of the ramp has become very important over the years, because business airplanes have been getting bigger. People and companies are flying larger airplanes and you need a bigger footprint. Hangars themselves are being built higher, bigger and wider,” Myles says. “The [Toronto midfield hangar] is about 15 years old and the height of the doors are about 28 feet. Now we are looking at mid-30s in terms of height, because of the new planes like the Global 7500.” Skyservice is an authorized service facility for Bombardier, Gulfstream, Falcon and Embraer. Considering the new hangar will be close to 100,000 square feet, with current construction prices in Greater Toronto, Myles estimates the new facility could easily cost 28 WINGS | September/October 2018
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Gateway Facilities would like to express our sincerest thanks to all who nominated our location for the 2018 Wings Canadian FBO Survey. A very special thank you to all our wonderful clients for their ongoing support. We look forward to continuing to provide an exemplary level of service & anticipate your next visit with us! Thank you for making us your Maritime FBO! P: 902-873-1900
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September/October 2018 | WINGS 29
anywhere from $50 to $60 million. Looking at the current employee count at Toronto midfield, he expects there will be as many as 100 people employed in the new facility when it is up and running. Myles explains the Toronto south build is underway primarily because Skyservice needs more space in Toronto based on its growth over the past few years. This investment is further supported by the future potential of business aviation and its current healthy state. “We are very
optimistic about the future for a number of reasons,” he says, pointing to increasing passenger numbers at most major North American airports. “My understanding is that 44 million people went through Pearson last year… airports in Canada are busy and businesses can create tremendous efficiency by having a business jet. We are very encouraged about the future and a lot of research tells us that.” On the sales and brokerage side, Myles explains Skyservice is seeing new clients
coming in into the industry, buying their first airplanes, as well as existing clients buy bigger aircraft with longer range. “We are seeing a preowned market where there is little even available for sale. There are 40 per cent less airplanes available today than there were 24 months ago, so all of the trends are moving in the right direction.” Myles continues to describe today’s aircraft pricing to be in a good
DESIGN OF THE
SURVEY WINGS FBO SURVEY was designed to identify properties that deliver on important value propositions for clients of these operations. For the ninth consecutive year, we asked readers to identify their top Canadian FBOs, fuel cards or credit cards. In an industry driven by service impressions as well as price, the survey offers a unique overview of the Canadian market. The survey was conducted online for six weeks from late May to early July. Respondents were allowed the opportunity to select their favourite FBOs and rank them based on everything from service and pricing to the various aspects of the venue. With the end scores tallied, we then were able to see how the selected FBOs rated overall for their markets – both in the number of times they were selected and in the total scores by attribute. Of the FBOs receiving votes this year, winners were selected in predefined regions across the country. As in past years of the survey program, this resulted named the Top 5 in each region, as well as Rising Star Award across the entire country. The Rising Star Award is based on the FBO that received the highest jump in votes from this year compared to last year. An overall winner as the Top FBO in Canada was then determined based on the total votes cast across all regions.
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place and aircraft manufacturing as being properly in line, resulting in inventories that are much more balanced – “The market forecast is good.”
Business aviation trends Supporting this outlook with more than seven years of data, Rolland Vincent of JETNET iQ in mid-2018 noted how an excess of pre-owned aircraft had slowed the market in the past, but that JETNET is now seeing consistent improvement in inventory with numbers of available aircraft getting lower every year. “In fact, last year there was quite a dip down. We had quite a few transactions… 2018 we think might be a little slower [because] there is not as much good inventory – fresh inventory – for sale,” said Vincent. JETNET iQ looks heavily at the pre-owned market because it provides a better pulse for the industry, as opposed to relying solely on quarterly order and backlog reports from large public aerospace companies. “The uptick in 2017 emptied a lot of young inventory out of the market, so right now if you are looking for a pre-owned aircraft less than 10 years old. There is nothing out there,” said Vincent. He also notes that among the five largest business aircraft OEMs – Bombardier, Dassault, Embraer, Gulfstream and Textron – only Bombardier and Gulfstream have any meaningful order backlog greater than three months. In his keynote, Vincent also expressed the growing value of airport property. With the lack of pre-owned aircraft supply, Skyservice now works with clients on what it refers to as acquisition agreements, where the company will find an airplane for the client, because of the lack of choice and availability in the market. All of these trends in business jet sales, inventory, pricing and manufacturing point to a healthy economy for business aviation and ultimately Fixed Base Operators across the country. This optimism also speaks to expansion plans of younger operators, notably Kreos Aviation in Saskatoon, Saskatchewan, which has been operating its FBO for seven years. Kreos is a family-run operation that actually began in 2009 to focus on charter services. Kreos has since become a quiet force in Canada’s FBO market, with its unique focus on community. Kreos is set to WWW.WINGSMAGAZINE.COM
expand its approach to a new location in Regina. “We are just a little bit different than most of the FBOs that are owned by the fuel or under the same umbrella,” says Sherry Franks, manager of Kreos’ FBO. She describes the like-home approach of the company, which includes decorating its Saskatoon facility with local art. Kreos’ current facility now holds close to 50 employees across its FBO, maintenance and charter segments. Construction on its new facility northwest of the
main Regina terminal is underway and scheduled for completion by July 2019. Plans are to include a 4,800-squarefoot executive passenger terminal, a 20,000-square-foot hangar, and 7,000 square feet of office space. “We are really excited about expanding into the community of Regina and getting to spread our culture there,” says Franks. “We are going to focus on what makes us great here and definitely mirror that in Regina.” | W
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The 737 MAX is a narrow-body series designed and produced by Boeing in Seattle. The MAX program was launched as a fourth generation 737 build in August 2011, first flying in January 2016 and achieving FAA certification in March 2017. Boeing describes its MAX program as the fastest airplane ramp up in history.
THE TRANS-ATLANTIC IMPACT OF BOEING'S NARROW BODY, EXTENDED RANGE 737 MAX GENERATION
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BY DAVID CARR t first glance it still looks like a duck out of water; an Air Canada Boeing 737 MAX navigating the tarmac at London’s Heathrow Airport alongside the larger birds of the world’s biggest trans-Atlantic airlines, including Air Canada’s own seven-eights and triple-sevens. An odd site, perhaps, but an increasingly common one. Since taking delivery of its first 737 MAX 8, Air Canada has planted the airplane on north-Atlantic routes between Toronto, Montréal and Ireland, and Halifax, St. John’s and London. Part of the growing trend of North American and European airlines taking advantage of the superior economics and extended range of a new generation of single-aisle aircraft like the MAX and Airbus A321neo, to connect Atlantic Canada and the U.S. seaboard with key 32 WINGS | September/October 2018
European destinations. Almost unthinkable a few years ago. On the other side of London, at Gatwick Airport, a WestJet 737 MAX 8 prepares for its return flight to Halifax. Gatwick was WestJet’s first trans-Atlantic service using the MAX. Unlike Air Canada and others, WestJet did not wait for the latest iteration of the 737 before deploying the type across the pond, which at the time had largely been the purview of Boeing’s 757, a single-aisle, longer-ranger aircraft that ended production in 2004.
Geographic approach With geography overcoming the limited range of next-generation (NG) 737s, Atlantic Canada became a natural leaping off point for WestJet to begin transAtlantic service. In 2014, the company tested the market by launching a seasonal daily 737-700 flight from St. John’s to Dublin, Ireland (originating in Toronto). Halifax to Glasgow, Scotland, was added the next summer, setting a learning path for the arrival of the 767 and start of flights to London. Whereas carriers like Scandinavian-based SAS had to shed payload to operate similar aircraft to the U.S. seaboard, WestJet aircraft were able
to carry a full load of 134 passengers. The 174-seat MAX 8 has a range of 6,570 kilometres and provides more than 20 per cent greater fuel efficiency than the 737-700. “This has been the fastest airplane ramp up in history,” says Bob Michael, Boeing’s senior manager of product marketing. “Schedule reliability of the MAX is currently at 99.4 per cent, the highest reliability of any new airplane one year into service. Airlines are aggressively using the airplane to expand their networks on short-haul high-frequency flights, longer haul markets, and to replace widebody aircraft on some routes.” Michael points out that 24 routes are in excess of 4,630 kilometres, including Western Canada to Hawaii, where Air Canada has swapped out Rouge 767s for the MAX. Eastern Canada’s trans-Atlantic revolution may have begun in Newfoundland (Air Canada previously deployed the A319 on the London route – the smallest aircraft in the Airbus stable before taking over Bombardier’s CSeries program in July), but it is Halifax that will capture the fattest share of the spoils. Earlier this year, WestJet dropped St. John’s from its Canada to Gatwick program because of
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PHOTO: BOEING
BUILDING MAXIMU
During its April 30, 2018, financial report call, Air Canada noted it will delay 11 737 deliveries, including shifting five 737 MAX deliveries forward one year to 2020.
PHOTO: CNW GROUP/WESTJET (LEFT), AIR CANADA (TOP)
M REACH slow demand. (The carrier continues to operate its pioneering seasonal service between the Newfoundland capital and Dublin.) “The MAX has been a game changer for Halifax,” Bert van de Stege, vice-president of business development and chief commercial officer for the Halifax International Airport Authority (HIAA) told Wings. “It is the perfect size for our market.” Consistently ranked one of the best regional airports in the world, Halifax broke the four million passenger mark in 2017, including 25 per cent connecting traffic. A strong base to build on its ambition as a complimentary North American gateway, leveraging industry demand for smaller aircraft on longer routes. This is a key business trend that is expected to accelerate as the 737 MAX 10 and 7 (the longest-range aircraft in the MAX family) and A321neo LR (long range) enter service. “We are the closest continental airport in North America to Europe,” van de Stege pointed out. “We are playing to our advantage. The WestJet flight to Paris [using a MAX 8] is a good example of that. It offers a surprisingly high connectivity to Boston.” WWW.WINGSMAGAZINE.COM
Halifax airport growth The Nova Scotia government recently gave the HIAA $11.1 million to spend over the next six years to target new routes in Europe, Asia and the U.S. While seasonal charter flights from China is a distinct possibility, van de Stege says most of the money will go toward hub
expansion, connecting Europe to Canada and points in the U.S. van de Stege, who started his career with Lufthansa, and spent a number of years as an airline consultant in Asia, the Middle East and Africa before arriving in Ottawa to work on the restructuring of First Air, has an understanding of the support airlines
Celebrating WestJet's inaugural Halifax/Gatwick 737 MAX 8 flight (L to R): Michele Saran, CEO, Tourism Nova Scotia; Joyce Carter, CEO, Halifax International Airport Authority; Andrew Gibbons, director of government relations, WestJet; and Geoff MacLellan, Minister of Business and Tourism Nova Scotia. September/October 2018 | WINGS 33
“SCHEDULE RELIABILITY OF THE MAX IS CURRENTLY AT 99.4 PER CENT, THE HIGHEST OF ANY NEW AIRPLANE ONE YEAR INTO SERVICE. AIRLINES ARE AGGRESSIVELY USING THE AIRPLANE TO EXPAND THEIR NETWORKS ON SHORT-HAUL, HIGH-FREQUENCY FLIGHTS, LONGER-HAUL MARKETS AND TO REPLACE WIDEBODY AIRCRAFT ON SOME ROUTES.” need to open a new service. “Every new route is initially loss making,” he said. “We will be focused on marketing support and making the travelling public aware of a service.” One priority will be leisure airline Air Transat, which adds the
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next-generation, single-aisle A321neo LR to its fleet next spring. Air Transat will be the North American launch customer for the LR and recently increased its order to 15 aircraft, along with two A321neos. The LRs, with a range of 7,574 kilometres, will
replace Air Transat’s A330 widebodies, whose leases will expire during the delivery period. “Air Transat is a player in Europe,” van de Stege said. “They can take us deeper into Europe. The MAX can go as far as Germany. The A321neo LR can reach Italy.” For now, Boeing’s Michael argues that the MAX 7 will beat the LR in range, and will be more efficient to operate. In a line-by-line comparison, he notes that the A321 is 17 tonnes heavier than the MAX and will cost 17 per cent more to operate. “With three auxiliary fuel tanks [on the LR] they add weight and maintenance costs. And we are going to continue to invest in the MAX like we did with the NG to fly further and connect more markets.” WestJet has orders for 23 MAX 7 and 12 MAX 10 aircraft. Michael does not see the increase in single-aisle aircraft on the northAtlantic as much of a trend as it is a natural progression. “Look at this as a continuation of fragmentation. Historically, bigger airplanes few further and could operate longer range missions than smaller airplanes. The 787 changed that with the range and economics that opened us up to new points of origin and points of destination. These airplanes have greater economics.” While WestJet has used the MAX to cement its position as the airline with the most trans-Atlantic services from Halifax, the most notable carrier operating the type is Norwegian Air. The low-cost airline has been aggressively deploying the aircraft on secondary routes between Europe and the U.S., and is expanding into Canada. Even so, Norwegian Air is not on HIAA’s radar. “They are not a priority for us,” van de Stege says. “Their focus is going to be on bigger centres of activity. Our core is not so much getting a carrier from Europe to serve Halifax and drop off passengers as developing Halifax into a complimentary hub.” Halifax is already focused on the 2019 summer season and is actively talking to airlines about the next logical international destination. But as smaller and longer-range airplanes such as the MAX 7 enter service with nonstop opportunities, does Halifax risk losing market share to neighbouring airports in Atlantic Canada? “We think we have the better value proposition,” van de Stege adds. “We serve a fast-growing city and also offer an easy passenger connecting product. This makes us an ideal complimentary gateway.” | W WWW.WINGSMAGAZINE.COM
QUIET CITY ISLAND
A NEW GROUND RUN-UP ENCLOSURE SHIELDS TORONTO’S CITY CENTRE FROM A PRIMARY SOURCE OF AIRCRAFT NOISE BY CARROLL MCCORMICK
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s part of being a good neighbour to Torontonians, the Billy Bishop Toronto City Airport built a Ground Run-up Enclosure (GRE) where maintenance crews can perform aircraft engine checks. It went into service after seven months of construction. “From the creation of new infrastructure, to working together with the community and our airport partners on the implementation of policies, the noise mitigation program at Billy Bishop Airport is an essential component of airport operations,” said Geoffrey Wilson, CEO, PortsToronto, which owns and operates the airport, in an April 19 statement on the day the GRE officially opened. Located adjacent to Taxiway 36 WINGS | September/October 2018
Echo, it is situated roughly 6,200 feet (1,900 metres) pretty much as far away as practical - from the city. The 210-acre (85-hectare) airport occupies Toronto Island, the nearest shore of which is around 500 feet (150 metres) off the downtown’s shoreline. Although Billy Bishop has several main users of the GRE, its height, blast deflector and the pavement markings are all designed to serve the Bombardier regional turboprop Q400, which is the only aircraft operated by the airport’s largest user, Porter Airlines. “The facility is designed specifically for a Q400 aircraft to be safely powered into the facility, turned around and positioned for an engine run-up without the use of an aircraft tug. To date, the facility has been
successfully used by operators of most of the aircraft that operate regularly out of the airport such as the Q400 and Dash-7,” says Don Bergin, president of Reno, Nevada-based Blast Deflectors Inc. (BDI). Larger-sized propeller aircraft have not been evaluated for the GRE, and jet aircraft are not allowed to use the airport.
