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| By Jon Robinson
The timing of U.S. President Donald Trumps initial order to levy large tariffs is difficult, following the economic turmoil created by more than two years of the Covid pandemic, which hit aviation particularly hard. Trump's tariff plan also feels personal for many Canadians.
In early January 2025, Statistics Canada said manufacturing sales rose 0.8 per cent to $71.5 billion in November 2024, pointing specifically to higher sales in the aerospace product and parts industry group. The production of aerospace products and parts rose 9.3 per cent to $2.8 billion in November, according to StatsCan, which also noted production had increased in all major aerospace manufacturing plants.
Only time could tell, of course, what impact such tariffs would have on the fortunes of the United States. There is no clear answer for what is motivating such disruption, whether for personal gain, free trade negotiation, border controls, or a mix of factors to benefit the American people.
The Trump tariffs may never come into effect, perhaps only drag out over weeks or months as threats, but the landscape of the 49th parallel has already been changed for Canadians. This could be particularly true for thousands of people who could lose their jobs because of the tariffs, which has been estimated to reach tens, if not hundreds, of thousands of jobs in Canada under a prolonged economic downturn.
The last-minute, month-long tariff reprieve on late February 3 for Mexico, Canada and the United States was welcome, but, as Quebec’s Premier François Legault explained, uncertainty continues to hang over the economy like a “dagger over our heads.” Businesses across Canada will need
Quebec Premier François Legault welcomed news Canada would not be hit with tariffs for another month, but noted how uncertainty hangs over the economy like a “dagger.”
to address the distraction of high tariffs to prepare for the potential economic fallout, especially as an exporter, which applies to a significant portion of the Canada’s aerospace sector.
The Aerospace Industries Association of Canada (AIAC), in partnership with Innovation, Science and Economic Development Canada, in July 2024 released its latest State of Canada’s Aerospace Industry Report, based on 2023 year-end data. Canada’s aerospace industry contributed nearly $29 billion in GDP to the Canadian economy in 2023.
Data from the report also showed that the Canadian aerospace manufacturing
TOP DATA BURSTS… in this issue
1. Canadair CL-215, carrying 5,000 litres, was specially designed for water bombing. P10. 2. The closure of Buttonville forced roughly 250 aircraft to find a new home. P.12. 3. The Piper M700 FURY is powered by a Pratt & Whitney PT6A-52 700 SHP engine. P.14. 4. The Global 8000 features a cabin altitude of 2,900 feet 5. France banned short-haul flights where a train alternative of 2 1/2 hours exists. P.50.
industry exported more than $19 billion. More than 75 per cent of aerospace manufacturing revenues were exportoriented, according to the report, with nearly 60 per cent being supply chain related. Canada exported $12.8 billion (US$8.78 billion) of aerospace and defense-related products to the U.S. and imported $10.2 billion worth, according to 2023 government data published in a January 2025 Reuters article.
The Business Development Bank of Canada (BDC) in early February posted how companies can prepare for tariffs. If you export, BDC explains, beyond calculating the impact on sales, a company can perform a sensitivity analysis, described as a financial model to understand the effect of selected variables on profitability.
It will also be important to reach out to Canadian aviation associations to better understand what supports they can provide; or if there are any committees being formed to better plan for the health of Canadian aviation.
Aéro Montréal, for example, posted that it is fully mobilized to support its 230 members with strategic monitoring of the tariff situation. This included the creation of a committee bringing together OEMs and a range of enterprises in the sector to analyze the measures and impacts of these tariffs in order to protect the competitiveness of the industry. | W
SkyAlyne and KF Aerospace on January 21 announced the signing of a purchase contract with De Havilland Aircraft of Canada to acquire three Dash 8-400 aircraft for the Royal Canadian Air Force (RCAF) Future Aircrew Training (FAcT) program. SkyAlyne, a joint venture between CAE and KF Aerospace, explains it will adapt the cabins of the twin-engine turboprop aircraft to support training operations for Airborne Electronic Sensor Operators (AES Op) and Air Combat Systems Officers (ACSO).
The previous generation Dash 8-100 (CT-142), nicknamed “Gonzo” for its blue nose housing its radar, has been in use by the RCAF for more than 30 years. SkyAlyne explains the Dash 8-400s being acquired feature higher performance, updated avionics, and larger cabins to facilitate SkyAlyne’s advanced airborne simulation
training systems. Bringing AES Op and ACSO training within the FAcT umbrella is also an evolution on the current training program, explains SkyAlyne. Previously, training for those aircrew were conducted exclusively by the RCAF.
The 25-year FAcT program, awarded to SkyAlyne in spring 2024, is currently in a multi-year transition period to become the sole pilot and aircrew training program for the RCAF, as the current three separate RCAF training programs conclude, and their responsibilities are combined into FAcT. The FAcT program is overseen from a Joint Management Office at SkyAlyne’s Ottawa headquarters, with three operational bases: Moose Jaw, Sask., Southport, Man., and Winnipeg, Man.
WestJet, vital links for Alberta's business sectors, allowing greater access to one of North America's largest consumer markets and one of the world's largest trading markets. Additionally, small businesses and exporters in Western Canada will benefit from increased cargo capacity.
WestJet is set to begin non-stop service between Calgary and Mexico City International Airport (MEX) on May 14, 2025, operating five weekly flights. Last served in 2018, the reintroduction of service between Calgary and Mexico City provides, explains
Through the addition of Mexico City, The WestJet Group, inclusive of WestJet and Sunwing Airlines, will serve 13 cities in Mexico from 24 Canadian cities in 2025, offering more non-stop routes between Canada and Mexico than any other Canadian operator. This amounts to more than 200 flights per week during peak travel periods. In 2024, the WestJet Group flew an average of 46 flights per day between Canada and Mexico, carrying more than 2.6 million guests to and from the country.
WestJet and Mexico's flag carrier, Aeromexico, have had a partnership since 2011. This spring, WestJet will fly to six new destinations from YYC Calgary International Airport alone, growing its presence at the airline's global hub by 11 per cent compared to last year.
Air Canada signed a firm order with Airbus for five more single-aisle A220-300s on the fifth anniversary since taking delivery of its first A220 in December 2019. This follows an initial order in 2016 for 45 A220-300s and a reorder in 2022 for 15 more. Including this latest reorder, Air
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Canada’s total firm orders for the A220300 stands at 65 aircraft.
Air Canada was the A220-300 launch operator in North America in January 2020 and has since operated its A220 fleet to more than 70 destinations. The A220 is rated to carry between 100 to 150 passengers on flights of up to 3,600 nautical miles (6,700 km). The aircraft, powered by Pratt & Whitney’s latest-generation GTF engine, is already able to operate with up to 50 per cent Sustainable Aviation Fuel (SAF). Airbus aims for all its aircraft to be capable of operating with up to 100 per cent SAF by 2030. As of the end of November 2024, Air Canada’s fleet is made of 134 Airbus aircraft, including the A320 Family aircraft, the A330 Family aircraft and the A220-300 aircraft. Air Canada has an order for 26 A321XLRs.
As at the end of November 2024, Airbus had received close to 900 orders from 32 customers for the A220, of which almost 380 have been delivered. The A220 is already in service with 23 operators worldwide. The fleet is currently flying on more than 1,500 routes and more than 460 destinations across the globe.
Germany’s Lufthansa Group finalized its acquisition of Italy’s former flagship carrier ITA Airways. Under the 325-million-euro ($483 million) deal, Lufthansa takes an initial 41 per cent stake in ITA, formerly Alitalia, from the Italian government and
is scheduled to gain full control by 2033 with a total investment of 829 million euros ($1.2 billion).
The deal was originally announced in May 2023 and was approved by the European Commission in late 2024 after an investigation and with conditions to protect competition. ITA Airways (IATA flight number code “AZ”) will remain as a brand in the near term. Lufthansa describes ITA Airways as a young airline that has been growing since it started operating in 2021. Its Airbus fleet currently numbers 99 aircraft, including 22 long-haul Airbus A350900, Airbus A330-900neo and A330-200 aircraft. ITA Airways flies to almost 70 destinations around the world. The airline's home base is its Rome Fiumicino (5-star Skytrax) and Milan Linate airport. In 2024, the airline welcomed around 18 million passengers on board its aircraft.
Play Airlines is pulling out of Canada less than two years after entering the market. The discount carrier’s schedule shows that starting in late April it will stop its four flights per week from Hamilton, Ont., to its home base in Reykjavik, Iceland, which it uses as a stopover for trips to Europe.
The halt also comes amid a narrowing of the low-cost carrier field after Lynx Air filed for creditor protection last February and WestJet folded Swoop into its mainline operation in 2023.
AIRPORTS
CAE inaugurated its first Air Traffic Services (ATS) Training Centre, on its campus in Montreal, Quebec. As the largest provider of civil aviation training worldwide, CAE trains pilots, aircraft maintenance technicians, and cabin crew. Last October, CAE started partnering in the training of air traffic controllers (ATC) and flight service specialists (FSS) with NAV Canada to broaden its portfolio.
CAE’s first partnership in the air traffic services sector is with the world’s first fully private ANSP, and second largest in terms of the size of its airspace, NAV Canada. The first students began their training
at the new facility in October 2024, with CAE aiming to train approximately 500 air traffic professionals by 2028. CAE’s instructors deliver initial training for air traffic controllers and flight service specialists to students coming from across Canada using NAV Canada’s training curriculum and courseware. NAV Canada will continue to deliver basic training, all specialty courses, and on-the-job training, with the latter part of Air Traffic Services training solely offered by NAV Canada.
Dubai International Airport set a new benchmark in global aviation, welcoming 92.3 million guests in 2024 – the highest annual traffic ever recorded in its history. This milestone surpasses the previous record of 89.1 million achieved in 2018 and coincides with DXB leading the Airports Council International’s (ACI) list of the world’s busiest international airports for 10 straight years. More than 700 million customers that have passed through DXB over the last decade on over 3.3 million flights. The record-breaking performance was driven by what the airport describes as an extraordinary final quarter. December emerged as the busiest month of 2024, with 8.2 million guests using DXB Paul Griffiths, CEO of Dubai Airports, noted this year’s results exceeded our forecast by almost 200,000 in guest numbers and that the organization is confident it will reach a milestone of 100 million annual guests by 2027. The growth will be in part driven by $35 billion expansion plans for Dubai World Central – Al Maktoum International (DWC). DXB features connections to 272 destinations across 107 countries served by 106 international airlines. DXB also handled 2.2 million tonnes of cargo during 2024, an increase of 20.5 per cent from last year when the hub registered 1.8 million tonnes in annual cargo.
Toronto Pearson welcomed eight new airlines in 2024, more than any other large airport in North America. In 2024, Toronto Pearson also added 36 new routes and nine new destinations for travellers. Since 2022, the airport also added more
than eight million international seats and, according to the Greater Toronto Airport Authority, more international destinations and departures compared to any other airport in North America.
“Pearson is now home to 54 airlines flying to more than 180 destinations worldwide,” said Deborah Flint, President and CEO, Toronto Pearson. “Continuing to grow the range of destinations available from Toronto with a wide selection of carriers for travellers to choose from, we are making strides in economic generation and increased choice and connectivity of our country. 2024 has undoubtedly been a
record year for Pearson.”
In 2024, Toronto Pearson added 36 new routes and nine new destinations for travellers. Since 2022, the airport also added over eight million international seats and more international destinations and departures compared to any other airport in North America. The new carriers operating out of Toronto Pearson in 2024 include: Sun Country (launched April 2024), ITA Airways (launched May 2024), Swiss International Air Lines (launched May 2024), Alaska Airlines (launched May 2024), BermudAir (launched May 2024), Hainan Airlines (launched November
2024), Qatar Airways (launched December 2024), and Royal Air Maroc (launched December 2024).
Airbus Helicopters logged 455 gross orders (net: 450) in 2024, highlighting what the company describes as a steady market growth with a strong performance this year for its light, light twin-engined, and heavy helicopters. The orders came from 182 customers in 42 countries. Airbus stated it delivered 361 helicopters in 2024, resulting in a preliminary 57 per cent share of the civil and parapublic market. Airbus’ 2024 full year financial results will be disclosed on 20 February 2025. Airbus explains the Super Puma program performed strongly on both the civil and parapublic and military markets with 58 orders. | W
As a principal with DTI Training, I met so many great people, made lifelong friends and worked with some of the best aviation people in the world! Especially Wings/Helicopters Magazines, Transport Canada & 300+ Aviation Certificate Holders
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This “retirement” stuff is very boring. So, if you have any QA or SMS questions or thoughts feel free to contact me. If you need a little guidance in your system feel free to contact me! If you need an advocate, feel free to contact me! If you just want to say hi or chat, feel free to contact me. I really would like to hear from you!
All the old ways to reach me are still good, plus these additional ones 1-866-870-5490, 1-417-499-5529, www.soltaboada.com, sol@dtiquality.com
By Tim Anderson |
De Havilland Aircraft of Canada, when operating in part as Viking Aircraft in 2016, purchased the type certificate and all rights to the CL water bombing series of aircraft from Bombardier. The turbine powered DHC-515 is the new variant of the water bombing family, which originated with the CL-215.
Aerial firefighting aircraft, also known as water bombers, have long been a critical resource in Canada’s efforts to manage and suppress wildfires. Over the decades, Canada has developed some of the world's most effective and iconic water bombers, thanks in part to the country’s vast forested landscapes and significant wildfire risks. The origins and history of these aircraft in Canada are a story of innovation, collaboration, and continual refinement of firefighting techniques.
Early beginnings, the 1920s to the 1950s Canada’s relationship with
aerial firefighting began in the early 20th century, well before specialized water bombers were conceived. Initially, aircraft were used predominantly for wildfire detection rather than suppression. As early as the 1920s, provincial governments, particularly in Ontario and Quebec, invested in small floatplanes that could patrol large forest areas, spotting smoke and relaying information to ground crews. With its abundance of lakes, the rugged Canadian Shield made these floatplanes invaluable for transport and reconnaissance.
During the 1930s and 1940s, as forest firefighting organizations grew in capability, pilots and engineers began
experimenting with ways to drop water or chemical solutions from aircraft to control fires. While these early attempts were relatively crude, involving buckets or improvised tanks mounted on bush planes, such as the Noorduyn Norseman and De Havilland Beaver, they represented critical first steps. World War II then brought a significant influx of surplus aircraft to North America, and Canada was quick to adapt some of these military planes for firefighting purposes. Converted bombers and other large aircraft, such as the Grumman Avenger, found new life as makeshift water bombers, though they were far from ideal in design.
progress and the seeds of specialization
In the aftermath of World War II, Canadian provinces grappled with increasing wildfire threats spurred by growing industrial activities in forests, such as logging and mining. Governments recognized that more sophisticated aerial firefighting capabilities were needed. By the 1950s, several provincial agencies began experimenting with different aircraft modifications, such as the Boeing Canada/ Canadian Vickers Ltd. Canso and Martin Mars. Tank systems were developed to carry water or fire retardant, and tests were conducted on how best
to disperse these loads over a blaze. Although these systems offered improvements, the aircraft themselves were still typically designed for other purposes, such as transport, patrol, or military use, and adapted only secondarily for firefighting.