"THE WALL HEIGHTS WERE OPTIMIZED SO, FOR EXAMPLE, THE WALL TO THE SOUTH (FACING THE LAKE) WAS MADE LOWER AND THE WALL TO THE NORTH HIGHER TO PROVIDE MORE PROTECTION DUE TO TALLER BUILDINGS ON THE CITY SIDE." SOLID WORKS Mississauga, Ontario-based Pave-Al Limited did the civil work, including the concrete foundations and paving, while
Toronto-based WSP Canada Inc. was the project consultant. As the design-build subcontractor to Pave-Al, BDI designed and installed the GRE. The $9 million project is part of the PortsToronto Airfield Rehabilitation Program. Worldwide, BDI has supplied 30 GREs similar to the three-sided design chosen for the Billy Bishop GRE, including a 251.3 ft (76.1 m) long by 2.8.3 ft (63.5 m) wide by 49.9 ft (15.2 m) high GRE at the Vancouver International Airport, completed in 2012. The Billy Bishop GRE is 207.7 ft (63.3 m) wide and 216.5 ft (66 m) long, again sized for powered in/out operations by the Q400. The wall heights are designed specifically to meet the acoustic objectives dictated by PortsToronto: The north wall, which faces downtown Toronto, is 45.9 ft (14 m) high. The south wall, which faces Lake Ontario, is 36.1 ft (11 m) high, as is the rear wall. The strip foundations required 23,837 cubic feet (675 cubic metres) of concrete. The WWW.WINGSMAGAZINE.COM
PHOTO: PORTSTORONTO
The Toronto skyline is visible through the partially erected Ground Run-up Enclosure.
Not just a paint shop
ONE-STOP DESTINATION FOR Interior Conversions and Refurbishment | Exterior Paint | Complete Maintenance Avionics Installations and Mods | CMS and Connectivity Mods
Authorized Honeywell, Gogo and Satcom Direct Dealer 403 Canada Avenue P.O. Box 556 Huron Park, Ontario, N0M 1Y0 Canada T: 519-228-6852
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The Ground Run-up Enclosure is custom sized for the Bombardier Q400 flown by Porter Airlines.
Installing some of the 1,700-plus special acoustic panels that block aircraft engine noise and prevent acoustic reflection.
floor of the GRE required 29,664 CF (840 CM) of Portland Cement Concrete Pavement, poured in 20-ft (6.1m) wide strips. Pave-Al first poured every other strip, then poured the remaining strips. “The design and execution included dowels in between the strips to maintain elevation and avoid any differential settlement,” explains Ahmed Adham, project manager, Pave-Al. Each GRE that BDI builds is custom-designed for the WWW.WINGSMAGAZINE.COM
setting, including the winds and area in which the noise reduction is most important. “The wall heights were optimized so, for example, the wall to the south (facing the lake) was made lower and the wall to the north higher to provide more protection due to taller buildings on the City side,” explains Bojan Drakul, senior project manager, Aviation with WSP. NOISE LEVELS The objective is to meet the
project goals, which typically focus on aerodynamics, acoustics, aesthetics and budget, but without overbuilding the structure. The open end faces roughly west – into the prevailing winds. “Ideally, the front of the facility [the open side] can be oriented into the prevailing winds, which, when combined with suitable aerodynamic features, addresses the challenges associated with running aircraft engines at high power settings while on the ground,” Bergin explains. Drakul adds, “The optimal location of the facility was determined by PortsToronto, while the optimal orientation within this location was determined by BDI based on maximizing facility usability.” The GRE has aerodynamic features such as acousticallytreated vents on the side walls, rounded top edges and sloped leading edges. The interior walls are lined with over 1,700 special acoustic panels. “Our patented Noise Blotter panels are unique in that they block the transmission of aircraft engine noise and are highly absorbent, in order to avoid acoustic reflection,” Bergin says. Noise levels were measured before and after the installation of the GRE. The difference between these readings, which is measured in decibels, is referred to as insertion loss. Live aircraft acoustic testing serves two main purposes:
One, it allows the owner and facility users to verify that there are no aerodynamic issues that may cause propeller stress, engine stalls, etcetera. “A part of the facility acceptance and commissioning includes the requirement for live aircraft acoustic testing that measures the noise levels between the aircraft in the facility and the aircraft outside the facility to ensure that the minimum sound drop level is achieved by the GRE. The before/after was completed on the same day to ensure the same climatic conditions are taken into consideration when doing the measurements,” Drakul says. Based on the history of noise complaints, the GRE has also succeeded in soothing the nerves of its neighbours in Toronto. Prior to constructing the GRE, run-ups took place in the same general area on the airfield, and noise complaints were not uncommon. The project has been complimented by Toronto’s Deputy Mayor Denzil Minnan-Wong, who said in an April 19, 2017 statement, “I congratulate Billy Bishop Airport on its noise management program and applaud PortsToronto for making this significant financial investment – at no cost to the taxpayer – in order to reduce noise and minimize disruption in what has become a thriving neighbourhood.” | W September/October 2018 | WINGS 39
Aerospace, as well as spending more time with Starlink and Bombardier, including a key role for the latter's efforts in China to build business aircraft after-sales support. Masse is now helping to drive the position of New United Goderich, a legacy paint shop that holds a range of services for business aviation and regional jets. WINGS spoke with Masse to understand more about the development of New United Goderich. What stood out in your early career? I started at Canadair three weeks before the initial Challenger rollout, so there was lots of activity and buzz with such a new program, while at the same time being involved in the military program, which is what the CP-140 program was. It was quite an experience to be exposed to all of this at the same time. At Bombardier, I was involved in the strategic planning process under both Brian Moss and John Lawson in the ‘90s and there were a lot of major accomplishments with the launch of Global Express, Challenger 604 and the creation of Flexjet… The Challenger program was quite positive. Global Express was launching and going into service. The CRJ had been launched and it was selling really well at that point. The whole company was riding on a very high wave and it was reflected in the overall industry. With more than 30 years of experience in the business world of aviation, Luc Masse began his career administering contracts for Canadair and is now helping to drive New United Goderich.
VISIONARY SERIES, LUC MASSE
THE EXPANDING POSITION OF NEW UNITED GODERICH
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uc Masse became familiar with aerospace from his time in Cold Lake and aviation discussions with his father who served in the Canadian Armed Forces as an electrical engineer. At the time, Masse could not have imaged aerospace would become his world for more than 30 years. During his studies at Concordia University, Masse began a summer job as a contract analyst on the P-3 CP-140 program at Canadair, eventually taking a full-time position to 40 WINGS | September/October 2018
administer contracts for the program – completing his marketing degree at night One of Canada’s most historically important civil and military aircraft manufacturers, Canadair was privatized and in 1986 became a part of Bombardier, where Masse would develop his career for more than 22 years. He then joined Skyservice in 2000, eventually serving as senior vice president, before taking on a similar role at Starlink Aviation in 2008. In 2010, he began L. Massive Aviation Solutions and worked on projects with Ingenio Aerospace and GAL
Why did you start your own firm? I had the opportunity to join Skyservice Aviation in Montreal in a new role to help grow an aircraft management program. When I joined in 2000, the company had six aircraft under management and when I left in 2008 they had 53. That gave me a unique background. I was exposed to the manufacturing side [at Bombardier], but then for about 10 years on the operating side… I had the notion of having some skills that would be quite marketable. It was at that point that I launched my consulting business... Essentially working with companies on business development and strategic planning activities and also working with aircraft owners, either buying or selling aircraft; and at the same time helping to support some charter activity. What attracted you to New United? New United Goderich, to a certain extent, has been one of the best-kept secrets in Canadian aviation. It is a company that has been around for around 25 years – known more or less within the industry as a paint shop. When I was first exposed to what they do, their capabilities extend far beyond just painting aircraft. This is a great opportunity to help put them on the map and there is a very strong market today for the type of services they can offer WWW.WINGSMAGAZINE.COM
Known as a paint shop for 25 year, New United Goderich also holds expertise in maintenance, refurbishments and completions for large business and regional jets.
second market is looking at regional aircraft, primarily Bombardier CRJs and Embraer ERJ aircraft for refurb and conversion programs – repurposing aircraft into primarily commuter-style airliners. There is a huge potential to develop this activity both in established and emerging markets.
both on the business aircraft side and for regional aircraft refurbs and conversions. The company was bought by Chinese interests about six years ago – by a prominent industrialist. So there is solid backing for the company operating in what is very much a growth environment. The company has been able to maintain a good level of business throughout these years, but it has not yet reached its full potential. Why was the new owner interested? It is a combination of what they saw in New
United Goderich as a good investment, that can generate a good return, but it was also a way of getting into a market they had not yet established in China. They are looking at what we have here to draw up similar capabilities in China using local resources. What is New United focusing on today? The two main markets we are focusing on are mid- and large-size business aircraft – business jets – from exterior paint to interior refurbishment conversions, all maintenance activities and avionics installations. And the
Why are aircraft conversions growing? From a market research analysis perspective, we are seeing a significant amount of effort being made in the charter markets on the business aircraft side to develop different models to true full ownership... Converting 50-seat aircraft to a 15-VIP-seat or 30-seat businessclass configuration is an extension of that, to fill a gap between typical airline activity and the true charter market. We have already partnered and participated in converting aircraft with JetSuite X in California. They offer a 30seat, business-class configured aircraft with point-to-point service between various destinations within surrounding States. Prior to my arrival the company saw this is as an interesting niche market with potential. A European charter operator is also offering services with an aircraft we converted. We also work with leasing companies to refurbish previously stored aircraft for new operators. This is another niche market that has on-going potential. What is New United’s MRO sweet spot? Basically Challenger, Falcon, Global Express, Gulfstream size aircraft is really what we are focusing on. However, with customers, we will definitely look at doing work on mid-size aircraft and we are not saying no to small jet aircraft.
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What investment plans are in place? While we are considering investments for future growth, our current facility can handle 737 or Airbus A320 size aircraft. The company did complete a VIP interior for a BBJ about six or seven years ago. Apart from a few outsourced capabilities for some components, the facilities here in Huron Park are all selfcontained. We are a full maintenance shop. We have an upholstery shop to rebuild seats completely. We have our cabinet shop, including our own finishing activities, and our own avionics shop. The capabilities that exist today are essentially a one-stop shop. We own the airstrip where we are located in Centralia, or Huron Park, so availability of land is not a constraint.
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How important are avionics today? A lot of the avionics updates in an aircraft are driven through regulatory changes. The big change that is coming to a head at the end of next year is ADS-B. That is one area we have been focusing on, because we have the capabilities and the capacity. As a starting point, we have developed our own STC for an ADS-B solution for Embraer 135/145 aircraft, which includes Legacy 600s and 650s. It was developed in partnership with Honeywell. We are a Honeywell dealer, so we are working with them to expand this capability for other aircraft types.
How is New United attracting talent? The shortage of AMEs is affecting absolutely everybody. The attraction that we can demonstrate to potential employees is, first, our location. We are in a very community-oriented environment. The quality of life is quite positive in this area. We are a relatively small company, about 100 to 110 employees today, so the environment is very focused. What impressed you most when you came to New United Goderich? The depth of capabilities – When I was at Skyservice, they had a couple of aircraft
APPOINTMENT NOTICE Mr. Neil R. Wilson, President and Chief Executive Officer of NAV CANADA, is pleased to announce the following executive appointments:
Ben Girard | Vice President, Operational Support As Vice President, Operational Support, Mr. Girard provides strategic leadership by leading the development and implementation of programs and practices including: ATS Standards and Procedures, Flight Operations, Aeronautical Information Management (AIM), Navigation and Airspace, and ATS Systems Integration. In addition, he maintains responsibility for the coordination of space-based ADS-B deployment. Mr. Girard started his career as an Air Traffic Controller in 1989. From 2004 through to 2018, he occupied various positions within NAV CANADA Operations’ management including Director of Standards and Procedures, General Manager of the Montreal Flight Information Region, Assistant Vice President, Operational Support, and most recently Assistant Vice President, Operational Support - Program Implementation, Space-Based ADS-B Aireon.