Within this series of trial and error, the idea for a modern, dedicated, specialized firefighting aircraft that could scoop water directly from lakes and drop it on forest fires began to gain traction. Canada’s abundant freshwater bodies made the concept especially attractive. Instead of needing to return to an airfield to refill, a water-scooping aircraft could land on a lake, refill its tanks, and head directly back to the fire line, saving valuable time.
Birth of the Canadair CL215: The 1960s and 1970s
A major turning point came with the development of the
Canadair CL-215, an amphibious aircraft specially designed for water bombing. Introduced in the late-1960s by the legendary aircraft manufacturer Canadair (later part of Bombardier), the CL-215 was the world’s first production aircraft built explicitly for aerial firefighting. Capable of skimming the surface of a lake or river to load its tanks with more than 5,000 litres of water in a matter of seconds, the CL-215 revolutionized wildfire suppression techniques.
The CL-215’s high-wing design and robust construction allowed it to operate under challenging conditions in remote areas. Its versatility and effectiveness in combatting fires made it popular across Canada and abroad. Provinces such as Quebec, Ontario, Manitoba, and British Columbia invested in fleets of CL-215s, and demand eventually spread to other countries around the globe.
By the 1980s and early 1990s, technological advancements in aeronautics, combined with experience gained from the CL-215, led to the development of its successor: the (now Bombardier) CL-415. This updated aircraft retained the water-scooping capabilities of the CL-215, but introduced turboprop engines, improved aerodynamics, and better avionics. The CL-415 could carry approximately 6,000 litres of water, with enhanced reliability and performance. Since its introduction, many Canadian provinces have gradually transitioned from the CL-215 to the more modern CL-415, with some also exploring other types of fixed-wing and rotary-wing aircraft for specific missions.
Throughout the 21st century, firefighting aviation in Canada has become more diverse. In addition to dedicated amphibious water bombers, various airplanes and helicopters equipped with belly tanks or buckets are commonly employed. Provinces also use large air tankers that carry fire retardant rather than water. Despite these additions to the firefighting toolkit, the specialized water-scooping aircraft, descendants of the original CL-215, remain emblematic of Canadian aerial firefighting.
Collaboration and training Canada’s broad geographic expanse and interprovincial firefighting agreements have fostered a culture of cooperation. When one region experiences severe wildfires, neighbouring provinces often send water bombers and crews to assist under mutual aid agreements. Training programs for pilots, aircraft mechanics, and specialized ground support staff are rigorous, reflecting the high stakes and complexity of operating water bombers. Organizations such as the Canadian Interagency Forest Fire Centre (CIFFC) help coordinate resources, track wildfire activity, and facilitate interprovincial deployments.
Moreover, Canadian expertise in water bombing has attracted international attention. During extreme fire seasons in other countries, as seen recently in California, Canadian water bombers and their crews are sometimes requested to assist. These deployments underscore the global reputation that Canadian-built and Canadian-operated firefighting aircraft have earned over decades of refinement and operational success.
Over the last century, Canada has emerged as a global leader in aerial firefighting, largely due to the country’s early investment in specialized water bombing aircraft. Today, research into nextgeneration firefighting aircraft and improved firefighting strategies continues. The demand for efficient, reliable water bombers will only grow as climate change intensifies wildfire seasons. In 2016, Viking Aircraft purchased the type certificate and all rights to the CL water bombing series of aircraft from Bombardier. Now, under the De Havilland Aircraft of Canada (DHC) name, they have launched the DHC-515, the latest variant in the water bombing family, which originated with the CL-215. Features such as new materials, improvements in corrosion resistance, and a stateof-the-art flight deck mean that this lineage has a long life ahead of it and will continue to place Canada as a leader in aerial firefighting. | W
By Phil Lightstone |
It’s been slightly more than one year since the closure of the Toronto Buttonville Municipal Airport, CYKZ, on November 30, 2023. Buttonville was founded in 1953 by Fred Gillies and the Gillies Flying Service operating as a grass strip. Growth of the aerodrome was impacted when Leggat Aviation moved its operations from Barker Field in Toronto. In 1962 the airstrip became an official airport, when Michael Sifton invested into the airstrip.
The Sifton family, operating as TorontAir, developed the lands and the airport investing heavily into two paved runways (03-21 and 15-33), taxiways, airport terminal buildings, office space, hangars, retail shop, Toronto Airways (Flight Training Unit), scheduled service, airport operations infrastructure, aircraft services (fuel, oil, de-ice and GPU/APU) and control towers. The main terminal had a coffee shop upgraded in later years to a Druxies Famous Deli. FBO services were provided under the Million Air brand providing a variety of services to general aviation aircraft and Business Aviation. With a continued investment into the airport, the main terminal saw many improvements over the 70 years of the airport’s existence.
The main terminal building was a focal point of people, products and services. Whether it was staff, tenants, Buttonville Flying Club members, aviation enthusiasts, passengers or the Druxies lunch time crowd, there was always a buzz in the air. Many celebrities have been spotted in the terminal building. I remember having a brief chat with Rob Lowe while he was waiting for Kenny G to pick him up for transit to his cottage in the Muskokas. Kenny owns a De Havilland Beaver on amphibious floats.
The Toronto Airways flight school was the breeding ground for Canada’s next generation of airline pilots. Seneca College’s aviation program operated in a dedicated hangar in the main terminal area. After graduating with a frozen ATPL, many Seneca graduates went on to Toronto Airways as flight instructors to build time before moving on to the airlines. It was gratifying to see a familiar face in the cockpit of that 747 during many family vacation trips.
Finding a good rental aircraft has been quite challenging for pilots who once called cykz home.
Prior to 9/11, I would be asked to join the flight crew in the jump seat of their front office. Travelling commercial does not get any better (sadly those days are now long gone).
Some Buttonville aircraft owners took a view of “hope for the best, but plan for the worst” and began their due diligence to find a new home for their aircraft or place of business. Air Partners was able to rent a hangar at Oshawa. Aviation Unlimited moved its maintenance operation to its hangar in Oshawa. Leggat Aviation moved to Oshawa as well. Canadian Flyers International College (a flight school) moved its operations to the Kawartha Lakes Municipal Airport, CNF4, in Lindsay, Ont. Hangars which were listed for sale at Oshawa, Brampton and Burlington were sold within a few weeks of the announcement. Recently hangars at Oshawa have been listed for sale for US$305,000 which saw almost an 80 per cent increase in price.
With roughly 250 aircraft seeking a new home, hangar space at the seven airports
within a one hour drive of Buttonville have been completely rented. With supply and demand out of equilibrium, a re-adjustment of hangar rent occurred in June 2023. It created a ripple effect in the re-adjustment of both hangarage rental rates and hangar values. With the Total Cost of Flight (TCF) increasing, combined with the automotive commute times just to get to the airport, some Buttonville aircraft owners have sold their aircraft. GA pilots in the Greater Toronto Area (GTA) have been impacted, with most GTA flight schools renting their aircraft exclusively to students, which reduces access to block-time aircraft (due to the exit and re-location of aircraft). As a result, finding a good rental aircraft has been quite challenging for pilots who once called Buttonville home.
The impact of the airport closure extends to the Buttonville Flying Club, known also as COPA Flight 44. Founded in 1959, the Buttonville Flying Club (BFC) has more than 225 members, holds monthly meetings, annual golf tournament, awards banquets, summer barbecues and fly outs. Members of the BFC routinely meet on Saturday and Sunday mornings, over coffee
and muffins, promoting camaraderie and safety discussions. The club has a have-a-seat/need-a-seat protocol for aviators and enthusiasts looking for an aircraft ride. With the closure of the airport, the Buttonville Flying Club’s executives are discussing the future of the flying club and mechanisms to maintain its aviation camaraderie, education, safety practices and social aspects. The BFC still meets regularly thanks to the generosity of Nick Bartzis of the STS Group, who is providing access to STS Group’s training facility (located just south of the old Buttonville Airport).
All three maintenance shops, Air Partners, Aviation Unlimited and Leggat Aviation, moved operations to the Oshawa Executive Airport (CYOO). Aviation Unlimited’s maintenance operation moved into its hangar at Oshawa, minimizing any disruption of service to its existing customer base. Air Partners rented heated hangar space in the Ryan Terminal building, but operates its administrative requirements from a mobile trailer. A few of its customers rent heated hangar space from them. During normal business hours, Air Partners staff will move the aircraft to their ramp with two hours notice. During other times, Enterprise is on call to move a customer’s aircraft. Leggat Aviation had a hangar and office facility built for them by Enterprise, delivering over 27,000 square feet of hangar and office space. For the first nine months, Leggat operated out of rented hangar space in Ryan Terminal’s hangar with parts inventory stored in trailers. Leggat’s new hangar is well lit, heated and can accommodate 15 or more general aviation aircraft. Expect a grand opening event in the spring of 2025.
Canadian Flyers (CF) has been impacted by the closure. The move took roughly four weeks to complete with CF renting a small hangar, office and trailer at Lindsay. All of CF’s staff and instructors reside in the GTA, which is roughly a 1 1/2 to two hours (or more in bad traffic) from CNF4. Combined with the Federal government’s change to its foreign student policy, CF has paused its flight training operations. With the shortage of flight school capacity in Canada, the impact of the closure of CYKZ will have long-term impacts. CF is offering block time on its fleet of Cessna C-172s located at a variety of GTA airports. It has been reported that CF will be resuming flight training at Lindsay during the spring of 2025.
Some aircraft owners have sold their aircraft and have exited the aviation fraternity. The closure of the airport being that tipping point which caused pilot owners to re-evaluate their time commitments to flying. Adding in a two-hour commute in heavy GTA traffic impacts the commitment for that $100 hamburger.
“Fifty per cent of our 200 plus members reside south of the 401 along the 404 corridor, making it challenging to commute to another airport in the GTA,” David Sprague, president of the Buttonville Flying Club, says. “However, we have seen very little churn of our members and I am delighted to see the large number of members renew their membership. COPA Flight 44 is a focal point driving good friendships, meetings, discussions, positive attitudes towards safety and the enthusiasm for aviation. The closure of the Buttonville Municipal Airport is a net loss for the aviation community.”
Most of the 250-plus aircraft found new homes at over 10 airports within a two hour drive from Buttonville, including: Oshawa (CYOO); Brampton (CNC3); Burlington; Lindsay (CNF4); Toronto Island (CYTZ); Brantford; Kitchener (CYKF); Lake Simcoe Regional (CYLS); and Collingwood (CNC3). Holland Landing Airpark (CLA4) is the home to a few BFC members, but the airport’s hangars were at capacity and not able to take in more aircraft. Most pilots – renters and owners – have been able to adjust to a new normal, which is a testament to a pilot’s ability to cope with a new reality and operating environment.
The closure of Buttonville has seen hangar costs increase as demand exceeds supply. Some airports have seen hangar ownership prices increase of 70 to 100 per cent (or more), with rental space
roughly 30 per cent more. Buttonville’s hangarage was unique in the GTA. The monthly hangar rental costs for a Piper Cherokee or Cessna C172 in cold storage hangarage (communal hangar) was roughly $650 (taxes in). At the time of Buttonville’s closure, hangarage at the Billy Bishop Airport (CYTZ) was limited to a heated hangar. The monthly rate was $1,700 plus HST. Automotive parking on the island was an additional $500 per month, totalling $2,486 or a 380 per cent increase. A friend of mine, living at Yonge and Eglinton, could not afford the increase and was not prepared for the additional two hours in traffic. In October 2023, he sold his Cherokee which he had owned for more than 25 years. A defining point in his life.
A recent Canadian Business Aviation Association (CBAA) economic study pegged the country’s business aviation sector and aircraft manufacturers’ direct contribution to Canada’s economy at $11.4 billion. The closure of Canadian airports diminishes this contribution forcing people to move to other cities, south of the border or exiting the aviation industry entirely. While Canada’s economy has historically been driven by the natural resources sector, our long-term economic viability will be driven by knowledge workers, like many found in the aviation sector. Airports are economic clusters and engines driving our economy.
The GTA could be seen as a microcosm of Canadian aviation. With the rise and fall of aviation manufacturers like AVRO and the closure or diminishment of airports like Markham Airport (CNU8), Toronto Downsview and Buttonville, the aviation industry has and will continue to see a lot of change – some good, but, from this perspective, mostly bad. Only time will tell if the closure of the Buttonville Airport and its transformation into four or five mega warehouses, in such a strategic location, provides a greater benefit to Canadians. | W
BY PHIL LIGHTSTONE
In 2016, Piper released its M600 turbine aircraft after research and development began in 2011. Building on Piper’s legacy Meridian platform, the M series aircraft (M500 is its pressurized piston platform), the M600 brought advanced Garmin G3000 avionics combined with a Pratt & Whitney PT6A42A turbine engine (thermodynamically rated to 1,029 SHP), capable of propelling the aircraft to 28,000 feet and 274 KTAS cruise, yielding a 1,209 nm range (with 45 minute reserve). Research and development began in 2018 to refine the M600, creating the M700, with the goal of increasing the service ceiling and speed, while reducing fuel burn, resulting in an increase in range. The first M700 Fury prototype flew in 2022 with test campaigns starting in 2023.
The M700 Fury was certified in March 2024 by the Federal Aviation Administration and comes standard with the HALO Safety System, featuring Garmin Emergency Autoland. This revolutionary system includes digital technology that safely lands the aircraft at the nearest suitable airport if the pilot is incapacitated. Additionally, the M700 Fury G3000 avionics suite includes: Autothrottle; Emergency Descent Mode; Electronic Stability Protection; SurfaceWatch; SafeTaxi; and Garmin PlaneSync. All of these systems are designed to enhance safe operation of the aircraft. The six-seat M700 Fury is powered by a Pratt & Whitney PT6A-52 700 SHP engine. The aircraft has a maximum cruise speed of 301 KTAS (557 km/hr), a maximum range of 1,852 nm (3,430 km) and a standard useful load of 2,320 lbs (1,052 kg).
Over the past few years, I have had the opportunity to fly in both the M600 and M700 on extended cross-country trips. A cabin-class aircraft, the M600/M700 offers both pilots and passengers an unbridled experience beginning with air stair access to the aircraft. Piper offers a variety of livery options with new paint schemes aligned with 2025 designer paint themes, inclusive of painting the aircraft’s spinner. Rather than a traditional polished aluminum spinner, a painted spinner changes the complication of the aircraft, creating a much
more interesting look. While the interior of a brand-new aircraft is luxurious (to say the least), passengers can easily get in and out of the aircraft thanks to the air stair. However, pilots are required to squeeze between the pilot and co-pilot seats and for some larger framed pilots, must be schooled in gymnastics, essentially turning their limber bodies into pretzels while squeezing between the two seats. However, once a pilot has accomplished this maneuver a few times, it will become second nature. For older and less nimble pilots, this may be an issue. The
Powered by the Pratt & Whitney PT6A-52 engine, the M700 Fury combines performance with advanced safety features, including the certified FIKI system and HALO Safety System, featuring Garmin’s Emergency Autoland.
ergonomics of the seats, however, deliver a comfortable ride while on longer flights.
The M700’s interior offers plush leather seating, as well as lacquered wood accents. Carpeting is a high-quality wool (aircraft rated) which surprisingly stands up to daily usage. Equipped with a folding executive table, once airborne, passengers can use the
table for a laptop computer or iPads. With USB-A ports as standard equipment, passengers can charge their mobile devices. The USB chargers provide three Amps per port. Purchasers can contact their Piper dealer to obtain paint and interior samples.
Piper’s support package provides the owner with spinner to tail cone maintenance, beginning with the pilot’s initial training course delivered through a Piper Authorized Training Centre. Warranty support includes: five year Piper airframe; Garmin five year avionics; seven year Pratt & Whitney powerplant; five year Hartzell warranty; and Piper’s Ultimate Care Program, which includes all scheduled maintenance up to 1,500 hours or five years (which ever comes first) and parts-labour for all Service Bulletins. Piper’s Global Customer Support centre provides 24 x 7 x 365 for questions and concerns. Service and support are delivered through a network of more than 80 independently owned and operated approved Piper Service Centres. Piper also partners with Boeing and its network of 40 customer service centres to ensure parts availability.
The M700 Fury comes equipped with Garmin’s PlaneSync mobile 4G LTE cellular and Wi-Fi encrypted data communications system. PlaneSync connects the aircraft’s avionics suite to Garmin Pilot and the Connected Aircraft Management System. The system will update the Garmin databases over the air, a real bonus eliminating the need for shuffling SD cards between the aircraft’s avionics and a laptop computer. The system also allows the owner/pilot to remotely view the status of the aircraft (fuel load, battery voltage, etc). PlaneSync is strictly designed as a management tool and does not provide passengers or aircrew with access to the open internet (e.g. while airborne). On a personal note, I am a bit surprised that Garmin, Piper and other airframe manufacturers have not implemented 5G cellular systems. Over the course of time, 4G LTE will be phased out by the mobile telecommunication providers in favour of 5G and 5G+ (no doubt 6G is in the labs). This will turn the PlaneSync hardware into a “boat anchor”. (The Commander that I fly is equipped with a Garmin 3G system, whose cellular network has been turned down.)
Four optional equipment packages are available: Premium Package, which includes 110 volt AC power outlets in the cabin and cockpit, Lee Aerospace cool/ view windows, AmSafe seatbelts (pilot and co-pilot only), GSR 56 Iridium transceiver (U.S. or International talk, text and weather); Awareness Package, which includes CAS Link checklist, TAWS-B, GWX 8000 StormOptix, second Garmin transponder (GTX 335), Garmin GTS 855 traffic advisory system; All Weather Package, which
includes Garmin GDL 69A Sirius XM Satellite Weather receiver, L3 WX-500 Stormscope; and the International Package, which includes Jeppesen ChartView, Extended VHF enablement and BendixKing KN 63 remote DME.
From a safety perspective, the M700 Fury is equipped with Emergency Descent Mode, designed to determine if the pilot and co-pilot have succumbed to hypoxia. The system is constantly monitoring the pilot’s and copilot’s interaction with the Garmin G3000 avionics suite. If the autopilot is engaged (above 14,000 feet) and no inputs to the
G3000 (frequency transmissions, frequency changes, etc.) have been executed in the last 30 minutes (interaction time changes based upon cabin altitude; at 27,000 feet the interval is two minutes), the Emergency Descent Mode system (EDM) will be activated, which will autonomously descent the aircraft to 14,000 feet. A CAS message will be displayed, which the pilot or co-pilot must respond to (or disable the autopilot and hand fly the aircraft). The EDM system can be disable (during the descent) by the pilot or co-pilot disconnecting the autopilot). After reaching 14,000 feet, the HALO
Emergency Land system will be activated, squawking 7700 and diverting the aircraft to the first suitable airport (based upon the G3000’s data and algorithms). The HALO system can be deactivated by the pilot or copilot by disabling the autopilot. The HALO system’s selection of a suitable airport is based upon a number of factors including: towered airport; proximity to the airport; runway lengths; wind direction (crosswind); minimum time to airport; and others.
Piper has a network of over 90 service centres worldwide. Remediation of any hardware issues, either warranty or non warranty is implemented by skilled AMEs knowledgeable in the aircraft systems. To date, the post Covid pandemic supply of parts has not been an issue.
Isaac Capua, President of Aviation Unlimited, reports: “With the M700 Fury, Piper has proven that its classic M-Class Line Up transcends the times while continuing to evolve. Still the same familiar, proven and elegant silhouette that pilots have grown to love since the 80s, but make no mistake about it, this isn’t your Dad’s old Malibu.
“The M700 Fury is relentless, the aircraft’s raw power can be felt the minute you light the engine – 300 knots is not a fairy tail, it’s a reality,” Capua continues. “What is even harder to believe is that we thought we
had it all in the M600 SLS, a platform that has proven so hard to beat with its speed, efficiency, range and price point. Yet the M700 is faster and still more efficient. It is an evolution of what was already a very good product. But this is definitely Piper’s greatest hit.”
Base pricing for a M700 is US $4,274,500 (2025 pricing), however, typical aircraft delivered by the factory are approximately US$4,325,000 (plus taxes, importation fees, etc.). This includes the EXP package (Expressions), metallic paint, five blade propeller, diversity transponder, auto throttle and auto land, radar altimeter and two software unlocks. Additional options include: active TCAS traffic (US$51,000); Garmin
Nose-To-Tail services dedicated to keep you flying
GTS855; and Garmin GDL69 Sirius XM weather receiver (US$17,000). For Canadian customers, an additional fee for $6,250 is collected for TCC licensing (Certificate of A and Certificate of Registration).
Piper Aircraft Inc. was founded over 85 years ago, by William T. Piper, and is headquartered in Vero Beach, Florida. Piper offers aviators single- and twin-engine aircraft and is the first general aviation aircraft manufacturer in the world to certify Garmin Autoland. The single-engine M-Class series, the M700 Fury, M500, and M350 is designed for performance, value and a superior ownership experience. The Personal Class, Archer LX and Archer DLX balance performance, efficiency, and simplicity in a piston-powered aircraft. Piper’s M700 Fury has taken the M600 to the next level, providing greater altitudes and airspeeds, while operating on less fuel. Piper’s commitment to business aviation delivers a platform that hits all the high-water marks demanded by business-class aircraft owners. Piper’s dealer network combined with its global service centres deliver an experience focusing on minimizing aircraft downtime, which is priceless. | W
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Northerners Taking Flight | Whitehorse
Northerners Taking Flight (NTF) is a nonprofit organization dedicated to inspire, guide, mentor, support, train and facilitate employment in collaboration with northern operators, education, government, aviation organizations, indigenous leaders and communities. NTF currently operates a flight school out of Whitehorse. NTF has partnerships with Yukon University through its Aviation Management Diploma program and with Cornwall Aviation for Multi and IFR ratings.
Chinook Helicopters | Abbotsford
Chinook Helicopters began training in 1982 at the Abbotsford Airport, from where it continues to operate. The Abbotsford area is well suited for year-round helicopter training. Chinook utilizes the expansive Fraser Valley for all initial flight exercises, and the Coastal Mountain range for intermediate and advanced exercises.
Southern Interior Flight Centre | Kelowna
Southern Interior Flight Centre is located at Kelowna International Airport, allowing for exposure to the controlled and uncontrolled environments a pilot might encounter. It provides a range of programs, including a Commercial Aviation Diploma Program, Recreational Pilot Permit (RPP), PPL, CPL, as well as Night, Instrument and Multi-Engine Ratings.
Sealand Flight | Campbell River
Established in 2014, Sealand Flight is a Flight Training Unit based in Campbell River. It recently became Canada’s first Flight School flying an electric airplane. Sealand now operates four sub-base flying schools in Powell River, Courtenay,
Qualicum Beach, and Nanaimo. It offers flight lessons and ground school programs towards Private Pilot Licences and Commercial Pilot Licences, and a variety of other ratings and aircraft rentals.
Victoria Flying Club | Sidney Victoria Flying Club (VFC) has been training pilots since 1946. It develops customized training programs and operates a fleet of 10 Cessna 172SPs, a Piper Seminole and two recreational rental aircraft (C172N and PA28R-200) for fun and economical CPL time building. It also offers training and private rental of a Redbird FMX simulator.
Calgary Flying Club | Calgary
The Calgary Flying Club (CFC), founded in 1927, is based at Springbank Airport near the Rocky Mountains. CFC explains it holds the largest flight school fleet in Alberta, equipped with modern avionics, offering diverse training for everything from PPL to IFR and Instructor Ratings.
Centennial Flight Centre | Edmonton Centennial Flight Centre, in operation since 1967, is located at Villeneuve Airport. It provides training for RPP, PPL, CPL, Multi-Engine and Instrument Ratings.
Edmonton Flying Club | Edmonton Edmonton Flying Club (EFC), home of the Edmonton Flight College, operates out of Parkland Airport. Founded in 1927, EFC is a member-owned organization with a diverse fleet of aircraft and providing flight training at all levels from recreational pilots to Commercial Multi-Instrument rated, career-ready pilots.
Mountain View Helicopters | Springbank
Mountain View Helicopters (MVH) has trained pilots for commercial or private helicopter licences from its Springbank
Britton Coulson, President and Chief Operating Officer, of Coulson Aviation based in Port Alberni, B.C., in 2024 at age 37 was an honouree of Wings’ annual Top 20 Under 40 program. He has helped to propel his family’s business to unprecedented success while significantly enhancing global firefighting efforts. After serving 10 years as VP of the Aviation division, in 2019, Britt took on his current role to lead a team of more than 650 employees and position Coulson as a worldwide aerial firefighting power operating a fleet of fixed-and rotary-wing aircraft. Britt navigates the complexities of compliance and safety across numerous international regulatory agencies and still guides all departments with firsthand knowledge, inspiring his team daily. Coulson Aviation recently earned approval from Transport Canada as an Approved Training Organization, allowing the company to train technician candidates for their Canada Aircraft Maintenance Engineer-Structures (AME-S) certification. As a result, the company offers free training to qualified maintenance students it employs. | W
Airport location since 1995. Located near Calgary International, MVH is able to provide flying weather found on the prairies and also proximity to mountains.
Super T Aviation | Medicine Hat
Serving southern Alberta since 2008, Super T Aviation is a familyowned operation and part of the Bar XH Sales group of companies. This provides the company with a range of industry experience in training, medevac service, charter, and scheduled service to draw its knowledge from.
Mitchinson Flight Centre | Saskatoon
Mitchinson Flight Centre has been training pilots since 1946. Its Integrated Airline Transport Pilot License (iATPL) program and Professional Pilot program, in addition to partnering with Saskatchewan Polytechnic’s Commercial Pilot diploma program, allows Mitchinson to offer flexible career path options. Flight training is conducted at and around Saskatoon International Airport. Mitchinson maintains a fleet of 15 aircraft.
Brandon Flying Club | Brandon
Brandon Flying Club’s Flight Academy has served the region since 1936. Located at Brandon Municipal Airport, it offers ground school, RPP, PPL and CPL courses.
Harv’s Air | Steinbach, St. Andrews
Harv’s Air is a family owned and operated air service with locations
near Steinbach and St. Andrews, both in the Winnipeg area. Its operation has provided flight training, air taxi, and aircraft maintenance services since 1973. Having two locations allows Harv’s Air to offer a range of resources for flight training, including examiners, instructors and aircraft maintenance.
Aerocourse | Oakville
Aerocourse provides ground school training, including IFR and ATPL ground school seminars offered both virtually and in-person in centres across Canada. They are designed to lead students to be successful on their Transport Canada exams and to become better IFR and ATPL airline pilots. AeroCourse works with several flight schools and offers a six- to seven-month Advanced Multicrew Training Program with over 270 hours of training covering requirements for airline transition.
Flight Centre | Brampton
Brampton Flight Centre and College (BFC), in addition to nonstructured (certificate) programs, offers two professional flight training programs (diploma) open to those with no prior training. Its 20-month iATPL program provides the qualifications for students to work for airlines directly upon graduation. BFC also offers the 14-month Professional Pilot Training Program (college).
Since 1929 the Brantford Flying Club has been providing flight training at CYFD. As one of the oldest flight training schools in Canada, Brantford Flying Club has helped thousands of students get their RPP, PPL and CPL. Brantford Flying Club’s Integrated CPL program is currently on hold with Group 3 IFR set to return soon.
Toronto Airways, through its Canadian Flight Academy (CFA) subsidiary, provides an IAPTL curriculum, which also includes support for new flight instructors. Based at Oshawa Executive Airport, CFA provides opportunities via various flight colleges.
Canadian Flight Trainers (CFT) is an online ground school committed to providing comprehensive and accessible ground training across Canada. CFT offers a range of courses tailored for private and commercial pilot licenses, all designed under the strict guidance of experienced aviation professionals. CFT’s interactive platform supports students through engaging multimedia content, including video lessons, downloadable resources, and virtual classrooms.
Cygnet Aviation Academy LP is a professional flight school based in Kingston, Ont. Partnered with CAE, Cygnet delivers flight training utilizing a fleet of 12 Diamond aircraft and two Alsim flight simulation training devices. Cygnet, a subsidiary of Chorus Aviation Inc., helps direct the unique Jazz Approach program and aims to place graduates, in under two years, as First Officers with a range of Canadian airlines through its advanced Integrated Airline Transport Pilot License (iATPL) program. In March 2025, Cygnet plans to launch a Private Pilot License program.
Diamond Flight Centre has been training pilots at the London International Airport since 2009 and, as a registered Private Career College, holds a full-time staff of certified flight instructors. The school also holds a fleet of advanced training aircraft manufactured
in London, ON, by Diamond Aircraft, which develops modern glass-cockpit aircraft.
Durham Flight Centre, based at the Oshawa Executive Airport, offers training for all phases of recreational and professional licenses as a Transport Canada registered Flight Training Unit and a Private Career College. It has been offering pilot training since 1997.
Genesis Flight College is a registered Private Career College providing a one-year commercial pilot diploma program. Located at Collingwood Regional Airport, students can enjoy the surrounding landscape and many activities available in the region. One of the key advantages of the Genesis Flight College is that 100 per cent of the flying is in advanced aircraft with glass cockpits.
Great Lakes Helicopter (GLHeli) is a Transport Canada-approved, Ontario Private Career College, which specializes in training, utility, spray, charter, tourism, and drone operations. Based at the Region of Waterloo International Airport, CYKF, GLHeli offers flight training year-round and focuses on commercial and private licensing, IFR, night ratings, and foreign license conversions. A full-time commercial license and certificate program is also offered through partnership with Conestoga College.