Trevor Johnson | Vice President, ATS Service Delivery As Vice President, ATS Service Delivery, Mr. Johnson is responsible for the delivery of NAV CANADA’s ATS services with a focus on customers. He provides strategic leadership regarding the Operations service delivery model and ensures that business initiatives are aligned with the corporate objectives and integrated to deliver value to NAV CANADA’s customers. Mr. Johnson began training as a Flight Service Specialist in 1988 and then as an Air Traffic Controller, working in both specialties for more than a decade. In 2000, Mr. Johnson became Vice President of the Canadian Air Traffic Controllers Association (CATCA) Pacific Region. From 2005 through 2018, he occupied various positions within Operations management, including Manager of Area Control Centre Operations for the Vancouver Area Control Centre, General Manager of the Vancouver Flight Information Region, and Assistant Vice President, Service Delivery.
painted here. They were Lear 35s, relatively small jets, so to discover New United Goderich worked on a Boeing business jet interior was quite surprising. They have also completely refurbed an MD87, which also fit within the hangar. This little company has worked on world-class aircraft over the past 25 years. What excites you most about New United? The Canadian market is quite important and we make sure to maintain the relationships we have here. But as everyone recognizes, the bigger market is just down south in the United States, in addition to Europe and other international locations. Our ability to grow that even further is exciting. In the past year or so we are starting to see that. Some of the aircraft conversion activity we have done with both ERJs and CRJs are flying in Europe, the United States, China, Argentina, South Africa, so our work is being exported across the globe to a certain extent. What is your outlook for the market? Right now we are on a positive cycle and I do not see it diminishing for the next two or three years, at least – political issues notwithstanding. Used aircraft inventories are extremely low. They are at their lowest point in probably 10 years… The backlog for popular in-production aircraft are extending out two to three years. So to a certain extent what is helping to drive our business on the refurb and maintenance side are aircraft owners who would typically want to step up into a different aircraft... They cannot find something they like, so they will spend the dollars to refurb what they currently have. That is quite positive for a company like New United Goderich. But the whole industry to me for the next couple of years will remain very positive both within the North American markets and European markets. Asia will continue to grow, but recognizing that 65 to 70 per cent of aircraft are still in North America. What amazes you most about how far aviation has come? Being able to travel in a private aircraft has significantly expanded over the years and that is a testament to the industry, in what it has been able to develop to make it more accessible. One of the functions I had at Bombardier was to manage the market research group. One driver of business aviation is the ability to get from Point A to Point B. The U.S. market has roughly 5,500 airports. Airlines basically serve 500 airports, so the other 5,000 are being addressed by business and general aviation. And the Canadian market is very much the same. There are strips all over the place in Canada. | W
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RUNNING ON JET FUEL
THE NEW REALITIES OF AVIATION WITH ITS GREAT CONSUMABLE COST ON THE RISE
J
BY BRIAN DUNN
et fuel prices are on the rise which usually means the higher costs are passed on to consumers through higher fares. During the second quarter, the average price of jet fuel was 83 cents a litre, up 37 per cent over the 60 cents average during the corresponding period from a year earlier. The price of 84 cents a litre at the beginning of August was well above the 75 cents forecasted for the third and fourth quarters of the year and the 70 cents average for 2019, according to an industry report by Cameron Doerksen of National Bank of 46 WINGS | September/October 2018
Canada. A weaker Loonie will also have a negative impact on Canadian airline costs, since fuel is priced in U.S. dollars in addition to aircraft maintenance and aircraft leasing which are also priced in USD. “Airlines have shown historically that over time, they can offset higher fuel prices with higher fares. All else being equal, at the current spot jet fuel price, Air Canada and WestJet will need to increase revenue (fares) by six to seven per cent to fully offset the higher fuel bill. However, our recent airfare surveys suggest that domestic fares are not moving materially higher,” writes Doerksen. “Given advance bookings
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A machinist’s mate inspects a sample of JP-5 jet fuel aboard an amphibious transport dock ship.
airlines already made for future travel, it would take several quarters before the higher fuel costs are fully offset even if the full price increases were implemented today. We are confident that both Air Canada and WestJet can drive higher RASM (revenue per available seat mile) in the coming quarters (although WestJet’s second quarter RASM will be hurt by aggressive seat sales resulting from a strike threat from its pilots). However, the current evidence suggests that a six to seven per cent RASM improvement may be optimistic.” Following their most recent quarterly results, both Air Canada and WestJet said they would indeed offset higher fuel prices with higher fares and may decrease capacity in the fourth quarter, as expected. Air Canada reported revenue was up 10.4 per cent to $4.3 billion in the second quarter ended June 30 versus $34.91 billion a year earlier, but earnings decreased to $114 million from $226 during the same period. “We estimate that we will be able to mitigate approximately 75 per cent of the expected 2018 annual fuel price increase through fare increases, other commercial initiatives and our cost transformation program,” said Air Canada CEO Calin Rovinescu. After reporting a loss of $20.8 million in the second quarter, which it attributed to a threatened pilot strike, increased competition and higher fuel costs, WestJet said its ultra low-cost carrier (ULCC) Swoop is expanding service into the U.S. “to help migrate the five million Canadians who are crossing the border to Buffalo and Bellingham and make sure that there’s less need to travel on North American counterparts,” said WestJet CEO Ed Sims. The company has also reduced its plan for fullyear capacity growth to between 5.5 per cent and 6.5 per cent, compared with the previous estimates of between 6.5 per cent and 8.5 per cent. The impact of the potential pilot strike will linger into the third quarter, WestJet officials said, because some people cancelled bookings they had scheduled for July. As a result, WestJet will cut the number of available seat miles by six per cent and is examining routes to see where they can be cut, executives said on a conference call. WestJet is examining how it can tolerate marginal routes when jet fuel prices are low compared with when they are high, chief executive officer Ed Sims said on the call. Swoop began flights on October 11, 2017, to Las Vegas from Abbotsford, B.C., and Edmonton, about four months after it began operations. More services were added a couple of weeks later between Hamilton and Las Vegas as well as to Fort Lauderdale, Orlando and Tampa Bay. Flights between Edmonton and Phoenix were scheduled to begin October 27, 2018.
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An example of single-point aircraft fueling. Two hoses are used for larger aircraft, such as this Airbus A330, with the fuel panel to the right.
“Our surveys show that transcontinental pricing has been weaker relative to other routes (short-haul eastern and western Canadian), although we are encouraged by the fact that in the back half of 2018, Air Canada is reducing some capacity between Toronto and Vancouver (with WestJet adding only one to two per cent more seats), which may help yields,” said Doerksen. “Given its extensive connecting and international network, Air Canada has numerous levers to manage its capacity to generate the highest yields. Both Air Canada and WestJet also have premium cabins to support higher yields. Thus, considering the higher fuel costs the airlines face, it would be surprising not to see a concerted effort by both Air Canada and WestJet to raise fares in the coming quarters. Furthermore, the airlines may face some yield pressure from new ULCC capacity, as well as from increased capacity on the trans-Atlantic.” Air Canada seems to be in a better position financially than WestJet, which is facing some challenges, including continued labour uncertainty, risk related to several strategic initiatives and the potential for more yield pressure, suggested Doerksen. While WestJet successfully launched Swoop, the company faces other hurdles such as the expansion of its international route network as new 787 widebodies begin to arrive next year. In addition, a major adjustment is taking place in the airline’s network to focus on connecting hubs in Calgary, Toronto and Vancouver and a new focus on attracting premium travellers. “We believe WestJet is more at risk of seeing downward yield pressure as it competes more directly with new ULCC capacity (Flair) using its Swoop arm,” explains Doerksen. “WestJet’s strategy to take market share as it grows internationally may also subject it to more yield pressure in the coming years.” Flair is a small competitor (less than three per cent of total industry domestic seats), but in June it launched a major route expansion that will see its total seat capacity up 280 per cent in the second half of 2018. There has been a succession of fare promotions from Flair in recent weeks including $19 base fares on select routes, twofor-one sales and kids-fly-free sales. Swoop has similarly been promoting very attractive fare deals in the early days of its launch. Of concern to Doerksen is that many of these fare promotions were available for travel during the peak summer season. While the routes these two airlines fly represent only a fraction of the total domestic market, he expects some downward pressure on WestJet yields in particular as a result of direct competition between Swoop and Flair. City-pairing fares on the ULCC carriers are generally lower. Also of note is
that Air Canada is now offering a Basic Economy fare on certain routes where there is a competing ULCC fare. If the ULCC carriers continue to expand, the analyst expects Air Canada to further expand its Basic Economy fares as a competitive response. On its most recent conference call in mid-June, Air Transat indicated that its trans-Atlantic prices were down one per cent this summer and suggested its competitors were pricing economy fares on the low end, aiming for yield improvements in the premium cabin. Doerksen thinks Transat is likely underperforming Air Canada (and possibly WestJet as well) on trans-Atlantic prices as it does not have the connecting feed that the network carriers enjoy. In addition, as a leisure-focused carrier, Transat may be more impacted by low-cost operators like WOW, Primera and LEVEL, which are chasing market share growth this summer. “Based on the most recent scheduling data, Air Canada and WestJet are respectively planning relatively rational domestic capacity increases of three per cent and 3.8 per cent in the second half of 2018. In Air Canada’s case, its growth is mainly coming from up-gauging aircraft size whereas for WestJet the growth is from increased frequencies,” Doerksen shares. “While a small part of the overall Canadian market, Flair’s year to year growth stems from the significant addition of new routes versus last year. Bus operator Greyhound’s decision to cease operations in Western Canada as of this Fall could be positive for airline demand, particularly for ULCC carriers such as Flair and WestJet’s Swoop as we believe some portion of long-haul bus ridership could transition to these lower-fare airlines.” Air Canada is planning an increase of over nine per cent on U.S. trans-border routes in the last half of the year. While this seems relatively high, according to Doerksen, he believes the expansion is supported by the continued growth of it sixth freedom connecting traffic. He also suspects that American Airlines’ 9.9 per cent capacity increase is in response to the termination of its codeshare arrangement with WestJet, which resulted from WestJet’s planned trans-border joint venture with Delta. “Air Canada continues its international capacity expansion with growth more pronounced on the trans-Atlantic versus the Pacific. WestJet’s growth into European markets reflects its entry into the Paris market and its growth will carry into 2019 as new 787 widebodies enter its fleet,” explains Doerksen. “Most of Transat’s capacity growth is coming in the slower shoulder seasons to drive aircraft utilization. Air China and China Southern are showing sizeable capacity increases with much of this the annualization of flying on new routes launched in 2017.” | W
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Emily Crombez, now a captain with WestJet, was the first woman to crew the Bombardier CL-415 for the Ontario Ministry of Natural Resources and Forestry.
MY AVIATION JOURNEY
ELSIE AWARD WINNERS SHARE FAVOURITE STORIES FROM THEIR CAREER
COMPILED BY ANNA RUSINOWSKI
T
he Northern Lights Aero Foundation in May 2018 introduced eight recipients of its 10th annual Elsie MacGill Northern Lights Awards. Each year, the foundation honours outstanding Canadian women who have made significant contributions in their field of aviation and aerospace. We asked the honourees to share favourite stories from their journey so far. (For full bios and stories check out Wingsmagazine.com/Elsie)
PIONEER AWARD Major Micky Colton, Royal Canadian Air Force, retired I was in Moose Jaw on the jet phase of my military wings training. The progression is to train on clear hood missions (read as Visual Flight conditions) and move on to instrument, navigation and formation flights before graduation. I had only completed part of the clear hood flying phase and had started IFR training, I could climb/ descend and make turns on instruments. One afternoon, my instructor gave me my marching orders and sent me out solo to practice simple aerobatics and then rejoin the circuit for a few touch and goes before terminating. It is important to note that the Tutor aircraft was also called the 2,000-pound whistle as it did not carry a whole lot of fuel. Also of note, there were, and probably still are, two parallel runways in the Jaw. The outer was for touch and goes and the inner was for full-stop landings. I was out in the practice area, WWW.WINGSMAGAZINE.COM
merrily practicing loops and rolls and a call came in from the tower recalling all of the solos back to land. I came back for a rejoin on long final for the outer runway and got cut off by another aircraft coming in on a shorter diagonal to base leg. I asked to fly through between the runways and join the pattern for the inner. I was given authority to do so and, as I flew between the runways, I could see that the departure end was pretty fuzzylooking weather-wise. But, like the newbie I was, I carried on. I was cleared to turn right to join the inner pattern just as I flew into the soup. By the time I realized there was nothing to be seen out of my window and transitioned to instruments, I was in a 60 degree and increasing right turn and heading downwards at a good clip from 1,000 feet above ground. I hit the stick, righted the aircraft and slammed on the power and started to climb. My parachute harness was vibrating from the speed. My heart was racing. As I climbed through 1,000 feet I called the tower and told them I was lost – because I was. None of this mincing around with being temporarily unsure of my position, I was downright lost. Tower told me to climb until I hit VFR conditions. I broke out at 19,000 feet. Moose Jaw had gone zero visibility, zero cloud height from a huge grass fire just west of the base. Tower asked if I knew how to fly a lost pattern. Two-minute triangles! I could do that. They vectored another instructor and a classmate up to me. Prettiest thing I have ever seen was that Tutor punching up through the clouds beside me. The other instructor had me
become formation lead (my first formation flight!) and he vectored me to Regina as we weren’t getting into Moose Jaw anytime soon. He told me later that I didn’t vary more than a degree of the headings he gave me. Nothing like a little terror to make your hands steady. He set me up on final for landing runway at Regina (40 nm or so from Moose Jaw) and flew beside me until I landed. He also told me to wait for him just off the runway. I waited quite a while as he flew into the smoke front, which had raced us all the way to Regina and had to recover IFR. I didn’t tell him until we were finally parked that my low fuel light had been on for quite a while on final approach. I called my instructor, he gave me hell for leaving the circuit! But then he came to get me and flew me back to the Jaw after the smoke went through. I learned then and there to trust my instruments and my instincts – a scary but valuable lesson. FLIGHT OPERATIONS AWARD Julie Beverstein, assistant chief pilot, recruitment and retention, Porter Airlines Anyone who knows me knows I have a no filter and will often speak my mind without thinking it through. This has definitely created some embarrassing situations once or twice. This story is from almost 10 years ago when I was a pilot at Air Georgian. We were sent off to Bedford Massachusetts to pick up some passengers and fly them to Buffalo, wait, and then fly them back to Toronto. It was a hot day, no air
conditioning, and when a small bus of passengers arrived we starting working quickly to load the plane and get going. For some reason I had it in my mind we were picking up teachers from a conference. After the small bus backed up to the cargo door, we began loading. We were loading boxes and odd shaped pieces of luggage. I picked up one that was clearly a set of drum kit cymbals. I looked at the guy in charge of the group and asked, “Are these cymbals?” “Yes,” he replied. I then asked, “Are you in a band or something?” He looked at me confused and said “Have you heard of Pink Floyd?” I thought he was full of it and said, “Yeah, whatever – keep Loading!” Once the loading was done and I went on the plane to brief the passengers, I realized they were old and British and looked like they may have lived through a thing or two! I thought oh, crap! Anyway, it was hot and we had a job to do. Soon after, we could hear the women backup singers singing and the captain said, “How annoying.” I agreed and explained the back was loaded with instruments, that one of the passengers mentioned Pink Floyd, but as if they would be flying Air Georgian. Well, wouldn’t you know it! It was Roger Waters and his band. They were flying to Buffalo to perform. We had the manifest for customs and a quick search on our phone verified I had once again put my foot in my mouth. Although I do my best to be professional at all times, this story is a reminder that you never know who is on your plane as a passenger and a momentary pause September/October 2018 | WINGS 51
to think before speaking can save a lot of embarrassment. GOVERNMENT AWARD Emily Crombez, captain, WestJet Airlines It was a typical Spring day on red alert in Thunder Bay, Ont. – sitting around, waiting for the fire bell to sound. A friend stopped by for a tour of the mighty CL415 waterbomber. Everyone is amazed by the three by five inch probes that scoop 1,350 imperial gallons of water in only 12 seconds. Of course, mid-tour is when the bell sounds and we have five minutes to be airborne and enroute to a fire near Stanley, just west of Thunder Bay. My friend happens to live in that direction, so her tour turned into a live actionpacked afternoon of watching us bomb a grass and brush fire that was threatening houses in the area. We were scooping water out of Lake Superior – this was the closest water source that wasn’t still frozen in early Spring. Our standard calls after airborne with a load of water are “Tanker 272 up with a load.” As we were scooping and transitioning through the Thunder Bay control zone, we were repeatedly making these calls to tower. After a few radio calls, I mistakenly changed the phraseology to “Tanker 7-up…with a load” and immediately looked left at my captain who was already laughing. Red in the face, knowing I had several friends flying for local operators who heard me, on top of Tower and the fellow tanker working the fire with us, I knew I’d hear about it. I thought the text messages and voicemails post landing poking fun at my 7-up were the end of it, until I showed up to the tanker the next morning, and there was a note “You ordered this from the Tower folks,” along with four cans of seven-up on my seat! It turned out to be an exciting day for my friend, and a few good laughs to keep the tanker base and tower entertained. BUSINESS AWARD Julie Mailhot, chief operating officer, Air Georgian My career in aviation began in 1987, working in reservations and later at the Dorval airport. In the early 90s, while working in the Weight and Balance department, I had the opportunity to chat with flight dispatchers quite regularly and became interested in dispatching. In 1994, I heard of an opening in the Flight Dispatch Department in Toronto and immediately inquired about qualifications for the position. I was quickly dissuaded, being told there were no women in this position, and that I would 52 WINGS | September/October 2018
to speak about my journey, and hopefully inspire other young women to pursue their passions regardless of any negativity they face. Girls can fly!