Journey Air Pilot Training is a Private Career College and focuses on providing hands-on theory and practical education. It operates a fleet of composite Diamond aircraft with advanced avionics. Journey also
provides flight training devices, including the Redbird FMX 1000 or and an Alsim AL42, manufactured to replicate the Diamond DA42. Located at Windsor International Airport, Journey provides PPL and CPL, as well as Multi-Engine, Instrument and Night Ratings.
St. Thomas Flight Centre | St. Thomas
Established in 1996, the St. Thomas Flight Centre offers flight training from RPP through to CPL, as well as Multi-Engine amd Instrument Ratings. The Private Career College operates out of St. Thomas Airport in an uncongested flight environment.
Spectrum Airways | Burlington
Spectrum Airways has been training pilots for more than 40 years. The training facility is situated at Burlington Executive Airport, one of the busiest airparks in Ontario. A Private Career College, Spectrum’s training programs include PPL and CPL, as well as Night, Multi-Engine, Instrument and Instructor Ratings.
Waterloo Wellington Flight Centre | Breslau
Waterloo Wellington Flight Centre (WWFC) is located at Waterloo International Airport, offering a range of training programs for fixed-wing aircraft, as well as Remotely Piloted Aircraft Systems. WWFC provides RPP, PPL, CPL and IATPL, as well as Multi-Engine, Instrument, Night and Instructor Ratings. WWFC partners with the University of Waterloo and Conestoga College.
Windsor Flying Club | Windsor
The Windsor Flying Club was incorporated in 1944 and has been in continuous operation since. The club holds approximately 280 members and is also home to the Canadian Aviation Museum.
Collège Air Richelieu | Saint-Hubert
Air Richelieu is an accredited flight training centre located at StHubert Airport, approximately 20 minutes from Montreal, and controlled by the Montreal Flying Club. Air Richelieu is an ATO training centre and offers a college diploma with integrated ATPL.
Debert Flight Centre | Truro
Debert Flight Centre is part of the Truro Flying Club and operates out of Debert Airport, which has been home to the club since 1972. Debert Airport is an uncontrolled air space located less than five minutes flight time from training areas.
MFC Training | Dieppe, Lincoln
MFC Training was founded in 1929 and is now one of the largest and most experienced flight schools in Canada. MFC’s Aviation Career Pilot Programs provide all required flight hours and examinations to graduate with a CPL, as well as Multi-Engine and Instrument Ratings. Its programs allow future pilots to move through the modules in a condensed time frame and provide a quicker transition to becoming airline captains.
Gander Flight Training | Gander
Gander Flight Training (GFT) has provided flight training since 1992. Located at Gander International Airport, GFT focuses on providing RPP, PPL and CPL, as well as with Multi-Engine, Instrument, Instructor and Night Ratings. | W
Running on both the East and West coasts of Canada, IMP Academy offers a tuition-free, four-year apprenticeship program for those aspiring to become Aircraft Maintenance Technicians.
Gain experience and knowledge in the aerospace industry with this hands-on apprenticeship program run by one of Canada’s top defence companies!
Complete 4 levels over a 4-year span
Classroom and practical training at each level
Wage increases with each level attained
No textbook or tuition fees for students
“This program proves why IMP is an industry leader. Their commitment to the field and mentoring the next generation of Aircraft Mechanics is an amazing opportunity... The balance of class theory with practical hands-on exercises in the shop make learning these new skills fun and easy!”
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Chris, IMP Academy Student
By Carroll McCormick
It would be ideal for students to attend ground school and complete their flying lessons at the same place and time, but for many the freedom to take ground school instruction online is not only desirable, but often the only option. Smithville, Ontario-based Canadian Flight Trainers has so far graduated more than 1,700 students from its online programs since it opened its virtual doors in 2019.
Canadian Flight Trainers’ courses currently cover Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), Radio Operator’s Certificate exams, Night Rating, and PSTAR preparation. PSTAR preparation is designed to help students pass the Student Pilot Permit Aviation Regulations Exam, which is required prior to being issued a Student Pilot Permit. The company intends to expand this lineup to include Flight Instructor, Multi-Engine, and Instrument Flight Rules ground courses.
Airline pilot Daniel Gustin launched Canadian Flight Trainers just over six years ago. “My goal was for people to have access to quality ground schools, quality instructors, where students can ask questions and get good answers, and build a curriculum that will allow students to succeed,” he explains.
Good ground school training should be directly transferable to aircraft flight lessons and a career in aviation, Gustin says. “We contextualise the material so students can directly
A view of Downtown Toronto after departing Toronto Pearson's (CYYZ) runway 06L for Vancouver.
apply it to the cockpit. This was one of the motivations for us in creating this ground school.”
To that end, the company’s team of instructors are commercial airline pilots with a wealth of experience to share with their students. Gustin has been flying for nearly two decades and has logged 5,500 hours of flight time in aircraft such as the Airbus 321, Airbus 330, Embraer E170 and Cessna 208 Caravan. Additionally, he used to be one of only 50 Class 1 aerobatic instructors in Canada and actively holds a Class 1 Instructor rating.
Fellow instructor and program developer Daniel Vanier has flown the Dash 8 Q400, Airbus A321, Embraer E190-E2, teaches Part 705 operations as a ground school instructor, and more. Both Gustin and Vanier work for a national airline in Canada. That they are all airline pilots is key to the company’s approach to ground school training. “Experienced commercial pilots have hard-won experiences they can use to help students contextualise, that is, connect what they are learning to the realities and complexities of the job,” Gustin explains. The courses are all written in-house and students have access to the instructors for guidance.
“We present students with questions or scenarios based on what has happened to us. We make sure that these [exercises] are things they will be doing in real life,” Gustin explains. He offers an example: “How will a student respond if he is asked to do something illegal? What soft skills are a student going to use to bring a flight back into a legal regime? How will they deal with a troublesome crew member?
“At the commercial pilot level, we want everyone to learn the material, so it is interconnected. Our experienced instructors can relate and contextualise things in a good way.”
Gustin, who also holds a Master’s degree in Education, explains the company’s courses are designed to force student to engage with the material, what he calls deep learning, as opposed to just memorizing facts. “You cannot sit in front of a screen and call yourself a pilot. When we design a course, we want the students to engage in deep learning. Deep learning goes in and stays in. We present students with scenarios and where to find them in real life; for example, pilot decision making. There is an intrinsic motivation we need to create in the students to make them want this,” Gustin explains.
I gained some insight into how this works after watching a video lesson in Airfoil/Wing Theory and scoring only 5/10 on the assessment task. The assessment tasks resemble multiple choice quizzes but include questions that require applying lesson material to actual flying scenarios. In my case, I went back to the lesson video and engaged more deeply in the material to achieve the understanding I needed to answer the questions correctly. Students can back up, repeat sections, log
out and later resume studying at their leisure.
“Our course material is very much grounded in pedagogical research. In some of the courses, we require short answers [from the students] and instructor intervention, which speaks to the quality of what we do,” Gustin explains.
Each course consists of lessons the instructors present in videos, written material, and assessment tasks. The PPL course has 17 lessons and 115 assessment tasks, totalling well over 60 hours of material. The CPL has 20 lessons, 138 assessment tasks and over 120 hours of material. Gustin emphasises that the material is custom-created for each course; there is no copy/paste of material from one course to another. “You cannot teach PPL material and CPL material the same way.”
As well, notes the company website, “Our curriculum is continually updated to reflect the latest industry standards,
A view of CFT's Private Pilot Ground School user interface, which connects theory to real-world applications.
regulations, and technological advancements…”
Once having completed a course, a student takes an exam that mimics the Transport Canada exam. Success earns them a letter of recommendation from Canadian Flight Trainers to Transport Canada that they are ready for the official exams. The instructors, and guest writers, too, also pull back the curtains on the industry with various blog posts such as Speak Like a Pilot, Threshold Concepts in Aviation, Literacy in Aviation, and Depression and Medication for Pilots.
At any time, students can text or phone their instructor for help and career advice. Students can also post questions and comments on a school forum. “People can pick up the phone and talk to a flight instructor who is a commercial airline pilot. We help students in general,” Gustin says. “We help them buy airplanes. Students ask us about depression and medical issues. I’m humbled and proud of how we connect with our students.”
With their unique, modern approach proving successful, Gustin and Vanier are now focused on expanding Canadian Flight Trainers to partner with flight schools to complete ground school for their students.
flighttrainers.ca
Yukon College | Whitehorse
The Aviation Management diploma program at Yukon College comprises a block transfer of pilot training credentials earned at Northerners Taking Flight (or other recognized flight schools) that equals one year or 30 credits and an additional 30 credits earned at Yukon. Students are expected to earn a Commercial Pilot License while concurrently earning academic credits. However, students may enter the program with some pilot training (a Private Pilot License, for example) or a completed commercial license. Students may complete the ground school and flight training component of the Aviation Management diploma in a flexible manner.
British Columbia Institute of Technology | Richmond, Delta
British Columbia Institute of Technology’s (BCIT) School of Transportation provides students with skills to become pilots in its Airline and Flight Operations Commercial Pilot program. It combines flight training with industry related academic training at BCIT’s Aerospace Campus in Richmond. Flight training for fixed-wing aircraft is conducted at Pacific Flying Club’s flight school at Boundary Bay Airport in Delta. Rotary-wing flight training is provided by Chinook Helicopters in Abbotsford. During this 64-week program, students receive training required to qualify for a Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), Multi-Engine Rating, Instrument Flight Rating, and a diploma. In addition, BCIT’s Aviation Management and Operations diploma program is designed to meet the human resource demands for airports. This 16-month
program also runs at the Aerospace Campus where students focus on both airport and airline regulations, processes and management practices, new technologies, and data analytics.
Douglas College | New Westminster
Douglas College’s Associate of Arts Degree for Future Professional Pilots is a program for students who wish to continue to a career in the aviation industry. This program is jointly offered with Professional Flight Centre, located at Boundary Bay Airport in Delta. Douglas provides the academic instruction leading to the Associate of Arts Degree and Professional Flight Centre provides the ground and flying instruction with enough flight experience to obtain a Commercial Pilot License and Multi-Engine Instrument Rating. Associate degrees take two years to complete and concentrate on one area of study; often the goal is to transfer all 60 credits to university.
The Commercial Aviation diploma program at Okanagan College consists of two distinct and separate areas of study: Flight training and business studies. The business portion is completed at Okanagan College and normally consists of two business courses per semester for a total of eight courses over two years. The flight training portion is done with Southern Interior Flight Centre at Kelowna Airport, consisting of theory, flight training and exams.
The Alberta College of Aeronautics is an Alberta Advanced Education accredited Private Vocational College based in Cooking Lake Airport (CEZ3). The college is also
an approved Flight Training Unit through Transport Canada and offers a variety of fixed-wing flight training options. Its flagship program is a two-year integrated Airline Transport Pilot License (iATPL) diploma that helps fast-track students with zero flight training background into commercial flight operations. Admissions open in January of each year with intakes in September and January, with Alberta Student Aid funding and scholarships available to enrolled students. The college also operates its own Approved Maintenance Organization (AMO) and provides in-house maintenance on all school aircraft.
Red Deer Polytechnic | Red Deer
Red Deer College’s (RDC) partnership with Sky Wings Aviation Academy combines a foundation in business with flight training. The 1-year Certificate program holds its business management courses at the Donald School of Business. Ten Business Administration courses are required to complete the Business Certificate. Sky Wings is located in Penhold, Alberta, near Red Deer. Sky Wings states its students can expect a variety of flying conditions during training out of Red Deer Regional Airport. Sky Wings has provided flight training since 1982. Most RDC courses are university transferable.
Saskatchewan Polytechnic | Saskatoon
Saskatchewan Polytechnic’s Commercial Pilot program provides a foundation in the basic principles of aviation. Students study aviation-related topics such as the theory of flight, advanced aircraft systems and flight. The 19-month program leverages an Alsim flight simulator. Flight training takes place at a student’s home flying school.
At the Bombardier Centre for Aerospace and Aviation at Downsview Campus, a dedicated training facility, focused courses, cutting-edge equipment, and professional instructors are mainstays. The result? Highly capable aerospace and aviation graduates who make an immediate impact — and keep your aircraft sky-high.
The hangar is the classroom for Centennial’s Aviation programs:
• Aerospace Manufacturing Engineering Technician
• Aircraft Maintenance – Aviation Technician
• Aircraft Maintenance and Management – Aviation Technology
• Airframe Assembly
• Avionics Maintenance – Aviation Technician
• Avionics Maintenance and Management – Aviation Technology
Algonquin College | Ottawa
Algonquin College’s Aviation Management is a two-year diploma program designed to provide students with the knowledge and skills required to become a commercial pilot. Through a series of classroom courses and practical labs, students have the opportunity to complete the Transport Canada Commercial Pilot Licence written examination (CPAER) and practical flight test. Flight Training is a non-funded activity, but students can expect to amass up to 200 hours of flight experience at an Algonquin College approved flying partner.
The partnership between Canadore and Helicopters Canada offers a unique blend of academic, operational and hands-on rotary wing training. The college structured classes, combined with extensive practical training on the ground and in the air, provide students with the skills and knowledge to operate helicopters safely and efficiently under various flight conditions and remote geographical locations. Graduates will earn a Transport Canada Commercial Helicopter Pilot Licence, Canadore College Pilot Preparedness Certificate and numerous industry recognized courses.
Conestoga College | Kitchener
Conestoga College’s has replaced its twoyear Aviation, General Arts and Science, diploma program with a newly designed Commercial Flight Operations program, also running for two years. The program features modern flight simulators for practical training with advanced avionics and realistic emergency scenarios in a variety of weather conditions. Students have the option to concurrently complete flight training which qualifies them to apply for Canadian Commercial Pilot Licence endorsed with a Multi-Engine Instrument Rating. Students with a Private Pilot Licence can apply for credit transfers for the related ground school courses. Students need to complete their professional flight training at an accredited Flight Training Unit that will grant Transport Canada licences.
Confederation College’s Aviation Flight Management program has been a leader in aviation education for more than 50 years, preparing future pilots for success in the industry. Students begin flight training in their first semester, gaining hands-on experience early in their studies. Graduates earn a Commercial Pilot License (CPL) accompanied by an Ontario College Advanced Diploma (2 1/2 years), equipping them with
the skills needed to excel in their careers. Training takes place at the college’s Aviation Centre of Excellence (ACE), a stateof-the-art facility, at Thunder Bay International Airport. Flying in northern Ontario provides students with the opportunity to navigate the region’s diverse landscapes, offering unique experiences that further develop their flying skills and prepare them for a broad range of aviation careers. The college operates a fleet of 13 Cessna 172S aircraft and three type-rated Flight Training Devices (FTD). Recent updates include five new aircraft and two new FTDs, all equipped with Garmin G-1000NXi avionics suites.
Fanshawe College’s Norton Wolf School of Aviation and Aerospace Technology provides a range of aviation focused programs, including: Aircraft Structural Repair Technician (certificate); Flight Services (certificate); Aviation Technician – Aircraft Maintenance (diploma); Aviation Technician- Avionics Maintenance (diploma); Aviation Technology – Aircraft Maintenance and Avionics (advanced diploma); Commercial Flight and Aviation Leadership (advanced diploma); Applied Aerospace Manufacturing (graduate certificate); Composites and Advanced Materials Aerospace Manufacturing (graduate certificate); Remotely Piloted Aerial Systems Commercial Operations (graduate certificate); and Aerospace Operations Management (graduate certificate).
The Commercial Flight and Aviation Leadership advanced diploma program, provides students with the option to complete a Canadian Private and Commercial Pilot license including night, multi-engine and instrument ratings. The school has close partnerships with London International Airport, Diamond Aircraft and Diamond Flight Centre.
Georgian College’s three-year Aviation Management advanced diploma program consists of 38 courses, and students graduate with both a management and aviation skill set. Management courses are designed to give students an understanding of marketing, human resource management, communications and project management. A variety of aviation courses provide a solid understanding of the aviation industry in Canada and around the world. Students will also complete the examination to receive their Restricted Aeronautical Radio Operation License. The program, which has a fall 2024 intake, includes three hands-on co-op opportunities within the aviation industry.
The program has an active advisory
committee that helps maintain program relevancy by keeping the course content current – reflecting industry trends – and ensuring graduates are job ready with the required skill set. There are several educational pathways for graduates. Georgian’s Aviation Management program is the only three-year program in Canada that allows students direct entry into Griffith University’s Master of Aviation Management, which can be completed with only an additional one-and-a half years of study.
College | Sault Ste. Marie Sault College`s Aviation Technology –Flight 3-year program is designed to prepare students for a career as a professional pilot. Graduates of the program who meet qualification criteria established by Transport Canada, will have successfully completed the requirements for the Integrated Commercial Pilot License Aeroplane, including the multi-engine instrument rating (CPL(A)IR). This licence meets all the requirements for a student to be a commercial pilot. Individuals with previous flight training start with a modified flight training program in the beginning; however, all students will be at the same level by second year. Students gain hands-on training with the college’s own fleet of aircraft, including 10 Zlin and two Seminole Piper planes. These aircraft are supported by advanced flight simulators.
Polytechnic | Peterborough and Toronto
Seneca College, through its School of Aviation, is now educating students at the degree level with its 4-year Honours Bachelor of Aviation Technology program, which provides a technology-based curriculum and application of this theory to aviation. Flight training and classroom instruction for students in year’s two to four of the program takes place at Seneca’s Peterborough Campus. Seneca’s aviation school enjoys a close relationship with Jazz Aviation through a first-of-its-kind cadet program and the flight instructor pathway program. As a graduate, students may pursue future career options like professional pilot, flying instructor, air traffic controller, and civil aviation inspector.
Seneca also provides the Aviation Safety advanced diploma program, which covers a range of areas relevant to the aviation industry from regulations to business leadership. Seneca’s Aviation Operations program provides a diploma focusing on theoretical knowledge of aviation regulations in the Canadian aviation industry, as well as the technical and practical skills required to work in a variety of airside operations roles. | W
AN ALPHABETICAL BREAKDOWN OF SOME OF THE LEADING SCHOLARSHIP AND AWARDS PROGRAMS FOR DEVELOPING CAREERS IN CANADIAN
Aerospace Industries Association of Canada | aiac.ca
AIAC presents the Dave Caddey Memorial Scholarship at the Canadian Aerospace Summit (CAS), with this year’s event taking place October 28-29 in Ottawa. This scholarship provides financial assistance for post-secondary education and offers a unique experience at CAS.
Air Canada Indigenous Students Award | aircanada.com
This award is distributed annually to Indigenous students with demonstrated financial
need, attending approved post-secondary institutions enrolled in aviation programs to become a commercial pilot, as well as those in other disciplines that pertain to Air Canada’s business operations. Air Canada works with a range of partners to support scholarships and awards, including The Captain Judy Cameron Scholarship, RCAF Foundation scholarships, and with the Urban Pilot Network, among others.
Atik Mason Indigenous Pilot Pathway | indigenouspilotpathway.ca
The Atik Mason Indigenous Pilot Pathway
program offers fully funded flight training for Indigenous community members to become pilots in northern Canada. Training occurs locally in Thompson, Man., and Rankin Inlet, Nunavut, with accommodations provided. Graduates earn employment with Exchange Income Corporation’s air operators, including Perimeter Aviation.
BC Aviation Council | bcaviationcouncil.org
BC Aviation Council (BCAC) members work with industry partners to provide over $150,000 worth of scholarships and other
support on an annual basis. BCAC notes, with its members support, it oversees Canada’s largest aviation and aerospace scholarship program. Students can apply for cash awards ranging from $1,500 to $20,000.
Captain Judy Cameron Scholarship | northernlightsaerofoundation.com
This will be the sixth year for the Captain Judy Cameron Scholarships, administered by the Northern Lights Aero Foundation, for Canadian women pursuing careers as pilots or aircraft maintenance engineers. The Captain Judy Cameron Scholarship
awarded by Air Canada supports women who are pursuing careers as commercial fixed-wing pilots or aircraft maintenance engineers. The Captain Judy Cameron scholarship awarded by CAE targets women who are pursuing careers as commercial fixed-wing pilots.
COPA | copanational.org
The Canadian Owners and Pilots Association offers a range of scholarships, which total approximately $30,000. The Neil J. Armstrong Ab-Initio Scholarship is for applicants aged 16 to 21 committed to earning
their Private Pilot’s Licence (PPL). The COPA Advanced Flight Training Scholarship supports COPA members interested in pursuing advanced flight training, with individual awards of approximately $2,500. COPA provides other scholarships, such as a drone pilot award for advanced licencing, based on donations primarily from its general aviation members.
Elevate Aviation | elevateaviation.ca
Elevate Aviation is a national organization committed to educating, inspiring, and supporting individuals as they explore the world of aviation with an emphasis on diversity and equality. The organization provides a range of bursaries for pursing pilot, AME or operational careers. Elevate also offers a range of free programs across Canada that provide industry-focused training and mentorship opportunities.
Jazz APP is a premiere education and training pathway for pilots in Canada, providing aviation students from numerous colleges and flight training units industry-leading access to airlines, as well as professionalism awards to help fund their education.
The RCAF Foundation Student Scholarship is offered to Canada’s next generation of aviation and aerospace leaders. These scholarships are designed to assist postsecondary students in STEM areas of study who are planning future careers in the fields of either aviation or aerospace. In 2024, the RCAF Foundation awarded a total of 70 scholarships, including 64 at $1,000 each.
ninety-nines.org
Each year Amelia Earhart Memorial Scholarships are usually awarded to qualified members for five different scholarship types.
The Urban Pilots Network offers two scholarships to its members aspiring to pursue a career in aviation: Aviation Excellence
Sponsorship in partnership with the Dream Never Dies Foundation and an Air Canada funded scholarship.
The LIFT Scholarship was created by Waterloo Wellington Flight Centre (WWFC) to assist student pilots. Four students this year will receive $4,000 each. Since the launch of the scholarship program, $92,000 has been presented to students in financial support of their aviation career aspirations. |
Perimeter Aviation and Bearskin Airlines have been connecting communities across northern Canada for over six decades. Acquired by Exchange Income Corporation in 2004 and 2011, respectively, the two airlines merged in 2018 to enhance service. Operating from six bases, they serve 30 destinations across Manitoba and Ontario with more than 40 aircraft. This includes scheduled passenger flights, air ambulance services, cargo operations, and charters, making them a vital link to communities across the North.
This is more than an airline. From pilots connecting people with medical care and essential goods to AMEs ensuring every aircraft operates safely, Perimeter Aviation’s operations are integral to Northern travel. Joining the team means becoming part of something bigger – work that truly makes a difference.
Flying for Perimeter is an experience unlike any other in aviation. Picture yourself navigating single-runway gravel strips, performing challenging approaches, and handling diverse weather conditions in some of the most remote and beautiful parts of Canada. Or flying through one of the busiest and most complex airspaces in Canada at Toronto Pearson International Airport. This is big airline flying, right in your backyard.
You’ll fly aircraft equipped with modern avionics, honing stick-and-rudder skills in ways urban routes cannot match. Operating under a combination of 703, 704, and 705 regulations means you are part of an organization that sets a higher standard across all levels. Add to this the distinction of BARS silver certification – a benchmark above Transport Canada regulations – and you will see why Perimeter sets the bar for operational excellence, safety, and growth.
As a Perimeter pilot, you are part of a team dedicated to cultivating a world-class group of aviators. Many of the leadership team started their careers in the same roles you will take on, giving them a deep understanding of what it takes to succeed. Their commitment to mentorship and professional growth ensures that every pilot has the tools, resources, and support needed to reach their full potential, from their first flight to their next career milestone. This is not just a job. It’s a purposeful adventure where every take-off and landing plays a vital role.
“Many pilots transitioning from larger airlines find flying for Perimeter to be far more rewarding, as it combines technical challenges with meaningful connections to passengers and communities. Janet Rogers, Assistant Chief Pilot, explains, “I left to explore opportunities with a larger airline but returned because I missed the people, routes, and rewarding lifestyle. Flying in the North is about more than just
getting from point A to B; it’s about building relationships and making an impact. You’re not just flying passengers; you’re delivering essential goods, connecting communities, and making a difference.”
At Perimeter, no two days are the same. One day, a pilot might be landing on a gravel strip in a northern community; the next, they will be flying into a major commercial centre. The variety and purpose of the work keep things both challenging and fulfilling. Best of all, with bases close to home, many pilots enjoy the rare luxury of a balanced lifestyle – being home for dinner after a day in the skies.
For those who keep aircraft running, Perimeter’s maintenance operations offer an unparalleled environment for career growth and development. With a team of more than 200 professionals – and a 1:1 ratio of licensed to apprentice AMEs – every day presents opportunities.
“For AMEs, Perimeter offers hands-on experience with a diverse fleet and complex operations that challenge and develop your learning every day,” Michael Koch, Director of Maintenance Operations, shares. “We’ve got a lot going on. From engine changes and landing gear replacements to resolving complex avionics snags or installing advanced systems, our team handles it all.
“We even manage extensive projects like six-week structural repairs,” continues Koch. “And with our Metro aircraft, we probably have some of the most experienced and knowledgeable people in the world.”
Perimeter’s facilities go beyond the typical maintenance shop, acting as a hub for specialized services. Non-destructive testing (NDT) technicians lead NDT services across Manitoba, supporting aviation and other major industries. The avionics shop complements both on-wing and off-wing work with bench testing, generator overhauls, and system installations. The turbine shop performs engine overhauls, hot section inspections on Garrett engines, and quick engine change work on Pratt & Whitney engines. Expertise also extends to landinggear overhauls, wheel and brake servicing, and even upholstery repairs, including seat covers and cargo nets.
A robust training program ensures AMEs remain at the forefront of industry standards. Regularly scheduled Metro and Dash type courses deliver technical expertise, while troubleshooting and engine courses sharpen problem-solving skills.
Leadership training empowers team members to step into supervisory roles, fostering career progression within the department. Avionics courses and ground run simulator (SIM) training in Toronto further prepare the team for Perimeter’s diverse and dynamic operations.
Perimeter’s blend of operations provides AMEs with a unique opportunity to grow their skills and credentials. Senior 703/704 AMEs can continue building hours while progressing towards a 705 license. Whether you hold M1, M2, S, or E licenses – or are starting as an apprentice – Perimeter offers a path for career development.
At Perimeter, mentorship is the foundation of success. Experienced engineers, many with 20 to 30 years of tenure, guide apprentices through complex tasks. This collaborative culture ensures that knowledge is passed down, fostering skill development and fast-tracking career growth.
Beyond technical expertise and operational excellence, Perimeter’s culture is what truly sets it apart. The company is deeply committed to investing in its people, offering competitive compensation, comprehensive health and dental benefits, RRSP matching, an Employee Share Purchase Program, and access to an Employee Family Assistance Program.
For pilots, compensation grows with career progression, and apprentices see significant pay increases as they gain experience. Senior AMEs enjoy industry-leading wages that reflect their skills and expertise. At Perimeter, its people are
their greatest asset, and the company backs this up with robust benefits and clear career pathways to support your growth – on and off the job.
Perimeter is proud to be SAFE Work Certified, a testament to its commitment to fostering a safe, healthy work environment for all employees. This certification underscores the company’s dedication to maintaining the highest safety standards across all operations.
At Perimeter, career paths are clear, attainable, and built for growth. Many employees have risen through the ranks to leadership roles, exemplifying the company’s dedication to internal promotion and development. For instance, both the Vice-President of Flight Operations and the Vice-President of Commercial Services started as ramp agents at Perimeter. These success stories demonstrate Perimeter’s commitment to fostering potential and creating opportunities for advancement.
Perimeter’s commitment to aviation extends beyond the workplace and into the communities it serves. Programs like the Atik Mason Indigenous Pilot Pathway create opportunities unlike any other for aspiring Indigenous pilots to achieve their dreams. Through fully funded flight training in Thompson, Man., and Rankin Inlet, Nunavut, participants gain the skills and certifications needed to succeed in the aviation industry.
Upon graduation, they secure employment with Exchange Income Corporation’s air operators, including Perimeter Aviation, allowing them to build fulfilling careers close to home and their communities. In 2024, Perimeter welcomed their first four Pathway pilots to their flight crew.
This dedication to fostering talent isn’t limited to pilots. Apprentice pathways in maintenance operations provide hands-on training and mentorship, ensuring the next generation of aviation professionals thrives. Perimeter also partners with leading institutions such as MFC Training, RRC Polytechnic, and Confederation College to provide students with access to specialized training and education.
In addition to the Pilot Pathway, programs like Life in Flight offer a comprehensive route to a secure pilot career. Participants begin with training at MFC Training, gain valuable experience as flight instructors, and transition into guaranteed fiveyear pilot positions. These initiatives exemplify Perimeter’s investment in nurturing aviation talent and creating pathways to rewarding careers.
Living and working in Manitoba and Ontario offers a lifestyle that blends convenience with natural beauty. From the quiet charm of smaller communities to outdoor activities like fishing, hiking, and skiing, there’s something for everyone. A rare blend of short commutes, easy access to nature and outdoor recreation, and proximity to vibrant urban centres provide a quality of life that’s both enriching and balanced.
Whether you’re starting your aviation career or ready to advance, Perimeter Aviation offers the opportunities, growth, and support to help you succeed. Take the first step toward a fulfilling and rewarding future.
careers.perimeter.ca | perimeter.ca
University of British Columbia | Vancouver
University of British Columbia’s Mechanical Engineering degree program allows students who have completed Mech 2 to focus on an Aerospace Option with a modified curriculum of mechanical engineering courses that focus on fluid dynamics and aircraft design. The modified curriculum is designed to not only help develop the student’s specialization in aerospace, but also develop fundamental design and analytical skills required by a mechanical engineer. The school points to its robust faculty research in combustion, fluid dynamics, solid mechanics, fluid-structure interactions, sensors and controls – all areas central to aerospace design. Its facilities include two wind tunnels, and a machine shop. Students can participate in aircraft competitions and teams, including UBC Uncrewed Aircraft Systems and UBC AeroDesign.