Larissa Chui is president of UBC's aviation club.
need to become a pilot. Determined, I took a private pilot course and immersed myself with books and other materials to study meteorology on my own time. In 1995, my dedication paid off, and I was hired as the first woman assistant flight dispatcher at Air Canada. While this was a great accomplishment, still others did not recognize my value – often having me file papers and do other clerical work rather than assisting in dispatching. In 1996, I was able to obtain my licence after successfully passing the Transport Canada operations and meteorology exams. For about six months after becoming a licensed flight dispatcher, every time a pilot would call for a briefing or to ask a question they would ask to speak to the real flight dispatcher, or would request a supervisor, as they did not trust what I would tell them. Later, I went on to become the first woman chief duty dispatcher, then chief of operations, and ended up being the director of the entire department which included Flight Dispatch, Aeronautical Support, and Weight and Balance. Today, I am proud to hold the position of chief operating officer at Air Georgian, overseeing all aspects of our operations, and helping to prepare Air Georgian for future growth opportunities. There has been a lot of awareness recently about the lack of women in aviation, whether it be in pilot or flight dispatcher positions, in maintenance, or management. Looking back at my journey, and the struggles I faced progressing in aviation, this is not surprising. However, the industry has progressed, and due to the dedication and commitment of fellow female leaders in aviation, we are creating greater awareness and opportunities for women in our industry. The negativity and discrimination I faced was fuel for the fire, motivating me to push for change in a field I am passionate about. I am so proud today to be able
EDUCATION AWARD Dr. Alexandra Kindrat, educater and research scientist One never knows where life’s journey will lead, or which past experiences will open doors to incredible future opportunities. At 17 years of age, when I earned my private pilot’s license, I never expected to be conducting research at NASA’s Johnson Space Centre in Houston, nor have the opportunity to collaborate with astronauts and space physiologists in conducting research on the International Space Station, or have my space research presented at international conferences. After completing my Master’s degree in Neurology and Neurosurgery at McGill University’s Faculty of Medicine and further obtaining my teaching license, I was awarded a scholarship to study at the International Space University in Strasbourg, France. As a result of having a background in health and medical sciences, as well as aviation, I was asked to join a team of researchers that would conduct research on the International Space Station. This was certainly an extraordinary experience for me. Under the leadership of space physiologist Dr. Gilles Clement and Canadian astronaut Dr. Robert Thirsk, our research team conceived and designed experiments aimed to investigate depth perception in astronauts during and after spaceflight by studying their sensitivity to reversible perspective figures, wherein two-dimensional images could elicit two possible depth representations. In simpler terms, our study aimed to investigate if the reversal between perceptions of a given image was faster or slower in a micro-gravity environment compared to on Earth. After its conception, our experiment was entered in a contest entitled The Aerobatics Zero-Gravity Challenge, which would allow our team to fly our experiment on a parabolic flight, prior to being conducted on the International Space Station. Our research experiment won and our team travelled to Barcelona, Spain, to conduct our experiment on a parabolic flight. The following year, after finalizing our research experiment, I had the opportunity to present our research proposal to astronauts at NASA’s Johnson Space Center. Six astronauts agreed to participate in our research experiment, and they were tested over four sessions during their six-month mission aboard the International Space Station. They were then tested again after returning to Earth. The results obtained WWW.WINGSMAGAZINE.COM
revealed that depth perception is altered in space compared to on Earth. On Earth, participants reported seeing one percept of the reversible figure 70 per cent of the time, whereas during spaceflight each percept was visible for equal amounts of time. Collaborating on this research was certainly an incredible and wonderful experience for me. Our research was presented at conferences in Belgium, Germany, South Africa, The Netherlands and Italy. As an educator, I refer to this experience often when speaking with my students. I encourage them to continue setting goals for themselves. One never knows where past experiences may lead. If one continues to work hard, opportunities will always present themselves. ENGINEERING AWARD Niloofar Moradi, Turbine Design, Pratt & Whitney Canada Moradi earned her undergraduate degree in mechanical engineering from Concordia University and launched her career at Rolls Royce Canada in the energy sector. Moradi later joined Pratt & Whitney Canada (P&WC) as an aerodynamicist, where she was involved in all aspects of turbine aerodynamics. In 2016, concurrent with her design work at P&WC, Moradi earned her Master’s degree from École de Technologie Supérieure as a significant player in the creation of a multi-disciplinary design optimization system. She currently works in the Turbine Mechanical Design department, designing and integrating turbine components. Moradi received the 2018 Concordia Young Alumni Award and was a 2018 recipient in Wings' Canada’s Top 20 Under 40 program (Agents of Change, July/August 2018). RISING STAR AWARD Larissa Chui, president, University of British Columbia Aviation Club, and chair of Waypoint Aviation Connections Breathe. Bank left, enter downwind leg at circuit altitude. Pre-landing checklist. Check. Power back, slow down airspeed, flaps down to 10 degrees. Breathe. Bank left, continue to decrease airspeed. “This is the shortest field I’ve ever seen! Now I know why Charlie said you have to come in at 60 knots to make it,” my friend trailed off, staring in awe. Breathe. Bank left, flaps down to 30 degrees, maintain airspeed at 60 knots, keeping that approach path and attitude steady. Landing too low... ditch. Coming in too high... ditch. Making the finest adjustments in power, not teetering off that approach path. Approaching aiming point, power idle, flare right over the runway numbers, eyes on the horizon, hold off and WWW.WINGSMAGAZINE.COM
hover just over the pavement for a smooth landing. Main wheels down. Flaps up. Breaks. Breathe. Laying out my maps and charts, I looked over the flight plan I had prepared the night before as I anxiously awaited for my friend to arrive. I thought landing on an 1,800 foot runway with both ends bounded by water would be fun and challenging for an amateur pilot like myself, as I ran through my flight plan again before departing for our home airport. “Hey where are you heading off to?” asked Mike the flight instructor. “Victoria International Airport then over to Courtney Airpark.” “Oh – that’s a short runway. Have yet to land there myself. Just you?” he speculated, baring a slight tension in his eyes. “Well, Victor will be flying with me, and he’s flying the leg back,” I responded, almost as if to subconsciously reassure myself. I saw his eyes relax; he wished me good luck and left. Exiting off the taxiway at CAH3, a grin stretched across my face over the excited commotion of my friends and I after a textbook short field landing. This is why I live to fly: To share these exhilarating moments with fellow pilots, but beyond that, to inspire others to fly. It gives me great joy and sense of honour to be able to take my friends, family, cadets and anyone in the community who is willing to let me share my passion for aviation, and show them a different perspective of the world we live in. I love finding new challenges that push to perfect my skills. This landing was nothing out of the ordinary for any pilot, but the moment was one of many that pushed aside the stirring self-doubt I had, and reinforced a sense of confidence in myself. Bit by bit, every time you push beyond your own perceived capabilities, you build upon your self-confidence. Never doubt yourself. I really believe one can do anything they set their mind to.
Rising star Katie Gwozdecky.
RISING STAR AWARD Katie Gwozdecky, MSc candidate, Flight Lab, University of Toronto My cross-country flight for my PPL was quite an experience. I did my flight after I had already completed my PPL flight test, so I wasn’t worried about my skills, but flying alone to two different airports is very different than doing steep turns and special landings with an instructor. I flew the trip with my primary instructor a few days prior so I was familiar with the route (CYRO -> CYGK -> CXBR -> CYRO). When I arrived, I had to brief with a different instructor (on any other flight, no problem, but on my qualifying cross country, I was getting nervous). So, I get the plane ready, open my flight plan and I’m off to Kingston. At each airport I had to turn off the plane and get stamped by the dispatch, which in Kingston, was easy. From there, I had a pretty strong headwind so I had to gun it as fast as I could. At Brockville, there was no one at dispatch answering the radio. I had to park the plane and run around the airfield with time ticking to bring the plane back not only before my booking expired but also before my flight plan was due. After running in and finding no one to stamp my book, I texted my primary instructor who just said to take a selfie. So of course, like any self-respecting millennial, I did. But I was late at this point and my primary said, “Get back in the plane!” I climbed back in and doing my best to get back to Ottawa airspace. At 6,000 feet and cruise heading into Ottawa Terminal airspace, I’m on the radio giving my intentions when my window latch comes undone on the passenger side and it flings open. Now, not only am I trying to communicate with Terminal, but I am trying to reach over and close the window. I did it once, but then it opened two more times on my approach to CYRO, so I decided to prop it open with an old map. And naturally, the map goes flying! As I descended, the window managed to stay closed, but I’m nervous it’s going to pop open the moment I turn final for runway 27 at CYRO. Thankfully, it doesn’t and I make it down. Not only did I survive my trip but I was greeted by my brother and mom with a bottle of champagne. What an incredible way to complete my PPL training. I am so appreciative of everyone at Rockcliffe for their support, humour and optimism throughout my licensing. I was able to train there twice a day, every day, over the course of a couple months in 2016. In that time, not only did I gain a greater appreciation for the family I found there, but also for my own – especially for my Mom, who motivated and financed me. I also discovered how adventurous and brave pilots must be to fly. | W September/October 2018 | WINGS 53
Kendra Kincade, founder of Elevate Aviation and air traffic controller with NAV Canada (second from right) at the closing gala of the inaugural Global Aviation Gender Summit in Cape Town, South Africa.
GLOBAL AVIATION GENDER SUMMIT BUILDING AN EQUALITY ROADMAP IN CAPE TOWN, SOUTH AFRICA
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BY KENDRA KINCADE
he inaugural Global Aviation Gender Summit was held from August 8 to 10, 2018, in the oldest city in South Africa, the coastal city of Cape Town. The summit had the backing of prominent aviation organizations, including host South African Civil Aviation Authority (SACAA) with support of the Government of the Republic of South Africa through the Department of Transport. The Summit was co-organized by SACAA and International Civil Aviation Organization (ICAO), in collaboration with the United Nations Educational, Scientific and Cultural Organization (UNESCO) and UN Women. Hundreds of people gathered at the event to create a roadmap for action to accelerate gender equality in aviation. Over two and a half days, representatives came together from all around the world to collaborate and have discussions on gender equality, cultural stereotypes, education (STEM), coaching and mentoring, the economic importance of women in the workplace, innovation, inclusion, diversity, and more. The importance of this conference and the indication that it 54 WINGS | September/October 2018
was being taken seriously was evident by greetings from Poppy Khoza, director of civil aviation, SACAA; Smunda Mokoena, interim board chairperson, SACAA; Sindisiwe Chikunga, Deputy Minister of Transport, South Africa; Dr. Fang Liu, secretary general, ICAO; Papa Atoumane Fall, interim secretary general, African Civil Aviation Commission; and professor Hubert Gijzen, UNESCO regional director for Southern Africa. This summit was in line with the United Nations’ 2030 Agenda for Sustainable Development, specifically, Sustainable Development Goal 5 (SDG 5): Achieve gender equality and empower for all women and girls. SDG 5 is one of 17 SDG’s adopted on September 25, 2015, by heads of states at a special UN summit. It is a plan of action for people, the planet and prosperity; and aims to achieve sustainable development by 2030 worldwide, ensuing that “no one is left behind”. ICAO’s mission for this summit was to map out how aviation can contribute towards SDG 5 through gender equality. The aviation industry is one of the fastest growing industries in the world. The International Air Transport Association (IATA) WWW.WINGSMAGAZINE.COM
DTI Training
Workshops Scheduled in Canada and the U.S. Content Partner
These workshops will be brought to various locations across Canada and the U.S.