MacEwan University | Edmonton
MacEwan University describes as a unique partnership with Transport Canada-approved training centres to complete a Business Management diploma with a specialization in aviation management. Students in the Aviation major complete 15 of the 20 courses from the Business Management diploma, which provide core business skills in accounting, marketing and strategic management. The remaining five courses are replaced with aviation training. Students can block transfer credits to the third year of MacEwan’s Bachelor of Commerce degree program.
Mount Royal University | Calgary
Mount Royal University’s two-year Aviation Diploma program combines an academic diploma with the flight training needed to become a commercial pilot. The diploma is recognized as one of Canada’s elite Aviation Accreditation Board International (AABI) accredited programs, integrating academic preparation with flight simulator training for a Commercial Pilot Licence (CPL) with multi-engine and instrument ratings. The program allows students to learn aviation and business theory, while building connections with MRU’s airline partners, including Jazz, WestJet, Porter, AirSprint, and Sunwing.
Carleton University | Ottawa
Carleton’s Aerospace Engineering program emphasizes the development of analytical, computational, and hands-on engineering and design skills related to the aerospace field. The broad range of topics and applications included in this discipline are covered in four streams: Aerodynamics (aerospace propulsion and
atmospheric flight); Aerospace Structures (lightweight vehicles for flight and space travel); Aerospace Electronics and Systems (aircraft control, communication and navigation systems); and Space Systems Design (astronautics and space/satellite technology).
Queen’s University | Kingston
The Mechanical and Materials Engineering degree program at Queen’s University provides opportunities geared at aviation and aerospace design. The program’s Airplane Aerodynamics is a course highlight. Students will combine the study of basic engineering with practical courses in machine design, robotics and manufacturing methods. Hands-on design is integral to this program, with specialization in aerospace, mechatronics, biomechanical, manufacturing, materials, and thermofluids.
Toronto Metropolitan University’s Aerospace Engineering Bachelor’s program provides students with the opportunity to study aerodynamics, stress analysis and structural design, flight mechanics, stability and control, aircraft performance, propulsion, avionics and systems. Students also learn to design, test, manufacture and maintain aircraft or spacecraft, as well as vehicles for transport on land and water. The program provides knowledge to work in fields involving commercial and military aircraft or spacecraft engineering; space exploration, teaching, research, military service; air transportation and space-based telecommunications. The school also allows students to pursue a graduate degree (MEng, MASc, PhD) in aerospace engineering.
Students who wish to study Aerospace Science and Engineering at the University of Toronto enroll in the four-year undergraduate Engineering Science program. In the first two years, this program emphasizes mathematics, chemistry, physics and computing. Towards the end of the second year of Engineering Science, students must select a speciality option for their third and fourth years of study. This includes an Aerospace Engineering option, taught primarily by UTIAS professors. UTIAS is the university’s graduate program focused on scientific exploration and aerospace research.
Established in 2007, Waterloo’s Aviation program is described as the largest university-level aviation program in Canada. The Bachelor of Environmental Studies (BES) degree focuses on geography to interpret weather patterns, identify land formations, read multilayer maps, and use tools such as geographic information systems and remote sensing. Students can also add specializations in Climate Change, Earth Systems Science, Geomatics, and Economy and Society. The Science and Aviation program is supplemented with courses on cartography, climatology, geographic information
systems, aerodynamics and remote sensing. Both programs provide access to Preparatory Ground Instruction and professional pilot theory courses taught by a Waterloo Wellington Flight Centre (WWFC) instructor. Upon graduation, the student will possess a CPL as well as Multi-Engine and Instrument Ratings. The Waterloo Institute for Sustainable Aeronautics has also partnered with WWFC to operate an all-electric Pipistrel Velis Electro.
The Aeronautics Leadership Program at the University of Windsor offers a unique blend of a Liberal Arts and Leadership-focused education with practical flight training. Students pursue a Bachelor of Arts in Liberal Arts and Professional Studies, specializing in Aeronautics Leadership. This Bachelor of Arts degree is complemented by ground school and flight training, conducted with Journey Air Pilot Training, situated at Windsor International Airport (YQG).
Western University | London
Western’s Commercial Aviation Management program allows students to earn a Bachelor’s degree in Management and Organizational Studies, with specialized courses in aviation management. Within the program, students have the option to combine a degree with professional pilot flight training, ultimately receiving a Transport Canada approved Integrated Commercial Pilot License with Multi-Engine and Instrument Ratings.
York University | Toronto
The Space Engineering program (BEng) at York’s Lassonde School of Engineering focuses on areas of study from orbit control and space-based optics to ground station communications and robotics. Students learn about the management of complex
multidisciplinary projects, including missions within the solar system.
Concordia University | Montreal
Concordia’s Aerospace Engineering (BEng) program is offered by the Department of Mechanical, Industrial and Aerospace Engineering. The program allows students to specialize in Aerospace and Propulsion, Aerospace Structures and Materials, or Avionics and Aerospace Systems. It provides access to areas like mechanical, electrical, computer, and industrial engineering to the conception, design, implementation and operation of aerospace systems.
Mount Allison University | Dieppe, Sackville
Mount Allison’s Aviation degree program combines flight training with undergraduate studies in Arts, Commerce, or Science. The Bachelor of Arts – Aviation program is designed for students to combine aviation training with studies in arts and humanities and social sciences. As an Arts student you will complete a major in any discipline offered for a BA degree (no minor required). The Bachelor of Commerce – Aviation program is designed for students to study business areas such as accounting, finance, marketing, and management. The Bachelor of Science with a major in Aviation program is designed for students to combine flight training with studies in subjects related to the field of aviation in the Faculty of Science, such as geography, environmental science, mathematics, physics, and computer science. MFC Training provides the flight component of Mount Allison’s aviation programs. | W
The Flair Cadet Program is an iATPL course designed for people with little or no flight experience. Flair Airlines offers accepted students a conditional offer of employment; pending graduation, you are eligible to fly B737s.
By Phil Lightstone
Cygnet Aviation Academy LP is a professional flight school based in Kingston, Ont. (CYGK), training First Officer candidates for Canadian airlines. Partnered with CAE, Cygnet delivers flight training utilizing a fleet of 12 high tech Diamond aircraft (built in London, Ont.) and two ALSIM flight simulation training devices.
Cygnet opened its doors in 2023 and is a subsidiary of Chorus Aviation Inc., a leading aviation solutions provider. Headquartered in Halifax, N.S., Chorus is focused on aviation services businesses with three operating subsidiaries including Cygnet, Jazz Aviation LP (Jazz), and Voyageur Aviation. Cygnet’s President, Lynne McMullen, brings a passion for pilot training and provides leadership skills gained from her vast real-world experience. A Class 1 Flight Instructor and Pilot Examiner with over three decades of experience in aviation leadership, McMullen has created direct entry training and academic programs for The Greater Toronto Airport Authority, the Royal Canadian Air Force (RCAF) and multiple Canadian airlines. McMullen participates with a range of industry organizations and serves as President of the Northern Lights Aero Foundation, an organization focused on supporting women in Canadian
aviation. She also chairs the Strategic Planning Committee for the Air Transportation Association of Canada. Through McMullen’s leadership, Cygnet has seen substantial changes over the last two years, growing from a single plane and flight instructor to a full complement of specialized staff with 12 aircraft. The inaugural class of seven students has graduated the Integrated Airline Transport Pilot License (iATPL) program. All are employed as First Officers with Jazz after completing the Jazz Approach program, a first of its kind in Canada, providing conditional letters of employment from Jazz upon admission. In addition, Cygnet recently welcomed its first students into its Free Agent Program, providing students with their iATPL without being attached to a specific airline upon completion. Cygnet assists Free Agent graduates with employment through its airline referral program. Both programs deliver all-in-one, state-of-the-art pilot training in under two years.
As Cygnet’s name and impact grows in the flight training industry, so do its offerings. In addition to its two direct entry training streams, Cygnet is now providing Multi-engine, Group 1 and Multi Crew Coordination programs. In March 2025, the organization will be launching a Private Pilot License program for general aviation-focused students.
Cygnet’s vision is to have a maximum of 30 students per cohort, essentially taking a crawl, walk and run approach. With six active cohorts, Cygnet’s students come from varying backgrounds and industries. “Our students range from new graduates to accountants and entrepreneurs,” McMullen says. “One of our students has always wanted to become a pilot and recently left their career as an established lawyer to do just that.”
Harry Rankin, a student in Cygnet’s third cohort, was looking for something different after completing a four-year Bachelor of Commerce degree in British Columbia. “When I finished my bachelor’s degree, I wanted to do something
that was exciting to me, and I realized that was really only flying”, Rankin says. “My next step was to figure out how to do that, and that’s how I landed at Cygnet. Cygnet sets itself apart from other flight training academies with new Diamond aircraft and great instructors who really want to be here. They’re not just here to get their hours and move on.”
The flight training industry is plagued with staffing shortages, but Cygnet has been able to recruit and retain a diverse team of flight instructors and administrative staff. Its 16 flight line instructors and subject matter experts come from diverse backgrounds with many joining Cygnet after illustrious careers with the RCAF, NAV Canada and Air Canada.
“The fact that we are so heavily supported by retirees from the Canadian industry, who really want to give back, brings integrity and incredible experience to the training that our students receive,” McMullen says. Recently, Nick Taylor joined Cygnet as its Chief Flight Instructor after a successful career at Transport Canada culminating as Technical Team Lead, Flight Operations.
Another draw for students attending Cygnet is the City of Kingston. At the junction of Lake Ontario, the St. Lawrence River and the Cataraqui River, Kingston provides the charm of a small town, but with the amenities of a much larger metropolis. While First Officer candidates will be immersed in their flight training, providing an enriching environment for staff and family is of equal importance. Marie Pinto, a Cygnet student who relocated to Kingston for her flight training program, enjoys what Kingston has to offer: “I love Kingston. It has great nightlife and downtown, but it also has everything you could really need. It’s just beautiful.”
Student camaraderie is alive and well throughout Cygnet. As new students begin their respective programs, they select a handle as a group. The inaugural cohort named themselves the Magnificent 7. To date, other names include: 6pack, Diamond 6, C9 (Cloud9), Av8 and HexDeck. Kaitlyn O’Gay, a Flight Instructor who joined Cygnet in 2024, discussed programs that have been implemented to support student success. “At Cygnet, we have a very intense ground school
schedule; 750 hours over 18 months, which makes for a full and busy calendar. We’re starting a program, kind of a study hall session, where instructors can sit in and help students once a week to answer any questions they have from any class that they're taking. We’re here 24/7, providing support for students.” Maintaining a positive, collaborative, and supportive student experience is a priority at Cygnet. With that in mind, student rep meetings have also been created wherein instructors and student representatives from each cohort meet regularly to provide feedback to management. Any questions, concerns, or issues are worked out in collaboration with students.
Louchlan Janes, Assistant Chief Flight Instructor, who has been with Cygnet since the beginning, finds a difference with the Cygnet students. “What sets Cygnet’s flight training apart is its atmosphere and students. They come here with this drive and passion for aviation,” Louchlan says. “The multifaceted nature of this program is one of its key attractions. You can accomplish so much in a short period of time when you push yourself to do it.”
With growing programs, fleet, staff, students and industry partners, Cygnet’s story is just beginning.
CygnetAviation.com.
British Columbia Institute of Technology | Vancouver
British Columbia Institute of Technology (BCIT) School of Transportation prepares students for careers as Aircraft Maintenance Engineers, Aviation Maintenance Technicians (Avionics) and Gas Turbine/Jet Engine Technicians. Its Aerospace Technology Campus is located near Vancouver International Airport in Delta with a 40,000-square-foot hangar that holds a fleet of light piston, turboprop, corporate and jet transport aircraft, as well as light and medium helicopters. Completion of its Aircraft Maintenance Engineer
(AME) program will result in a work experience credit of 18 months of the 48 months required by Transport Canada toward obtaining an AME license.
Coulson Aviation | Port Alberni
Coulson Aviation a world leader in aerial firefighting, received Transport Canada Approved Training Organization (ATO) approval to train students toward a Aircraft Maintenance Engineer – Structures (AME-S) license at no cost to the student. Coulson hires team members who demonstrate a passion for the aviation industry and positive attitudes to join its workforce. Once students have demonstrated excellent potential in the industry, students are invited to join the ATO program. There is no required tuition to attend the course. The student remains on the Coulson payroll while attending school and can further supplement their income by working for the company outside of schooling hours. Coulson guarantees a full-time position to every student who completes the school portion, offering a path through apprenticeship to a full AME-S license.
IMP Academy | Abbotsford, Halifax
IMP Academy offers two programs: Introduction to Aerospace Skilled Trades Program and the Aircraft Maintenance Apprenticeship Program. Its introduction to Aerospace Skilled Trades Program offers the ability to earn a variety of transferable certificates while testing skills and learning about aviation. This program is four weeks, with the end goal of applying to be an apprentice at IMP Academy. This four-level earn/learn apprenticeship program for Aircraft Maintenance Technicians is offered with no tuition or textbook fees for those who successfully complete the program. Graduates from both campuses will be qualified Aircraft Maintenance Technicians. Additionally, the courseware used in this program is accepted by Transport Canada and applicable for those wishing to eventually pursue an AME-M license through Transport Canada.
Southern Alberta Institute of Technology | Calgary
SAIT provides a range of aviation-focused programs at the Art Smith Aero Centre, occupying 17 acres of land at Calgary International Airport. The Aircraft Structures Technician program includes courses on traditional aluminum sheet metal structure and advanced composite material manufacturing and repair. The Aircraft Maintenance Engineers Technology program provides skills to begin a career as an aircraft maintenance technician. Graduates in compliance with the required attendance (95 per cent) and minimum marks of 70
per cent in each course will receive a Transport Canada credit of 18-months of work experience toward the “M” license. The Avionics Technology program at SAIT provides the skills required to earn an “E” license for servicing aircraft electrical and electronic systems.
RRC Polytech | Winnipeg, Southport
RRC Polytech’s Aircraft Maintenance Engineer program is designed to develop skills to maintain large and small airplanes and helicopters. The program is run at RRC Polytech’s Stevenson Campus with locations in Winnipeg and Southport where students prepare for overhauling aircraft engines, maintaining aircraft, building components, and preparing to take on management positions.
Algonquin College | Ottawa
Algonquin College’s School of Advanced Technology provides a twoyear Aircraft Maintenance Technician Ontario College Diploma program, which gives students hands-on experience. Students study at the Ottawa campus as well as at the Canadian Aviation and Space Museum. Through a series of classroom-based courses and extensive practical labs, students learn about the repair and maintenance of mechanical and electrical systems within an aircraft, including: hydraulics, fuel systems, environmental instrumentation, engine, control surfaces and undercarriage, and repair of the aircraft body.
Canadore College | North Bay Canadore College’s AME programs include: Aircraft Structural Repair Technician; Aviation Technician – Aircraft Maintenance;
Aviation Technician – Avionics Maintenance; Aviation Technology – Aircraft Maintenance and Avionics; and Aviation Technology – Aircraft Maintenance and Structures. The Aircraft Structural Repair Technician program allows students to specialize in repair, upgrading and the modification of an aircraft. The Aviation Technician – Aircraft Maintenance program trains students how to troubleshoot vital aircraft components and systems, including piston and turbine engines, electrical systems, hydraulics, and navigation and communication systems.
Centennial College | Toronto
Centennial College’s Aircraft Maintenance – Aviation Technician provides students access to modern labs and the school’s aircraft hangar with both fixed- and rotary-wing aircraft. Students work on components like airframes, engines, electrical and hydraulic systems, propellers, avionics equipment and aircraft instruments. The Avionics Maintenance - Aviation Technician program prepares students for work as a bench technician with a broad base of knowledge for complex electronics and electrical systems related to the navigation, guidance, communications, instrumentation and flight controls of an aircraft.
Confederation College | Thunder Bay
Confederation College’s Aviation Technician – Aircraft Maintenance co-op diploma program is a comprehensive two-year program with a legacy of more than 50 years in aviation education. Designed to prepare students for the Transport Canada Aircraft Maintenance Engineer (AME) license, eligible graduates receive up to 21 months of credit toward the 48-month AME certification requirement. Through a combination of rigorous classroom instruction and hands-on experience, including a co-op work term with industry
leaders, students become proficient in maintaining, repairing, and troubleshooting complex aircraft systems. The curriculum covers topics such as aircraft construction science, electrical systems and avionics, airframe systems, rotary-wing (helicopter) maintenance, structural repair, and piston and turbine engines. Training is conducted at the state-of-the-art Aviation Centre of Excellence (ACE), located at the Thunder Bay International Airport.
Fanshawe’s Norton Wolf School of Aviation and Aerospace Technology provides a range of aviation programs, including: Aircraft Structural Repair Technician (certificate), Flight Services (certificate), Aviation Technician – Aircraft Maintenance (diploma), Aviation Technician- Avionics Maintenance (diploma), Aviation Technology – Aircraft Maintenance and Avionics (advanced diploma), Commercial Flight and Aviation Leadership (advanced diploma), Applied Aerospace Manufacturing (graduate certificate), Composites and Advanced Materials Aerospace Manufacturing (graduate certificate), Remotely Piloted Aerial Systems Commercial Operations (graduate certificate) and Aerospace Operations Management (graduate certificate). Fanshawe partners with London International Airport, Diamond Aircraft and Diamond Flight Centre.
Flightline Training Services is a Transport Canada Approved Training Organization for commercial and business aviation aircraft. Flightline tailors courses and services to meet training needs, focusing on a range of aircraft. With its Transport Canada and EASA approvals, Flightline is worldwide training organization, providing approved type courses, familiarization courses and level 4 in-depth training, address all aspects of aircraft maintenance operations.
Mohawk College | Hamilton Mohawk College, established in 1966 specializes in engineering technology education and is the largest trainer of apprentices in Ontario. Mohawk College educates more than 32,500 full-time, part-time, apprenticeship and international students at four main campuses in Hamilton. The 80,000-square-foot Aviation Campus opened in 2021 airside at the Hamilton International Airport with three Aviation Maintenance Engineering diploma programs in Aircraft Maintenance, Structures and Avionics. Mohawk’s premium partner is KF Aerospace, which has operated in Hamilton for more than 25 years. KF Aerospace recently completed more than $40 million in investments at its Hamilton Airport location.
Nova Scotia Community College | Dartmouth
Nova Scotia Community College’s Aviation Institute is located in a 43,000-square-foot training facility. It provides a two-year Aircraft Maintenance Engineer, Mechanical, diploma program. Courses focus on aircraft servicing and ground handling functions, and maintaining aircraft systems.
Holland College | Summerside
Holland College provides a one-year Aircraft Turbine Technician certificate program at its Summerside Campus. Aircraft turbine technicians inspect aircraft engines, troubleshoot issues with mechanical systems, and modify, repair, and test turbine engines. Students learn techniques, procedures, and documentation requirements with an emphasis on practical training. | W
As Canada's air navigation service provider,we work each and every dayto keep our skies safe and aircraft moving efficiently.
Explorethe linkto learn aboutthe excitingwork performed by NAV CANADA’s airtraffic controllers.
https://www.navcanada.ca/en/careers.aspx
BY EVRA TAYLOR
In this era of record-fast flight and cutting-edge design, industrial designers look to an advanced array of concepts and skills to fulfill their vision of the ultimate aircraft. Bombardier is no stranger to design excellence. Over the years the company has garnered numerous Red Dot and other industry awards in business jet design and branding.
Industrial design never exists in a vacuum and design evolution requires the input of experts in fields adjacent to the required core skill set. Bombardier is one of the leaders in this charge, employing multiple teams and team members, one of whom is Louis Lefebvre. As Bombardier’s Industrial Design Manager, Lefebvre has worked at the plane maker for the past 14 years.
Aircraft industrial design
Lefebvre earned his BA in industrial design from Université de Montréal, a four-year program that afforded him the opportunity to study for one semester and complete two internships in Milan, Italy. Like many others in the sector, Lefebvre was inspired to enter the field of aircraft design through his previous experience in the automotive sector.
“It opened the door to aerospace,” he explains. “Working as an industrial designer for Bombardier involves a combination of transportation design, product design, graphic/UX/UI design, interior design and, to a certain degree, architecture. It’s the culminating point of all the design fields, where creating the ultimate client experience and enabling leaders who shape the world to live ahead of the curve are the primary objectives.”
According to Lefebvre, the Industrial Design team is all about understanding Bombardier’s clients’ unspoken needs. The team transforms this vision into the enduser experience on all Bombardier business jets, comprised of both the Global and Challenger families of aircraft. “A prime example of our work is the Bombardier Global 7500 business jet,” Lefebvre says, “with its next evolution, the Bombardier Global 8000, set to enter service in 2025.
“The Global 7500 was designed from scratch with passenger experience at its core,” Lefebvre continues. “The interior innovations we have introduced to this flagship program are now making their way throughout the fleet as we adopt a focused mindset of continuous improvement. The Global 7500 features state-of-the-art innovations such as the Bombardier Soleil lighting system, l’Opéra sound technology, and the well-known Nuage seating collection, which most recently was integrated into the Bombardier Challenger 3500 jet.”
The Industrial Design team participates in all phases of an aircraft development program, from brainstorming phases during which the cabin design takes shape, through all the development phases and culminating in the product launch.
“Within the organization, our clients are our close collaborators, whether it be engineering or our leadership team,” Lefebvre explains. “But our main client is the individual, company or institution that purchases Bombardier’s product. Examples of these are ultra-high-net-worth individuals, businesses, governments, and the military. The team’s primary objectives are to create desirability, to wow our clients by surpassing expectations and to build brand equity. We accomplish this while ensuring the highest level of quality and functionality.”
Aircraft design is a left-brain, right-brain
feat combining seemingly paradoxical – but necessary – technical and creative thinking.
“There are many teams involved in the design of an aircraft,” Lefebvre says. “However, the design of the cockpit and the baggage bay, through the galley and cabin, and all surfaces and monuments – cabin structures including partitions, seats, closets, and furniture – are the direct product of the industrial design team’s creative process.”
Once sketched and further developed in CAD software, Bombardier’s Industrial Design team collaborates with engineers, Bombardier’s Customer Support team, interior designers, woodworkers, and all types of artisans to make that initial sketch a manufacturable reality.
“The initial brainstorming and sketching phases are the most creative ones from an artistic standpoint, as this is when ideas and concepts begin to emerge almost subconsciously,” Lefebvre notes. “During the development process, creativity takes on a more objective role through problem solving. In fact, creativity is at the core of what we do throughout the whole process.”
When it comes to reducing the environmental footprint of aircraft, system categories like aerodynamics, propulsion and other engineering improvements have the most impact on performance. The Industrial Design
team supports the environmental efforts of Bombardier with product designs that limit weight baked into an aircraft, therefore, reducing fuel consumption. They also work with interior designers on the utilization of sustainable materials.
Lefebvre describes a typical day as being composed of various activities, with one day never being the same as the next. “In the early phases, we participate in brainstorming sessions that will drive inspiration. Sketches will evolve from ideas to fuller, more mature concepts. Two-dimensional sketches will
ultimately be translated into virtual 3D-objects through the use of CAD software. This CAD will then be rendered into photorealistic images to provide a sense of the shapes and proposed finishes in their environment.
“To ensure these ideas are practical within the cabin space, in terms of passenger experience and desired aesthetics, we create mockups of various scales, using a number materials and technologies, to conduct multiple validation series,” continues Lefebvre. “Then, these concepts can be passed on to the engineering team to be developed further toward a manufacturable version of the original idea. We stay involved throughout the entire process to ensure that the design intent is preserved and strengthened with each iteration.”
Depending on the product’s complexity, multiple rounds of collaboration with the engineering team, and occasionally with suppliers ensue, to achieve the optimal balance between aesthetics, manufacturability, maintainability, cost, ergonomics, functionality and weight.
“Once manufacturing is launched, we’re involved with validating the quality of the parts produced, ensuring they are consistent with their specifications,” Lefebvre explains. “Upon the launch of the new product, we support the sales and marketing teams in communicating as much information as needed, tailored to various audiences, including our clients.
“In what we call product sustaining mode, we may get involved in a customization project for a client, and we work on various product improvement initiatives as part of the change management process.”
Through his industrial designer’s lens, Lefebvre pointed out that the joys and challenges of his work are many and varied. “Overcoming daily challenges, whether big or small, and finding the right solutions is one of the most rewarding aspects of the job,” he says. “However, as an industrial designer at Bombardier, nothing compares to the satisfaction of seeing the finished product aboard the world’s most discerning business jets after years of hard work.”
I once heard a colleague of mine say that “Canada is the largest empty country in the world”. That person did not mean to say anything negative about our beloved country. Instead, he was referring to the critical role of aviation for connecting people and moving goods in such a vast land. So true yet, the very high costs of the various fees and taxes attached to air transportation and the regretful fate of some start-up airlines are troubling, very troubling. I contend that Canadian aviation is in dire need of Government attention.
During the recent Air Transport Association of Canada conference in Vancouver, it was obvious that air operators, industry partners, stakeholders, and Transport Canada representatives all share a common goal: a continued safe, vibrant, and sustainable domestic air transport industry. Why then, is it so hard for airlines and their partners to thrive, or even survive?
The current (2021) mandate letter from the prime minister outlining the objectives of the minister of transport is approximately 2,000 words long, and buried somewhere towards the end is a sub-paragraph relating to the “air sector”. It reads: “Continue to advance the restart of a competitive and viable air sector...”. In today’s context, this is arguably an unremarkable and unspectacular objective.
I strongly believe that, as it pertains to commercial aviation, the federal government’s current governance model does not work, and it’s time for a tectonic shift. The Canadian government made a pivotal transformation to the governance of the country’s aviation in 1996 when it privatized civil air navigation services. This allowed NAV CANADA to focus on its customers, and to innovate unlike any other similar organization. Also in the 1990s, the decision to transfer airports from the federal government to privately operated airport authorities or--in other cases--to municipal, provincial governments or private-sector interests was a significant game changer. Alas, with this concept came the notion that direct users--not taxpayers--should shoulder as much of the costs of air transport as possible. This is an idea that warrants revision 30 years after implementation. By all accounts, changes to the governance model of commercial aviation can be made, so let’s get on with it.
Transport Canada is a multi-mode department where civil aviation is positioned under the safety and security group--in other words—it’s quite low in the organization chart. In that sense, it is unique, and not in a good way. The director general of Transport Canada Civil Aviation is primarily responsible for this country’s aviation safety. That is a critical mandate and very honourable mission where people are laser focused to protect the travelling public. However, the same director general is not responsible for policies, or programs, and has no formal authority on regional headquarters. Stated differently, he or she does not have the authority to compensate financially for the potential impacts of new regulations, standards, or directives that he or she is advancing on behalf of the minister. Where this matters the most is at airports, which are the hubs of aviation, where everyone converges (I would argue they are a “public good” from a pure economic perspective). If safer regulations impact how an air operator can access--or not--a remote airport, then it would make sense to have financial support earmarked to mitigate the implementation of the new regulations at that airport. Those of you who have a good knowledge of the regulatory process will point to the regulatory impact assessment that is part of regulatory packages. Such assessments only go so far and may not cover issues such as operational flexibility, access, etc. They don’t cover the big picture.
In the United States, the Federal Aviation Administration is a stand-alone agency. Europe has the European Union Aviation Safety Agency, and Brazil has the Agência Nacional de Aviação Civil. Almost every other country in the world has a focused organization devoted to civil aviation matters, whereas Canada does not. This organizational anomaly does not serve the interests of domestic aviation effectively or economically. As for past reorganization of the Canadian air navigation system--i.e., NAV CANADA--it is now time for the federal government to consider alternate organizational models for the oversight and regulation of the vital aviation sector.
A continued safe, vibrant, and sustainable Canadian air transport industry would ensure that the citizens of the “largest empty (and most beautiful) country in the world” are connected and that the economy is flying. The Air Transport Association of Canada remains available and eager to work with government authorities and stakeholders. So, let’s do it!
Pierre Ruel President and CEO
BY PHIL LIGHTSTONE
Bose began as a consumer audio company founded in 1964 by Dr. Amar Bose. He bought a stereo system and thought that he could make his home audio system better. In 1986, Bose developed a prototype noisereducing headset which safeguarded the hearing of Dick Rutan and Jeana Yeager on their record-breaking, non-stop flight around the world.
Bose currently manufacturers three headsets, including the A20 (now discontinued), A30 and ProFlight Series 2. The A20 was introduced by Bose in 2010 featuring better noise reduction, improved comfort and Bluetooth connectivity. At Sun 'n Fun 2023, Bose launched the A30, replacing the A20. While the A20 has been discontinued by Bose, it is still listed on the website, but most retailers like Aircraft Spruce and Sporty’s have removed it from their websites. Certain A20 models, however, can be ordered directly from Bose’s website (until its stock is depleted).
The Bose ProFlight Series 2 headset was released in 2018 designed for the professional pilot with a unique in-the-ear design. The ProFlight 2 offers noise cancellation, a 45 hour battery life and is made from leather, plastic, metal, silicone and stainless steel. The headset is an in the ear design, minimizing weight (4.5 oz) and does not suffer from “headset clamp” which most over-the-ear headsets have.
Included with the headset are three different sized ear tips (called StayHear+ tip): small (white); medium (gray); and large (black). The medium tips are factory installed onto the earbuds. For the best audio performance of the headset, it is important to use the correct sized ear tip. To determine the best fit, you may need to try all three sizes and you can use different sizes in each ear. Without a properly fitting tip, the noise reduction and audio performance of the headset will be degraded. To test the fit, try speaking aloud wearing the headset while it is powered off. Make a low-pitched “eee” sound. Your voice should sound amplified and balanced in both ears, like when you plug your ears with your fingers. If not, try another tip size. Each StayHear+ tip and earbud is marked with either an L or an R. Be sure to attach the left tip to the left earbud and the right tip to the right earbud. The StayHear+ Tip allows the earbud to reset comfortably and securely in your ear. The tip wing fits just under your ear ridge. It took me almost no time to get comfortable placing the earbud into my ear. The side pad has a small earbud storage hook for those times when you want one earbud in your ear (perhaps during a conversation with flight crew or passengers).