DTI, having spent the last 15 years helping develop and deliver training to Transport Canada, NASA and the U.S. DoD, on Quality Assurance, SMS and Surveillance Procedures, is now ready to help you achieve all you can.The workshops are designed to familiarize the participants with the basics of a QA/SMS system and what Transport Canada, the FAA and other governing bodies will be looking for, as they implement their system. It is being taught by the same group (DTI) that has helped Canadian Regulators develop the QA & Surveillance portions of the SMS, and has spent the last ten years facilitating the implementation of the new process to all its inspectors. Three Ways to Attend the Workshops! 1) Sign up to the workshops at a location most convenient to you below! 2) Host our workshops and receive incentives and discounts. 3) Bring DTI to your Enterprise for Company Specific workshops! Receive Discounts, Incentives and more! (this applies to even a single workshop!) EDMONTON AREA - HOSTED BY DELTA HELICOPTERS (ST. ALBERT HELIPORT # 13 26004 TWP RD 544, STURGEON COUNTY, ALBERTA T8T 0B6) Basic Quality Assurance - October 16, 2018 Developing an Acceptable Corrective Action Plan - October 17, 2018 (am session) Basic Auditing Principles - October 17, 2018 (pm Session)
dtitrainingcanada.ca
VANCOUVER AREA - HOSTED BY LONDON AIR SERVICES (4580 COWLEY CRESCENT, RICHMOND, B.C. CANADA V7B 1B8 ) Basic Quality Assurance - November 6, 2018 Developing an Acceptable Corrective Action Plan - November 7, 2018 (am session) Basic Auditing Principles - November 7, 2018 (pm Session)
dtiquality.com
Dennis & Sol Taboada of DTI Training. To Register for a Workshop goto: dtitrainingcanada.ca/ workshops
CALGARY AREA - HOSTED BY CANADIAN NORTH Basic Quality Assurance - December 4, 2018 Developing an Acceptable Corrective Action Plan - December 5, 2018 (am session) Basic Auditing Principles - December 5, 2018 (pm session)
1-866-870-5490
From now till December 31, 2018 DTI is offering FREE ONSITE analysis of your system (QMS, SMS, QA). 2 days at your facility with a special presentation to management on how everything should fit together! No charge! We just ask that DTI’s SME’s travel expenses be covered using the Canadian Travel Regulations as a guide.
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ADVANCING, PROMOTING, AND PRESERVING THE CANADIAN FREEDOM TO FLY COPA - the voice for general aviation pilots and aircraft owners for over 65 years. Be part of Canada’s largest aviation organization today!
Join today: • Access to premium programs for aircraft, home, auto, and life insurance • Monthly magazine, including aircraft buy and sell classifieds • Weekly e-newsletter keeping you up to date on Canadian aviation • Canada’s source of aircraft classified ads • Other aviation discounts
Visit our website: copanational.org Follow us on facebook and Instagram: @copanational
September/October 2018 | WINGS 55
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expects 7.8 billion passengers to travel in 2036, a near doubling of the 4 billion air travelers expected to fly this year. An international shortage of airplane pilots is putting the air travel industry’s recent growth at risk. ICAO estimates that by 2036 there will be a need globally for 620,000 pilots. Aviation is a forward-looking industry that stimulates development, innovation and entrepreneurship. It connects people, cultures and businesses from across the globe and strengthens socio-economic development worldwide.
The international air transport sector today supports the employment of 62.7 million people and contributes $2.7 trillion in global Gross Domestic Product. Furthermore, according to the latest forecasts presented at the summit, both air passenger traffic and air freight traffic are expected to more than double by 2034. In describing the situations, organizers explain, “To keep pace with the rapid growth of the aviation industry, there is a pressing need to improve efficiency and effectiveness at the national, international
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and global levels. One of the ways the desired improvements can be achieved is by making the aviation industry more gender balanced. This means full engagement in the industry by men together with women. Gender equality is both the right thing and the smart thing to do. It is now time to act.” The industry is having a hard time filling the positions, and it’s not just pilots. In terms of women serving in aviation roles, they make up only 6 per cent of all pilots, 2 per cent of aircraft mechanics, 17 per cent of air traffic controllers and 11 per cent of aerospace engineers. The industry wants to find ways to attract women into aviation to help fill the current and projected vacant positions. Finding ways to advocate for women to enter aviation is one way to help the industry develop and retain a competent workforce capable of meeting the needs and challenges of the global aviation community into the future. BUILDING A NEW MAP Women in aviation does not just help the industry, it helps women as well. The roadmap from this summit highlights four areas of recommendations to do just that: Policy and action plan, barriers and enablers, partnerships, and data. One example of a specific recommendation is to encourage leaders to become mentors. One recommended way of doing this is through the ‘heforshe’ campaign. It is an initiative that invites men – and people of all genders – to stand in solidarity with women to create a bold, visible and united force for gender equality. From a Canadian perspective, Transport Canada, NAV Canada and Elevate Aviation were on hand to represent Canada at the summit. Associate Assistant Deputy Minister of Safety and Security, Transport Canada, Nicole Girard sat on a panel to discuss how to transform gender equality in aviation. She also brought greetings and represented the country during her speech at the gala dinner. Shari Currie, regional director general, prairie and northern region, Transport Canada, sat on a panel and brought her expertise on mentorship. From a personal perspective, it was an honour to be at this summit and learn from other organizations around the world. To be surrounded by such wonderful men and women, all with similar visions is empowering and uplifting. My hat is off to the organizers of this inaugural summit for bringing the aviation world together in the pursuit of gender equality. | W WWW.WINGSMAGAZINE.COM
WWW.WINGSMAGAZINE.COM
September/October 2018 | WINGS 57
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CASCADE AEROSPACE
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Program management, fleet management, engineering services and fully integrated logistics support (LS) for commercial and military transport aircraft. Cascade Aerospace is an authorized Lockheed Martin C-130 Service Center and authorized Lockheed Martin C-130J Heavy Maintenance Center
1337 Townline Rd. Abbotsford, BC V2T 6E1 Tel: 604-850-7372 www.cascadeaerospace.com info@cascadeaerospace.com
Repair,overhaul and sales of aircraft components and accessories. These components would be categorized as Fuel, Hydraulic, Pneumatic, ElectroMechanical,and Electronics. Supporting Dehavilland, Boeing,Bombardier, Metro, Bell, Beech, HS748, and various other aircraft.
Hgr 5, 620A McTavish Rd. NE Calgary, AB T2E 7G6 Tel: 403-250-3032 www.condorac.com viki@condorac.com Personnel: Victoria Reeves
KF AEROSPACE
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KF Aerospace is headquartered in British Columbia. Our 1000-strong, highly-skilled workforce has extensive experience in heavy maintenance & modifications that attracts customers from around the world. We provide Engineering; Heavy Maintenance Checks; Structural Repairs & Mods; Avionics; Painting; Parts Manufacturing; and Component Overhaul in over 410,000 sq ft of shops and hangar space. Our facilities in Kelowna, BC and Hamilton, ON are industry recognized for their quality, skills and on-time delivery of major modifications. We are expanding both locations, including a dedicated paint hangar.
5655 Airport Way Kelowna, BC V1V 1S1 Tel: 250-491-5500 www.kfaero.ca MRO@kfaero.ca Personnel: Mike Udala - Director of Maintenance SalesBryan Akerstream - Director of Business Development
OKANAGAN AERO ENGINE(1999) LTD.
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1-5550 Aerospace Dr. Kelowna, BC V1V 1S1 Tel: 250-765-9718 okaero@shaw.ca Personnel: Fred Haasdyk, president. Dan Fedun, manager.
PROPWORKS PROPELLER SYSTEMS
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#38, 27018 SH 633, Villeneuve Airport, Building 35 Sturgeon County, AB T8T 0E3 Tel: 780-457-1910 www.propworks.ca carntson@propworks.ca Personnel: Cliff Arntson, Manager
Propeller overhaul & repair, Part Sales
SKYSERVICE BUSINESS AVIATION
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management services, aircraft charter, FBO services, aircraft sales & HondaJet.
575 Palmer Road NE, Calgary, Alberta, T2E 7G4 Tel: 905-678-5682 skyservice.com Contact: Glenn Williams Email: Glenn_Williams@ skyservice.com
124-7080 River Rd. Richmond, BC V6X 1X5 Tel: 604-273-4561 www.wpl-app.com csloane@wpl-app.com Personnel: Chad Sloane, President; Dave Taylor, Director of Sales; Rob Heath, DOM
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Propeller, n n n governor, wheel and brake overhaul, service and sales. Cessna 208 Latch Kit STC, NDT, chroming, plating, machining & manufacturing.
Custom overhaul for all Lycoming and Continental engines. Exchange engines also available- both Lycoming and Continental. We overhaul all engine related accessories. Level 3 magnaflux and liquid penetrant.
Propeller and governor overhaul and repair. Full service propeller and governor overhaul facility. Transport Canada & EASA approved. Factory trained technicians. Avia, Dowty, Hartzell, Hamilton Standard, Hamilton Sundstrand, McCauley, MT Propeller, Sensenich propellers
Skyservice™ is Canada’s leading facility for aircraft maintenance services, our state of-the-art facility in Calgary offers a wide range of technical services including but not limited to: non-destructive testing, avionics upgrades, 24/7 airline support, structural repairs, corporate aircraft maintenance, aircraft inspection services and strategic sourcing and parts services. Our AOG mobile repair teams can go anywhere within Canada to repair any AOG situation or travel the world to complete any maintenance, avionics or structural requirements. We are a Dassault Falcon Authorized Service Center, a Gulfstream Aerospace Approved Warranty Facility based on our approvals out of Toronto. For over 70 years we’ve been Canada’s #1 Component MRO shop specializing in all makes & models of Propellers, Governors, Wheels & Brakes and more. We are Transport Canada & EASA Certified with in house NDT capabilities, new and used propellers, governors, wheels & brakes in stock for outright purchase or exchange. Two full service MRO facilities in Vancouver & Calgary to service the Canadian market as well as our international partners. Calgary Office - Bay Q 1003 55th Ave NE, Calgary, AB T2E 6W1
WWW.WINGSMAGAZINE.COM
ADVANCED COMPOSITE STRUCTURES INC.
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CANADIAN PROPELLER LTD. 462 Brooklyn St. Winnipeg, MB R3J 1M7 Tel: 204-832-8679 www.canadianpropeller.com info@canadianpropeller.com: dwills@canadianpropeller.com
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For 30 years Advanced Composite Structures (ACS) has been a world leader in Rotor Blade and Composite Structure repairs. ACS’s success can be attributed to a comprehensive and ongoing research and development program resulting in new and enhanced repair procedures. ACS strives to provide customers with “Sound-Solid-Solutions” and focuses on fixing problems not symptoms. ACS provides repairs on components such as: helicopter rotor blades, cowlings, fairings, door and floor panels, radomes, ailerons, elevators, rudders, flaps, flight controls, engine nacelles, landing gear doors and interior panels. EASA Approved. Specialized support, MRO and exchange of propellers, governors and components. MT Propeller distributor. NDT services. On wing maintenance and 24/7 technical and AOG support. Metal and composite propellers, turbine and reciprocating governors. Servicing across North America. Western Canada’s Factory Authorized Service Centre for Hartzell & McCauley. Now an authorized BLR dealer. ** DASH 8 & ATR Blades & Component, MRO***
September/October 2018 | WINGS 59
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CENTRAL CANADA
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PROPWORKS PROPELLER SYSTEMS
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53 Bannister Rd. Winnipeg, MB R2R 0P2 Tel: 204-837-4961 www.propworks.ca mhudec@propworks.ca Personnel: Mike Hudec, Jim Ross
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CENTRAL CANADA
Parts sales, Non Destructive testing. Exchange governors, Propeller Overhaul and Repair.
Propeller and governor overhaul and repair. Full service propeller and governor overhaul facility. Transport Canada & EASA approved. Factory trained technicians. Avia, Dowty, Hartzell, Hamilton Standard, Hamilton Sundstrand, McCauley, MT Propeller, Sensenich propellers
STC development
ADS is a DAO (Design Approval Organization) and an Approved Manufacturing Organization of 15 staff with design and certification projects ranging TSO certifications of avionics, to interior completions, EFIS upgrades, ADS-B, TCAS, TAWS and all other avionics modifications, special missions aircraft and structural modifications. We have Offices in Midland, Toronto and Calgary. We are also a CGA (Controlled Goods Approval) certified company.
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Chartright is a Transport Canada Approved Maintenance Organization (AMO #196-92) with an approved FAA Supplement. Chartright has maintenance facilities in Toronto and Kitchener and are capable of performing maintenance on a wide array of fixed and rotary wing aircraft offering a full array of services from line maintenance servicing to large inspections, avionics, and structures. Chartright is an authorized AgustaWestland Service Centre. Contact us to discuss your next maintenance event.
2450 Derry Road East, Hangar 3 Mississauga, ON L5S 1B2 Tel: 905-671-4674, 1-800595-9395 www.chartright.com mro@chartright.com
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901 Airport Rd Peterborough, ON K9J 0E7 Tel: 705-742-4688 www.flyingcolourscorp.com info@flyingcolourscorp.com Personnel: John Gillespie, Eric Gillespie, Sean Gillespie, Tony Barrett, Richard Dabkowski, Andrew Laba
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7605 Bath Rd. Mississauga, ON L4T 3T1 Company email: gooftogo@ hopeaero.com Toll free: 1-800-268-9900 Phone: 905-677-8747 Website: hopeaero.com Key personnel: Joel Chlan, David Hope, Gabe Marcucci, Terry Hope, Jasper Megelink, Chris Howick, Craig Grant, Cathy Dunn, Moe Godin, Dana Ladd, Michael Hope.
LEVAERO AVIATION
2039 Derek Burney Dr. Thunder Bay, ON P7K 0A1 Tel: 807-475-5353, 1-844538-2376 www.levaero.com info@levaero.com
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Flying Colours Corp is an Aviation Services company with headquarters in Canada and other full service facilities in the USA, & Singapore. Flying Colours specializes in Green Completions, Interior Refurbishment & Modifications, Heavy Maintenance & Repair, Exterior Paint, Executive Conversions, Special Mission Modifications, and Avionics Installations. Flying Colours is a Bombardier Authorized Service Facility and Bombardier Preferred Completion Center.
Propellers, Wheels, Brakes, Dynamic Balance Equipment, Non-Destructive Testing
Hope Aero specializes in the sales and service of propellers, governors, wheels, brakes and Honeywell Dynamic Balance Equipment and Non-Destructive Testing.
Levaero Aviation, the exclusive Pilatus Authorized Sales & Service Centre in Canada, offers extensive maintenance services and a One-Stop Service Solution to Canadian and international general aviation owners. We are an Authorized Service Centre/Dealer and preferred installer for numerous industry products and services. Qualified, experienced, factory trained maintenance staff and managers ensure your aircraft is always maintained to the highest standards. Levaero Aviation's Thunder Bay service centre operates 24/7/365.
WWW.WINGSMAGAZINE.COM
NEW UNITED GODERICH INC.
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403 Canada Ave. Huron Park, ON N0M 1Y0 Tel: 519-228-6052 www.newunitedgoderich.com sales@newunitedgoderich.com
7171 Torbram Rd., C25 Mississauga, ON L4T 3W4 Tel: 905-405-1870 precisionaerocomponents.com sales@ precisionaerocomponents.com Personnel: Cara Tweyman, Paul Gilmour, Tony Di Vincenzo
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Engineering and aircraft modification services.
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Component Repair and Overhaul
With over 20 years experience with maintenance management and providing quality craftsmanship, New United Goderich Inc. employs over 100 professional individuals. Who provide aircraft owners with superior quality exterior refinishing, interior refurbishments, structural repair, heavy maintenance, modifications as well as avionics upgrades and installations. our multi-hangared facility boasts approx. 100,000 sq. ft. of work space. Allowing us to accommodate any aircraft from a Lear 24 to a BBJ. As dealers for Honeywell, BendixKing, Gogo Business Aviation, FDS and DAC international, New United Goderich is your one-stop shop for all your aircraft needs. Component repair and overhaul services, providing electrical, hydraulic, pneumatic, fuel and landing gear component support to airlines, corporate and helicopter operators across Canada and worldwide. Transport Canada and EASA approved AMO. Aircraft types supported include Beechcraft, Bell, Boeing, Bombardier, Cessna, DeHavilland, Eurocopter, Gulfstream, Hawker, Learjet and Pilatus. Exchange pool and 24 hour AOG support available.
LEKTRO
Since 1945
The Original Towbarless Tug
Models From
15,000 to 280,000 lbs.
Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.
LEKTRO .com
1-800-535-8767 1-503-861-2288 sales@lektro.com September/October 2018 | WINGS 61
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SKYSERVICE BUSINESS AVIATION
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TULMAR SAFETY SYSTEMS INC.
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Safety Equipment (Life Vests, Life Rafts, Seat Belts)
For more than 25 years the Tulmar brand stands for providing world-class maintenance repair, overhaul and recertification services focused on safety and survivability equipment. We are an approved maintenance organization with Transport Canada (AMO 67-92) and the EASA (145.7249). We provide full support on our manufactured products for the civil aviation and military markets. We are also an authorized repair station for EAM, Winslow, Katadyn and AMSAFE and are an authorized MRO supplier to Bombardier.
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Special Mission Aircraft, Cargo Conversion, Interior Refurbishments, STC Installations, Air Ambulance, Design Approval Organization, Engineering Services
Voyageur Aerotech is an Approved Maintenance Organization (AMO) and Design Approval Organization (DAO), specializing in comprehensive regional aircraft maintenance, repair and overhaul (MRO) activities, and aircraft design engineering. Our AMO approvals are designed to satisfy our worldwide client base and include Transport Canada Civil Aviation (TCCA), the United States Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA). We specialize in client-dedicated solutions for all levels of aircraft inspections, heavy checks, modifications, installations, and repairs. Our 200,000 square foot (18,850 square meters) main maintenance facility at North Bay, Ontario, Ca
Distribution: Eastman oil and Skydrol product, Castrol Aerospace Products, Vantage Chemical solution, Alglas Monitor Cleaners and Lord Interior vibration mount. Tailor made solutions for Logistic Operation (JIT, Kitting, Managment of consignment Inventory)
CanRep Inc. is a TCCA & EASA approved MRO Organization specializing in the repair and overhaul of Aircrafts and Helicopters components (Civil & Military) i.e.; (Aircraft Lavatories Systems, Fuel and Hydraulic pumps, Power generation equipment, actuators) Canrep is also a Canadian authorized Distributor for Castrol Aerospace products, Vantage chemical solution, Eastman Aerospace Oils and Lubricants, Alglas Monitor Cleaners and LORD Corporation interior vibration isolator mounts. We offer solutions for logistic operation (JIT,Kitting,Management of consignment inventory)
1123 Cameron Street Hawkesbury, ON K6A 2B8 Tel: 613-632-1282, 1-800570-6670 www.tulmar.com marketing@tulmar.com Personnel: Patrick Phillips, Francine Bigras
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CANREP INC.
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1500 Airport Rd. North Bay, ON P1B 8G2 Tel: 705-476-1750 www.voyav.com jeff.cooke@voyav.com Personnel: Jeff Cooke, Chief Operating Officer
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Skyservices’ award winning facilities in Toronto focuses on a large range of technical services including but not limited to: aircraft maintenance, inspection services, avionics upgrades and support services, sheet metal, non-destructive testing, strategic sourcing and parts services. Our AOG mobile repair teams can go anywhere within Canada to repair any AOG situation or travel the world to complete any maintenance, avionics or structural requirements. Skyservice is a Dassault Falcon Authorized Service Center, a Gulfstream Aerospace Approved Warranty Facility as well as Bombardier Aerospace Authorized Service Facility. Skyservice™ is full service aviation company offering services in maintenance, aircraft management services, charter, aircraft sales and FBO services.
management services, aircraft charter, FBO services, aircraft sales & HondaJet.
6120 Midfield Road, Mississauga, Ontario, L4W 2P7 1-88-759-7591 Contact: Mark Rinaldi Email: Mark_Rinaldi@ skyservice.com
VOYAGEUR AEROTECH INC.
Pai ntin Rec g ip. Tur Overha bin u Des e Ove l crip rhau tion l
Acc e ss Airf ories ram Aux es ilia Avi ry Pow oni er U c nits Com s pos Eng ite R epa ine Eng ering ir Ser ine Hot s Serv vices ice Se Insp ction I s nsp e ct i Inst on S ection er v rum Inte ents ices rior S Ma inte ervice Oth nance s er S erv Plans ices /Mi sc.
ONTARIO
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QUEBEC 12900 Rue Brault Mirabel, QC J7J 0W4 Tel: 450-434-9898, 1-866-588-0588 www.canrep.com sales@canrep.com Personnel: David Gregory PresidentMarc A. Gregory Executive Vice-President
L-3 MAS
10000 Rue Helen Bristol Mirabel, QC J7N 1H3 Tel: 450-476-4000 www.L3T.com/MAS info.marketing@l3t.com Personnel: Jacques Comtois, Vice-President and General Manager
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L3 MAS is Canada’s leading In-Service Support (ISS) integrator. L3 MAS delivers integrated solutions, spanning fleet and life cycle management, Electronic Information Environment (EIE) applications, systems engineering, maintenance, material management, technical publications, and the full spectrum of ISS solutions, to maximize customer platform effectiveness. L3 MAS also offers turn-key solutions for the design, prototyping, manufacture, repair and overhaul and certification of aerospace components. The company is headquartered in Mirabel, Québec. WWW.WINGSMAGAZINE.COM
M1 COMPOSITES TECHNOLOGY INC.
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2460 Michelin Laval, QC H7L 5C3 Tel: 450-686-8864 www.m1composites.com info@m1composites.com Personnel: Lorenzo Marandola
9785 Ryan Avenue, Dorval, Quebec, H9P 1A2 514-420-2405 Contact: Patrick Canuel Email: Patrick_Canuel@ skyservice.com
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Pai ntin Rec g ip. Tur Overha bin u Des e Ove l crip rhau tion l
Acc e ss Airf ories ram Aux es ilia Avi ry Pow oni er U c nits Com s pos Eng ite R epa ine Eng ering ir Ser ine Hot s Serv vices ice Se Insp ction I s nsp e ct e ct i o n Inst rum Serv ion Inte ents ices rio Ma r Serv inte ice Oth nance s er S erv Plans ices /Mi sc.
QUEBEC
NDT, Thermographic inspection, Aerospace Welding
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management services, aircraft charter, FBO services, aircraft sales & HondaJet.
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M1 Composites is an AME and DAO specializing in advanced composites and sheet metal structures. Our services include engineering, certification (STC’s & PMA parts), manufacturing, repair, and NDT (LPI, Eddy current, ultrasonic, thermography, borescope, ELCH). We repair and overhaul nacelles, flight control surfaces, radomes, doors, interiors, fairings, cargo nets and much more. We are licensed by Airbus and Boeing, ISO9001/AS9100/AS9110 certified, Controlled Goods Program approved, and are the exclusive Canadian calibration provider for HEATCON Composite Systems. Skyservice™ Montreal is full service aviation company offering a wide range of technical services including but not limited to: aircraft maintenance, aircraft inspection services, avionics upgrades and support services, wheel shop, non-destructive testing, strategic sourcing and parts services. Skyservice has AOG mobile repair teams that can go anywhere within Canada to repair any AOG situation or travel the world to complete any maintenance, avionics or structural requirements. Skyservice is a Dassault Falcon Authorized Service Center, a Gulfstream Aerospace Approved Warranty facility as well as Bombardier Aerospace Authorized Service Facility.
BACKED BY
2,150 Experts
Duncan Aviation is FAA-authorized to work on 10 makes and nearly 100 models of business aircraft. Accessing our expertise is easy. A Duncan Aviation team is no more than 150 nm from the top 100 busiest business jet airports in the United States. www.DuncanAviation.aero Experience. Unlike any other.
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PREMIER AVIATION QUEBEC INC.
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Acc e ss Airf ories ram Aux es ilia Avi ry Pow oni er U c nits Com s pos Eng ite R epa ine Eng ering ir Ser ine Hot s Serv vices ice Se Insp ction I s nsp e ct i Inst on S ection er v rum Inte ents ices rior S Ma inte ervice Oth nance s er S erv Plans ices /Mi sc.
QUEBEC
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IMP AEROSPACE & DEFENCE
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Technical and n engineering support, avionics and structural modifications, NDT
IMP Aerospace & Defence, along with six Operating Units, provides turn-key military and civilian engineering, maintenance and modification services within ISO 9001 and AS9100 certified facilities. IMP is an Accredited Maintenance Organization (AMO); Transport Canada design approval organization (DAO); Accredited Technical Organization (ATO); a Sikorsky licenced Sea King/S-61; Bell 412; Cormorant CH149/ AW101; Lockheed Martin authorized C-130, C-130J, CP140/P-3 modification and maintenance support provider. IMP manufactures aircraft structural assemblies, wire harness assemblies and space products.
BANYAN AIR SERVICE
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FBO Services, n Fuel, Hangar and Office Space, Aircraft Sales & Service Center for HondaJet and Quest KODIAK and Preowned Aircraft Sales and Acquisitions, Aircraft Parts, Duty Free Shop, Jet Runway Cafe, and the largest, most unique Pilot Shop in the United States.
n Banyan Air Service based in Florida at Fort Lauderdale
DUNCAN AVIATION
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Fuel, Engineering & Certification, Parts, AOG engine and avionics assistance
n Duncan Aviation is an aircraft service provider supporting
DUNCAN AVIATION
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Premier Aviation Quebec is an International primary provider of Regional airframe heavy maintenance with all back shops under one roof. Located at the Jean Lesage International Airport in Quebec city, Premier Aviation Quebec is Transport Canada, FAA, ANAC and EASA certified. Premier Aviation Quebec provides world-class cost-effectiveness and value-added MRO services to lessors and aircraft operators worldwide. We maintain all ERJ & EJets series, Dash-8-series, CRJ series, ATR42/72 & SAAB340A/B
800 8e Rue de L'Aéroport Québec, QC G2G 2S6 Tel: 418-800-1325, 888-578-3369 www.premieraviation.ca Personnel: Ronnie Di Barolo President & CEOSylvain Perron COOJP Bastien VP OperationsJC Tewfik VP Sales, Marketing & Services
ATLANTIC CANADA P.O. Box 970 Enfield, NS B2T 1L5 Tel: 902-873-2250 www.impaerospaceanddefence. com Personnel: David Gossen, President; Carl Kumpic, VP International Marketing
USA 5360 Northwest 20th Terrace Fort Lauderdale, FL 33309 Tel: 954-491-3170 www.banyanair.com info@banyanair.com Personnel: John Mason, Director of FBO Sales and Client Relations Charlie Amento, Director of MRO Services Danny Santiago, Avionics Manager
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15745 S. Airport Rd. Battle Creek, MI 49015 Tel: 269-969-8400, 800-525-2376 www.DuncanAviation.aero webmaster@DuncanAviation.com
3701 Aviation Rd. Lincoln, NE 68524 Tel: 402-475-2611, 800-228-4277 www.DuncanAviation.aero webmaster@duncanaviation.com
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Fuel, n Engineering and Certification, Aircraft Sales and Acquisitions, Parts Support, AOG engine services, AOG avionics services
Executive Airport is an aviation complex that offers FAA Part 145 MRO services for Challenger, Hawker, Falcon, Citation, Learjet, HondaJet, King Air, Pilatus, Beechjet, Piaggio and Kodiak. In addition, we are factory authorized as service centers for Beechcraft, Piaggio, Quest KODIAK, and HondaJet. Our team provides maintenance inspections, modifications, avionics installations/repairs and specializes in ADS-B, FANS and STCs. Depend on Banyan to have your maintenance Done Right…On Time…As Quoted. For more information, visit banyanair.com
the aviation needs of government and business operators. Services include airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint and interior services, engine and avionics AOG service, and preowned aircraft sales and acquisitions. Duncan Aviation also has international aircraft components experts available 24/7/365 at +1 402.475.4125 who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/instrument/accessory repairs and parts.
n Duncan Aviation is an aircraft service provider
supporting the aviation needs of government and business operators. Services include airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint and interior services, engine and avionics AOG service, and preowned aircraft sales and acquisitions. Duncan Aviation also has international aircraft components experts available 24/7/365 at +1 402.475.4125 who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/instrument/ accessory repairs and parts.
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NEWS BRIEF CEO’S CORNER
Respected BA Operator or and Entrepreneur to Lead CBAA
C
BAA has named Anthony Norejko, a former CBAA vice chair and well-respected member of the business aviation community, as its new President and CEO. “We undertook an exhaustive search for the right person,” said CBAA chair, Peter Bing “Anthony has the industry knowledge, skill set, passion and high energy we were looking for. He is as well known for his entrepreneurial successes as he is for his business aviation expertise, and this is exactly what the association needs to drive itself – and take its members – to the next level. ” As well as his leadership in business aviation as Director Aviation and Chief Pilot for Walmart Canada, and later as the principle of his own aviationservice company, CrewSked, Anthony also demonstrated his financial and strategic planning acumen as founder of MoneyUpstream Coaching and more recently, as Vice President Strategy and Operations, North at FirstService Residential. Anthony joined the CBAA board in 2014. As a director, he quickly made his mark, working to strengthen the association and its membership as chair of the nominations committee and as vice-chair. During his time with the 1 CBAA | News Brief
Passing the baton
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association, Anthony developed a compelling vision for the CBAA to lead change and create the conditions that enable the success of its members. As a dynamic and motivated leader, skilled in challenging the status quo while creating innovative and winning strategies and organizational transformations, it is a vision that he intends to expand and implement as president. He was involved with a number of critical files, most notably playing a pivotal role in working with the GTAA on slot restrictions. Anthony was instrumental in establishing the successful CBAA/GTAA Technical Working Group to address these issues.
In 2017, Anthony served as CBAA’s Vice President of Member Relations and Development and created a social media strategy and a detailed membership development and sales plan which will now be incorporated into a comprehensive association strategy. “Moving at the speed of business requires an engaged association. No one operator alone can influence the regulatory environment, gather consensus and influence change. I’m committed to engaging with our operator and associate members to ensure our industry is seen as a positive contributor and enabler to our Canadian businesses.”
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continued on page 2
To represent and promote the Canadian business aviation community globally, advocating safety, security, and efficiency
CBAA-ACAA News Brief
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CBAA at Work to Attract the Next Generation to Business Aviation
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International BA Community Resources to Assist CBAA Push Back on GTAA Slot Allocation Scheme
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CBAA Helps Members Deal with Challenges as CRA Rolls Out its New Personal Use Taxation Policies
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TC Asks for Business Aviation Input on its International Strategy
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Get Ready for CBAA 2019
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CBAA Helps Members Break Into the World’s Biggest Aviation Market at NBAA-BACE
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Support careers in BA as a Sponsor of the CBAA Schedulers & Dispatchers Scholarship
Call for CBAA 2019 Committees Local Organizing Committee CBAA 2018 Presentations on YouTube
continued from page 1 planner and a strong leader, known as a UVTCVGIKGU VJCV YKNN JCXG C NQPI VGTO KORCEV VGCO DWKNFGT CPF EJCPIG CTEJKVGEV QP QWT UGEVQT #PF QH EQWTUG YG EQPVKPWG He represents the best of the VQ YQTM CEVKXGN[ YKVJ IQXGTPOGPV QHƂEKCNU PGZV IGPGTCVKQP QH DWUKPGUU CXKCVKQP s XKTVWCNN[ QP C FCKN[ DCUKU s QP KPƃWGPEKPI professionals, plugged or mitigating the regulations KPVQ PGY VGEJPQNQIKGU CPF CPF RQNKEKGU VJCV CHHGEV [QWT CRRTQCEJGU DWV ƂTON[ TQQVGF QRGTCVKQPU in and sensitive to, the positive #PVJQP[ YKNN JCXG C HWNN CEVKQPU QH VJG RCUV RNCVG DWV JGoNN JCXG JGNR C + JCXG UGGP #PVJQP[ KP professional and hard working CEVKQP CU %$## 8KEG %JCKT UVCHH C FGFKECVGF CPF CEVKXG CPF 82 /GODGTUJKR #EVKXG board, and our supportive Rudy Toering, CPF GPICIGF OGODGTU + and engaged, his passion, Interim 2TGUKFGPV %'1 think the path forward is both enthusiasm and most importantly, his willingness ENGCT CPF ƂNNGF YKVJ RTQOKUG to put in the hard work, was a huge asset + RGTUQPCNN[ VJCPM QWT PGY EJCKT VQ WU *G MPQYU YJCV DWUKPGUU CXKCVKQPoU Peter Bing and our impressive board of EQPEGTPU CTG CPF JCU CNTGCF[ YQTMGF FKTGEVQTU CU YGNN CU QWT VGCO KP 1VVCYC FKTGEVN[ QP UQOG MG[ KUUWGU NKMG )6## #KOG .KPFUC[ /GTNKP &GDTC CPF .KUG HQT CEEGUU VJGKT FGFKECVKQP 6JG[ YGTG WR HQT GXGT[ + VJKPM JG YKNN JKV VJG ITQWPF TWPPKPI EJCNNGPIG CPF UGTXGF [QW s CPF JGNRGF #PF VJCVoU IQQF DGECWUG VJGTG KU OWEJ OG s OQXG QWT CIGPFC HQTYCTF +V YCU VQ DG FQPG #HVGT [GCTU QH ƂIJVKPI HQT a pleasure to work with them, and I know TGEQIPKVKQP HQT C XQKEG KP IQXGTPOGPV VJG[ YKNN YQTM YKVJ #PVJQP[ YKVJ GSWCN RQNKE[ FGXGNQROGPV %$## PQY JCU C XKIQWT RNCEG CV VJG VCDNG CPF KU DGKPI CEVKXGN[ 6Q CNN O[ EQNNGCIWGU PQ OCVVGT YJGTG EQPUWNVGF D[ IQXGTPOGPV QP YKFG TCPIKPI the future takes me, I will always be part RQNKE[ KPKVKCVKXGU KPENWFKPI TGIWNCVQT[ QH VJKU TGOCTMCDNG UGEVQT +V JCU DGGP O[ modernization and international aviation JQPQWT VQ UGTXG [QW
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CBAA-ACAA News Brief
1 Rideau Street, Suite 700 1VVCYC 10 - 0 5 6GN r (CZ 'OCKN NDGTPFV"EDCC EC r 9GDUKVG YYY EDCC CECC EC
STAFF MEMBERS President & CEO #PVJQP[ 0QTGLMQ GZV CPQTGLMQ"EDCC EC Executive Assistant and Director of Administration #KOG 1o%QPPQT GZV CQEQPPQT"EDCC EC Vice President, Government and Regulatory Affairs /GTNKP 2TGWUU ORTGWUU"EDCC EC Membership and Communication Services Manager .KPFUC[ $GTPFV GZV NDGTPFV"EDCC EC Marketing & Industry Relations &GDTC 9CTF FYCTF"EDCC EC Events Coordinator .KUG *QFIUQP NJQFIUQP"EDCC EC
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BOARD OF DIRECTORS EXECUTIVE COMMITTEE r 2GVGT $KPI Chair r 2GVGT $KPI &KTGEVQT #XKCVKQP 1RGTCVKQPU %JKGH 2KNQV 5QDG[U +PE Vice Chair r ,COGU 'NKCP 2TGUKFGPV %JKGH 1RGTCVKPI 1HƂEGT #KT5RTKPV Past Chair r 4QF $CTPCTF &KTGEVQT #XKCVKQP CPF 6TCXGN 5GTXKEGU CPF %JKGH 2KNQV -CN #XKCVKQP )TQWR Secretary r $KNN /E)QG[ President #WTQTC ,GV 2CTVPGTU Treasurer r 5EQVV *CTTQNF Regional Sales Manager 5KIPCVWTG (NKIJV 5WRRQTV
BOARD MEMBERS AT LARGE Gallagher r 8KEG 2TGUKFGPV CPF )GPGTCN JJean-Christophe Ch i t h G ll h 8K 2 KF V F ) N /CPCIGT %WUVQOGT 'ZRGTKGPEG $QODCTFKGT $WUKPGUU #KTETCHV Gary Wood r &KTGEVQT s %QTRQTCVG 5CNGU /CTMGVKPI (N[KPI %QNQWTU Susan Gunn r 1RGTCVKQPU 2 / #KT Lisa Clarke r 4GIKQPCN 5CNGU /CPCIGT (NKIJV5CHGV[ %CPCFC .VF Ehsan Monfared r #UUQEKCVG YYZlaw Lyn Shinn • 82 %GPVTCN 4GIKQP *QPFC,GV 5CNGU CPF 2TG 1YPGF #KTETCHV 5CNGU 5M[UGTXKEG $WUKPGUU #XKCVKQP +PE Cathy Caldarola • &KTGEVQT QH 5CNGU CPF /CTMGVKPI %JCTVTKIJV #KT )TQWR Jacqueline Bailey • 82 +PƃKIJV5VGTNKPI +%(5 #XKCVKQP )TQWR Paul Carter • &KTGEVQT QH /CKPVGPCPEG 5M[EJCTVGT .KOKVGF Ivano Mosca • %2# %/# 8KEG 2TGUKFGPV (KPCPEG CPF #FOKPKUVTCVKQP +PPQVGEJ 'ZGECKTG #XKCVKQP )TQWR Ian Darnley • &KTGEVQT QH $WUKPGUU &GXGNQROGPV 5WPYGUV #XKCVKQP .VF
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ADVOCACY AND NEWS CBAA Helps Members Deal with Challenges as CRA Rolls Out its New Personal Use Taxation Policies
CBAA At Work to Attract the Next Generation to Business Aviation
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oung professionals who are thinking about their next career move now have a direct line to business aviation, thanks to the CBAA’s Business Aviation Young Talent Initiative (BizAvYTI). Sponsored by AirSprint, Bombardier Business Aircraft and Student Aviation Financial Enterprises Corp., BizAvYTI is spear-headed by six young aviation professionals, all of whom found themselves working in BA almost by accident. “Three years ago, I had no idea this side of the industry even existed.” explained Kate Latis, a founding member of BizAvYTI and administrative assistant at Aurora Jet Partners. “I graduated from a four-year aviation management program and business aviation never came up as a possible career choice. I was exposed to a
multitude of jobs in commercial aviation and our program even touched on military careers. I guess I could say that business aviation is the hidden gem of the aviation industry.” BizAvYTI’s Twitter page is already filled with inspirational stories and anecdotes from people who work in – and love – business aviation, with more added every day. The BizAvYTI team is reaching out to flight schools and post-secondary institutions and organizing presentations and events that help people EXPLORE business aviation as a serious career option, NETWORK with industry leaders and CONNECT with the people who can help launch them on their career trajectory. Follow us at @BizAvYTI and contact bizavyti@cbaa.ca to find out how you can support this important new initiative.
CBAA Continues to Work with GTAA
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entral to the largest concentration of head offices and in the centre of Canada’s most prosperous and populous region, it is no surprise that the Toronto Pearson International Airport (TPIA), managed by the Greater Toronto Airport Authority (GTAA) is the country’s biggest and busiest airport for scheduled carriers and private operators alike, serving business flights from around the world. Through the Technical Working Group and other airport committees, the CBAA has been working with the airport and Nav Canada to find practical ways to ensure that runways and services are as readily available to private operators as they are to scheduled service. CBAA is continuing to work with the airport to find solutions. Further information will be circulated via our weekly News Bulletin as it becomes available.
hile continuing to work with CRA this year to mitigate the impacts of its new tax policy on the personal use of business aircraft, the CBAA has also turned its attention to working with members to identify and deal with issues as they arise. One challenge deals with a potential bias concerning employee travel benefits on business flights compared with airline employees’ use of scheduled fights. A seat that would otherwise be empty that is filled by an airline employee on a scheduled flight is not assessed as taxable benefit. However, it is not clear that the same would be true for employees filling an empty seat on a business flight. We are currently working with the CRA to address this and other matters as they occur. Members are encouraged to contact the CBAA to keep us informed of what is transpiring and to allow us to provide assistance when appropriate.
TC Asks for Business Aviation Input on its International Strategy
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o support sales globally and jobs at home, Canadian corporations must be able to take full advantage of the unique opportunities that only business aviation can provide. Industry cannot do this alone: the federal government has a critical role on the international stage to champion and protect the interests of our $12.1 billion business aviation sector. To that end, Transport Canada (TC) recently met with the CBAA to get our input into TC’s new international engagement strategy, which will set the framework to advance Canadian leadership on civil aviation issues on the world stage. Working closely with the International Business Aviation Council (IBAC) to develop and communicate our shared positions, the CBAA outlined its vision of how TC and the business aviation community could work together to create a strong international framework.
CBAA-ACAA News Brief
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EVENTS AND MEETINGS
GET READY FOR CBAA 2019!
EVENTS
This calendar is subject to change. For EQPƂTOGF EJCRVGT OGGVKPI FCVGU CPF KPHQTOCVKQP RNGCUG TGHGT VQ VJG %CNGPFCT QH 'XGPVU QP VJG %$## YGDUKVG Edmonton Chapter Meeting 6WGUFC[ 5GRVGODGT VJ Calgary Chapter Meeting 9GFPGUFC[ 5GRVGODGT VJ Vancouver Chapter Meeting 6JWTUFC[ 5GRVGODGT VJ Quebec Chapter Meeting 9GFPGUFC[ 5GRVGODGT VJ Ontario Chapter Meeting 6JWTUFC[ 5GRVGODGT VJ
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ark your calendars for one of the most exciting business aviation events of the year: CBAA 2019, taking place in Calgary during Stampede, July 9 – 11. Experience two great venues: our Diamond sponsor, Sunwest Aviation’s state-of-the-art FBO for the exhibit and static and the brand new Calgary Westin Airport, for accommodations and the educational sessions, and offering the standards of quality and service that you’vee come to expect from Westin. Stay tuned for more information!
Call for CBAA 2019 Committees National Program Committee
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BAA is calling on members who are interested in joining the convention’s National Program Committee to help us identify and confirm unique sessions and speakers and to help us market the event to their colleagues. The educational program is one of the most important elements of our convention and industry-led guidance is essential. The time commitment is about an hour a month for planning teleconferences. Please contact Debra Ward, dward@cbaa.ca to find out more.
Local Organizing Committee
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re you a familiar with the Calgary area? Join the CBAA 2019 Local Organizing Committee and bring your ideas forward. We are looking for individuals with ideas for social events, vendors, sponsors and golfers. Responsibilities include conference calls with CBAA head office leading up to CBAA 2019, assistance with local communication & advertising and support at the event. For more information, please contact Lise Hodgson at lhodgson@cbaa.ca.
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CBAA-ACAA News Brief
CBAA’s Canadian Pavilion at NBAABACE 2018 1EVQDGT VJ s VJ
CBAA 2018 Presentations on YouTube
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f you weren’t able to attend CBAA 2018, you can catch up by visiting CBAA’s YouTube channel for video highlights covering some of the convention’s most popular sessions and speakers, including newly-uploaded videos on CBAA’s new Flight Risk Assessment Tool (FRAT), Fatigue Risk Management Approaches and Emergency Communications for Business Aviation. You can also view presentations on CBAA’s Speaker page. Access the YouTube and Speaker page links at www.cbaa-acaa.ca.
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MEMBERSHIP
CBAA HELPS MEMBERS BREAK INTO THE WORLD’S BIGGEST AVIATION MARKET AT NBAABACE.
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reaking into new markets is an essential part of any company’s expansion plans. CBAA is pleased to help its members grow their businesses, with an exclusive opportunity that supports small businesses’ attendance at NBAABACE, Oct 16 to 18 in Orlando, FL. This cost-effective program includes space at our Canadian Pavilion, a prominent and centrally located booth, and is designed to help members with limited internal resources maximize their impact, by providing on-site staffing, marketing and logistical support. As well, the strong relationship between CBAA and NBAA brings added value to our participation. This offer is open to any CBAA member who has not exhibited at an NBAA event on their own. NBAABACE is the largest business aviation convention in the world, routinely drawing over 25,000 business aviation industry leaders and vendors For more information on how
CBAA can help you promote your goods and services at NBAA-BACE, contact Linday Berndt at lberndt@ cbaa.ca.
YOU CAN SUPPORT CAREERS IN BA AS A SPONSOR OF THE CBAA SCHEDULERS & DISPATCHERS SCHOLARSHIP
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ow entering its third year, CBAA is pleased to offer the $10,000 annual Schedulers & Dispatchers Scholarship, which promotes education and training as a means for individuals to increase their professionalism and advance their
careers. We all have a stake in the future – and our future employees. We encourage you to support this important initiative and join our other valued sponsors, who have each agreed to a minimum of a $1,000 donation a year for five years. For more information, please contact Aime O’Connor at aoconnor@cbaa.ca.
CBAA Welcomes New Members FlyGTA FlyGTA Airlines is the modern-day solution for the commuter, tourist, and aviation enthusiast. Located at Billy Bishop Toronto City Airport in the heart of Toronto, FlyGTA provides scheduled flights from Toronto to Niagara, Waterloo, and Muskoka. Whether commuting with us regularly or chartering a flight with us for a world-class experience, we guarantee your satisfaction. FlyGTA also tops the Ontario market in aerial tours and daycation packages over Toronto and Niagara Falls, perfect for a special occasion and a tailored-for-you experience. We at FlyGTA Airlines pride ourselves with an award-winning service, and we are driven to provide the highest level of integrity, efficiency, and safety to all our clientele. ELEVATE Aviation Solutions is a multifaceted aviation enterprise born out of 25 years of industry experience. The first is “ELEVATE”, a private jet charter brokerage. A thorough, customer-centered service approach evokes a by-gone era where travel was more than just a means to an end. Please visit www.private-jet.ca.
ELEVATE Aviation Solutions ELEVATE Aviation Solutions was started by an aviation industry veteran. A pilot and holder of an Aviation-MBA, he has worked for airlines, an aircraft manufacturer, and on a wide range of consulting projects both in Canada and internationally. He was most recently Director of Network Planning at Porter Airlines where he managed the carrier’s fleet of 29 aircraft and oversaw much of the company’s remarkable growth into new destinations across Ontario, Quebec, the Maritimes, and the USA. With a broad range of expertise ELEVATE Aviation Solutions also provides consulting services to airlines, airports, and other aviation enterprises through its “B2B” arm. Diverse skills include air service development, network planning, marketing, and strategic planning. Visit www.elevate-aviation.ca/consulting for more information.
CBAA-ACAA News Brief
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CBAA-ACAA News Brief
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CANADIAN AVIATION CONFERENCE & TRADESHOW 2018!
TUESDAY, NOVEMBER 13 to THURSDAY, NOVEMBER 15 The major Industry Networking Event not to be missed! WESTIN BAYSHORE HOTEL VANCOUVER BC ATAC’s Canadian Aviation Conference and Tradeshow has been the national gathering for operators, industry suppliers and government stakeholders involved in commercial aviation and flight training in Canada for over 80 years!
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THE 2018 ATAC CANADIAN AVIATION CONFERENCE AND TRADESHOW The Canadian Aviation Conference and Tradeshow, hosted annually by ATAC, will be held in Vancouver on November 13-15 at the Westin Bayshore Hotel. This year’s conference promises to be of particular interest as many important issues will be at a major crossroads. These include much needed regulations surrounding the use of marijuana, as the Conference will be held barely one month after the October 17 date announced by the Prime Minister as the official date recreational marijuana will officially become legal in Canada. Carriers need a clear set of regulations put in place on this issue and nothing is forthcoming that we are aware of. Transport Canada can’t simply put the onus on pilots, crews and maintenance engineers, relying on them to behave professionally and not work should they not be fit. The Transport Minister has to table a clear set of rules in order to avoid a period of regulatory uncertainty which would rely on pilots and carriers to interpret
and apply the law as they understand it. Flight and Duty Time regulations should also be closer to being sorted out by then. We are still hoping that the Minister will listen to the many grave concerns voiced by industry and be open to collaboratively finding a workable solution which will minimize the serious socio-economic impact on Canadians. We have had little indication that the Minister and his department have been swayed at all by the arguments voiced by members of his own caucus and repeatedly by industry. We have asked for sector specific regulations and a closer alignment with the US regulations on flight and duty time. We reiterate our offer of full cooperation in this issue of the utmost importance. Another key issue to be addressed at the Conference is that of the labour shortage in our industry. The absolute urgency of this situation has brought all of industry together to develop immediate and lasting solutions.
AVIATION ENVIRONMENTAL POLICY – Carbon Offsetting & Reduction Scheme for International Aviation (CORSIA)
CORSIA, the market-based measure that addresses the increase in total CO2 emissions generated by aviation as of 2020, will be another important issue discussed at this year’s Conference. CORSIA is expected to complement other planned measures such as development and evolution of aircraft technology, operational improvements increasing efficiency and the greater use of sustainable aviation fuels. The CORSIA scheme targets air operators that emit more than 10,000 tonnes of CO2 annually on international flights including cross border flights. The CORSIA program requires fuel monitoring for all countries and will start January 1, 2019. Transport Canada is encouraging operators to start submissions of Monitoring, Reporting and Verification
Systems (MRV) as early as September 2018 so they can be approved by November 30, 2018. The MRV is not required for domestic aviation, aircraft with less than 5,700 kg maximum take off mass, humanitarian, medical or firefighting operations or helicopter operations. The Canadian Aviation Conference and Tradeshow will host, in collaboration with Transport Canada and Sunwing Airlines, a CORSIA information session for operators. This will be an opportunity to hear from CORSIA specialists, the regulator, and an air operator who has hands-on experience with the reporting program. Online registration to the Canadian Aviation Conference is now open.
The ATAC led Working Group on Labour Shortage in the Aviation Industry has been tackling this issue for 18 months, identifying root causes, creating marketing tools to attract youth and women to aviation, and approaching both private and public partners looking to set up much needed financial instruments to fund ab initio and advanced flight training. ATAC is concentrating its efforts on finding such financial mechanisms and on instructor retention as these are two key aspects of the problem. A full range of committee meetings including numerous noted guest speakers and panelists will be held during the three-day event, providing always topical, informative and engaging meetings. A wide variety of commercial aviation related topics, certain to covers everyone’s areas of professional interest, will be presented throughout the Conference, including a 90-minute plenary with Transport Canada Civil Aviation senior management.
ATAC IS PROUD TO WELCOME THE FOLLOWING NEW MEMBERS
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Air Transport Association of Canada 700 – 255 Albert Street, Ottawa, Ontario K1P 6A9 Phone: (613) 233-7727 • Fax: (613) 230-8648 Website: www.atac.ca
ATTEND THE WORLD’S LARGEST BUSINESS AVIATION EVENT Join over 25,000 industry professionals for the most important three days of business aviation, with 1,100 exhibitors, 2 static displays of aircraft – one inside the exhibit hall and the other outside at Orlando Executive Airport, and more than 50 education opportunities. Visit the 2018 NBAA-BACE website to learn more and register today.
www.nbaa.org/bace/register
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FINAL By Carter Mann
In the front door
General Aviation’s role in Canada's pilot shortage
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he widely publicized conversation about an industry-wide pilot shortage always reminds me of an old story about a student pilot, flogging around in a J-3 Cub who sees a light twin cargo-hauler flying above them and dreams of the day they will be in the left seat of something a little bigger, a little faster, and that pays a little better. Meanwhile, the pilot of the twin sees a regional airliner flying above her and thinks about how much better life will be when the call comes to get some real right-seat turbine time. The story culminates with the captain of a 747 looking down from the flight levels to see a J-3 Cub gliding low and slow over the farmers’ fields and thinking about how much fun it would be to be down there wandering around with the door open and nothing but blue sky ahead – real flying. There often seems to be an omission about the role that the metaphorical J-3 Cub plays – not just in training the student, but also in the dreams of the 747 captain – in the world of aviation. As the director of government affairs and communications for the Canadian Owners and Pilots Association (COPA), I attend many conferences, seminars, and workshops where industry experts gather around and strategize about how to make being an airline pilot a more attractive career option, but they often do not talk about how to make flying more accessible. They talk about more airline cadet programs, possibly changing the structure and format of flight training to make the process more appealing, getting the major airlines to stop poaching instructors so they can train new instructors, but there is very little about actually connecting future pilots with their basic desire of flying an airplane – something that, arguably, cannot be done at a career fair. This is where the conversation needs to pivot back to the role that general aviation plays in producing the aviation industry of tomorrow. At a recent forum concerning the future of the aviation industry, a number was put forth saying that by 2025, Canada will need to produce an estimated 15,000 new pilots in order to simply fill the void produced by retirement and other attrition, not counting projected growth. I was proud to raise my hand and highlight how, through our COPA for Kids youth
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of available space in the local flight school, which in many cases weathered the hard times by seeking out lucrative foreign training contracts, and what should be the first step on a gradual upward career trajectory seems more impossible at every juncture. However, in a generation of Instagrammers and Youtubers, flying can, and does often, virtually sell itself. To ensure the supply chain for pilots stays healthy, the front door of the aviation world, GA, has to stay open. This means protecting community airports so that flight schools have places to train, ensuring adequate talent and experience is retained at the instructor level, preserving the flying clubs and social networks associated with airports, and including the community in what goes on at their local airport so they are connected and realize the important role that asset is playing locally and in the big picture. It also means that pilots have a duty to future generations to introduce new people to airplanes and connect those potential pilots with the opportunities to realize their dreams. Whether volunteering at a youth aviation event, donating back to the scholarship program that helped them get started, or simply by taking a friend for an airplane ride. Otherwise there will be no J-3 Cub, either for the students or the 747 captains. | W
By 2025, Canada will need to produce an estimated 15,000 New Pilots. program, where volunteer GA pilots donate their time, aircraft and fuel to give free airplane rides for youth, that over the past five years more than 18,000 kids had participated in our program. The challenge is not in creating a love of flying but rather in getting those who are interested from introduction to flight-type events and across the ramp, into the flight school. Sadly, only one or two in the room had ever heard about COPA for Kids, including the pilots. Recognizing that we needed to do more, this year COPA partnered with the Air Canada Pilots Association (ACPA) to produce the first-ever Canadian Aviation Career and Scholarship Guide, a directory of scholarships and bursaries available to individuals looking to get their start in whatever aspect of the industry they choose. From COPA’s perspective, 2018 saw the most ever applicants for our Neil Armstrong Scholarships. Suffice to say we are keen to build on this success next year. General Aviation as a whole is fragile and it needs to be supported. Flying is expensive, especially on one’s own dime. In the competition with other priorities such as student loans, a first home, or a new family, flight training often falls to the bottom of the list. Buying your own aircraft, though often a more cost-effective way to train than renting, doesn’t even register on the scale for many. Compound that with lack
Carter Mann is a third-generation pilot and Manager of Government Affairs & Communications, Canadian Owners & Pilots Association, Ottawa, ON. WWW.WINGSMAGAZINE.COM
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