The ProFlight 2 ships with the boom microphone attached to the left side of the headset. The microphone boom assembly is designed to be moved to the right side. The assembly can be released from the side pad by gently pressing the release button on the side pad while gently pulling the microphone assembly from the connector socket. On the right side, push the release button and pull the cover from the connector socket (re-insert the cover to the left side socket). On the right side, align the release button to the release button opening, and insert the microphone connector into the base of the connector socket. Do not forget to test the headset before flight.
The earbuds, designed to fit in your ear (not over the ear) have a Left and Right. This is important as the headband and sidebands are
unidirectional. Begin with rotating the side pads into position above your ears, then slide and position the headband onto the top of your head. Adjust the headband so that the side pads reset above your ears. In very loud conditions, such as during takeoff, you may experience a brief reduction in noise cancellation as the headset compensates for a momentary pressure change. If this continues when the sound level returns to normal, check the Acoustic Noise Cancellation switch (which has a high, medium or low setting). If it persists, see the Troubleshooting section of the User Manual or call Bose Aviation technical support. A low rumbling sound or frequent, brief losses of noise cancellation may indicate an improper fit or blocked earbud ports. During a long flight, you may feel a slight pressure point, which can be relieved by adjusting the headband position.
The headset features a Tap Control for talk through communications, when you need to focus on communications from a specific direction or person. By firmly double tapping an earbud you can automatically set noise cancelling to low on a single earbud. By default, Tap Control is set to off. To enable Tap Control, open the battery cover and remove the batteries to access the microswitches. Using a paperclip, you can change the setting to ON. Other switches include: auto on (automatically power on when attached to ships power); aircraft audio (sensitivity and volume of intercom audio); intercom selectable between mono or stereo; auto off (power off automatically
after three to 45 minutes of inactivity); and tap control.
Bose offers the ProFlight 2 with four cable options, with or without Bluetooth. The 5-Pin XLR, 6-Pin Lemo and 7-Pin XLR cables will provide aircraft power to the headset when interest into the aircraft’s control panel. The ProFlight starts at $1,329 and has LEMO (six pin), GA plugs, XLR and U174 helicopter plug models. The Bose Connect app provides limited control of Bluetooth functions
I flew the ProFlight Series 2 in both piston (Commander 114b) and turbine pressurized aircraft (Piper M700 Fury) and found the comfort and audio fidelity outstanding. With its in-ear design, the ProFlight was simple to put on and extremely comfortable. Unlike the over the ear models (A30), the ProFlight control module does not offer volume controls (other than Bluetooth audio). To manage volume simply use the aircraft’s audio panel’s volume control to set the volume level. In a piston aircraft, the noise reduction was acceptable, but an over the ear design (A30) might be preferable, especially on long cross countries.
I started flying the Bose A30 in 2024. I have had flying Bose A20s for about 4 years, having upgraded from Bose X and my trusty David Clark H10-13.4, which I had been using since my flight school training days. The jump from passive noise cancelling was as noticeable as night and day on that first flight with the Bose X headset.
The transition from the Bose A20 to A30 was interesting. A few tactile changes, beginning with the cable, which is slightly thinner. While not a big thing, the thinner cable makes it less intrusive in the cockpit environment. The controller is smaller, however the buttons and volume controls are very easy to operate. But most noticeable is the headset audio change between the two headsets. In the cockpit, without the Commander’s engine running, they sound the same. But once the engine was running, the sound from the A30 was slightly different than the A20. Bose marketing advised me that if the A30 is your first headset, you will not notice a difference. After flying with the A30 for the past six months, the acoustic difference is a faint memory, in other words, you’ll get use to the A30 fairly quickly. The A30 weights 14.2 oz.
A key difference between the A20 and A30 are audio architectures. The A20 is an analog headset, whereas the A30 is a digital
headset. The A30 has a USB port inside the audio controller designed to update the firmware in the headset. This allows new features to be rolled out to the headset implemented by the owner (without the necessity for the owner to send the A30 in for service). Bose offers the A30 eight models, with four cable options and with or without Bluetooth.
The A30 has the same Tap Control feature as the ProFlight 2, activated by double tapping the outside of the earcup. The A30 operates for a minimum of 45 hours from two AA alkaline batteries in typical aircraft environment. With continuous Bluetooth operation, battery life will last roughly 25-plus hours. The headset has a battery life indicator light to signal when batteries need to be replaced.
The A30 retails for $1,699 and can be ordered with either LEMO (six pin), GA plugs, XLR or U174 helicopter plug models, with or without Bluetooth. The Bluetooth module supports Bluetooth version 4.2 and is backward compatible. Pairing the A30 and the ProFlight 2 to my iPhone 15 and iPad Mini was as simple as pressing the Bluetooth button on the control module. Each headset was displayed on the iPhone’s OTHER DEVICES section of the Bluetooth menu. Both headsets have a battery life indicator which signals when to replace them. If you are not going to use the headset for a significant period, consider removing the batteries to avoid battery alkaline leakage. | W
BY DAVID CARR
Is a European style highspeed fly/rail network in the cards for Canada? Or, at least a slower, slither along the meatiest part of Via Rail’s Quebec-Windsor corridor. The prospect has never been as tantalizingly close, or like earlier promises of sleek fast trains rumbling along dedicated track, as far down the planning horizon.
High speed rail (HSR), such as France’s Train á Grand Vitesse (TGV) and Germany’s Intercity Express (ICE), have brought railways within striking distance of airlines in terms of speed and passenger comfort, creating an integrated passenger fly/rail feeder network that connects hub airports like Charles de Gaulle and Frankfurt-Main into fast train rail corridors. In 2023, France raised the stakes, banning short-haul domestic flights where a train alternative of 2 1/2 hours exists. An original plan of four hours was resisted by Air France/KLM and even the current ban contains exemptions, including private jets.
Canada is the only G7 country without a high-speed rail line, although the United States barely makes the grade. Amtrak’s Aleca service between Boston and Washington, with stops at several major cities including New York and Philadelphia, is considered high-speed, but only 80 kilometres of the 735-kilometre line allows trains to operate at top speeds.
More recently, VIA has been going in reverse. New trainsets, which can reach speeds up to 200 kilometres an hour are not compatible with CN signals at level crossings where trains and vehicular traffic intersect, adding significant delays along some routes. But things may be changing in Canadian passenger rail, and Air Canada is ready to climb aboard.
In 2021, Ottawa announced a plan to build a High Frequency Rail (HFR) corridor between Toronto and Quebec with stops in Peterborough, Ottawa, Montréal, Trois-Rivières and Laval. VIA operates mostly on CN track where slower freight
trains are given priority adding delays to every trip. HFR would see Via operate conventional trains at speeds up to 200 kilometres per hour along dedicated track. HFR places frequency over European-style high-speed. The line would result in some reduction in travel times between cities such as Toronto and Montréal, although nowhere close to the three hours it would take to complete the journey along a high-speed corridor, where trains can top out at 300 kilometres per hour, making rail more competitive with air transport on short-haul routes.
VIA HFR was created as a
Three groups are bidding on what would be one of Canada’s biggest infrastructure projects to build a high-frequency or high-speed rail corridor from Toronto to
wholly-owned subsidiary of VIA Rail to direct the project and, by July 2023, the government had announced three consortiums would present bids to design, build and operate the 1,000 kilometre-long HFR corridor.
Last February, Air Canada joined the Cadence team, alongside other partners, engineering firm AtkinsRéalis (formerly SNC Lavalin) and pension fund giant Caisse de dépôt et placement du Québec.
Since 2023, Air Canada has
built an extensive network of wing-to-rail connections in Europe including with France’s SNCF and Germany’s Deutsche Bahn in partnership with Star Alliance partner Lufthansa’s Express Rail Product. Air Canada can now offer onward rail connections to 66 European destinations with national rail systems from major airports in France, Germany, Switzerland and Austria.
“We are creating intermodal hubs and opening the door for customers to reach stations at major cities and popular destinations throughout those countries,” said Mark Galardo, Air Canada’s executive vice
president, revenue and network planning. Air Canada now wants to bring seamless air to rail travel to Canada, although it is not clear whether the project includes incorporating railway stations inside major airports along the route.
At a House of Commons Committee, the Greater Toronto Airports Authority (GTAA) recommended that the HFR project form a partnership with the GTAA to plan and design a connection to Pearson (YYZ) to create a second major transport hub for the region. Noting that multi-modal hubs are a component of many of the world’s largest airports, the GTAA said, “It would be a missed opportunity if the HFR project did not explore linking this transformational national rail project” with Canada’s largest airport.
Even so, neither the GTAA, nor Aéroports de Montréal, two jewels along a HFR corridor, have sketched in a possible railway station in current expansion plans.
Late last year, the government appeared to prioritize high-speed over high-frequency. Each of the bidders were required to include a high-speed option, at least for portions of the corridor. (Even European high-speed lines include segments where trains must slow down to conventional speeds.)
The winning bid was expected before Christmas, but has been delayed, raising concerns over the future of the project.
A big concern remains cost. It was originally estimated that an HFR line would cost between $6 and $12 billion, a wide band that has raised red flags at the House of Commons transport committee that is already demanding a clearer costing of the proposal. Even that number is now considered too low. A high-speed rail line could cost upwards of $50 billion making it one of the most expensive infrastructure projects in Canadian history, and comparable with building the St. Lawrence Seaway ($470 million) in the mid-1950s. High speed rail requires specialized track and expensive grade separations
versus level crossings along the HFR corridor.
In the early 1990s in Germany, trains painted in familiar Lufthansa blue, white and gold rumbled along the countryside between airports as part of the airline’s fly/rail partnership with Deutsche Bahn. It is too early to say whether Air Canada’s black and red livery will appear on the train sets of a new dedicated rail corridor between Toronto and Quebec. Or even if the line will be built. It is estimated that Ottawa has poured close to $100 million into the HFR project, and it is clear that the private sector will not bear the cost of building the line alone. A wild card could be a possible change in government over the next few months. The opposition Conservatives have not said ‘no’.
Until the project receives a green light, HFR or the highspeed alternative remain on soft ground. But the project has been more durable and gone further than any of the other phantom trains that litter the
Canadian railway landscape. The climate is ripe for change. Technology, crowded road access and airside congestion has encouraged the development of airports as pivots between trains and airplanes in a true intermodal, fly-rail passenger transport network.
The proposed HFR project does not make trains more competitive than flying. The service would largely be pitched as removing vehicular traffic along the corridor. High-speed would be the real game changer. Passenger volumes at YYZ are expected to double by 2044 to 90 million. YUL is also filling up. Three hundred kilometre per hour trains would ease congestion by delivering an alternative to airplanes. But not without a full cost-benefit analysis between the current HFR project and high-speed rail. Air transport must be part of the picture. Bypassing airports would otherwise limit the attractiveness of Canada’s modern train project before it has left the station. | W
By Ali Asgary |
Unauthorized and irresponsible use of drones in wildfire zones can create problems for firefighting aircraft, as seen in a recent collision during the Los Angeles wildfires. A water bomber out of Quebec assisting with the wildfire suppression was grounded after being hit by a drone.
This incident forced a temporary halt on all air response operations for at least half an hour. Officials in Southern California had requested that people not fly drones in the wildfire zones.
This is not the first time that a drone has disrupted a wildfire response. During the Jasper National Park wildfire in July 2024 all aircraft were grounded for a significant period of time due to illegal drone operations. Similar cases have been reported during bush fires in Australia.
This incident highlights some of the challenges facing emergency responders by emerging drone technologies. It also highlights the need for more conversations around why wildfire areas are designated as restricted fly zones.
While drone incidents causing human and property damages are relatively rare, detected violations by sensors seem to be very high and are increasing over time.
In 2024, there were 1,190,922 violations in the United States – a 10 per cent increase since 2023. DroneSec, an online platform that tracks drone threats, reported 2,554 drone-related incidents globally, reflecting a 60 per cent increase since 2021.
However, only 17 per cent of these incidents led to seizure of the drone, while in only five per cent of the cases was the operator actually apprehended.
Drone incursion in restricted wildfire zones has been a growing concern in Canada, the U.S., Australia and some European countries in the past few years. Since 2016, there has been an average of 23 reported cases of drone incursions in wildfire zones in the U.S. alone.
As the number of recreational and commercial drones increases, the number of incidents and violations are expected to
DroneSec reported 2,554 drone incidents globally, reflecting a 60% increase since 2021.
rise. According to the U.S. Federal Aviation Administration (FAA), more than one million drones had been registered by the end of 2024. Meanwhile, there are over 53,000 drones registered with Transport Canada. These numbers do not include drones under 250 grams that are not required to register.
During emergency response operations, aircraft, of course, fly at low altitudes to assess the situation, help fight the fire and conduct search-and-rescue missions.
Drone operations that are not part of the emergency response can cause significant risks to the air crews, aircraft, ground firefighters and the public. As part of safety protocols, air-based operations are shut down when drones are seen in the air space or a drone incident is reported.
In wildfire emergencies every minute is important. Interruptions of emergency response teams can delay the response and further increase human and property losses.
Those who illegally operate drones in wildfire zones are doing this for a number of reasons, including lack of awareness of the rules or restricted zones, personal or commercial gains and pressures, lack of visible and effective enforcement, poor judgement, ambiguity of the rules and underestimating potential risks and consequences.
There are many tools that are available for drone pilots to check if an area is a restricted airspace or not. In Canada there are several sources including NavCan Drone Flight Planning App and National Research Council Drone Site Selection Tool that show updated permanent and temporary restricted air spaces including wildfire zones.
In the U.S., tools such as B4UFLY and FAA Temporary Flight Restriction map are available. Since existing technologies cannot fully detect drone rules violations, awareness and public education campaigns may still be the most cost-effective approach in reducing unauthorized drone operations during wildfires.
Government agencies have created several campaigns to increase awareness around this issue. These include Transport Canada’s “Know before you go!” leaflet and the FAA’s digital toolkit, “Drones and Wildfires are a Toxic Mix.”
Drones equipped with different sensors can provide high-resolution images and data that can be used by emergency managers and first responders for detecting, tracking and identifying wildfires; conducting search-and-rescue missions; suppressing fires; and assessing. Some specialized drones can provide firefighting services, including dispensing water, spraying foam, taking thermal images, locating gas leaks, conducting surveillance and relaying communication.
While unauthorized drone incursions in wildfire zones can hinder response operations, drones and other emerging technologies like artificial intelligence are revolutionizing wildfire risk and emergency response management across the globe. | W
Ali Asgary is a Professor, Disaster & Emergency Management, Faculty of Liberal Arts & Professional Studies & Director, CIFAL York, York University. This article was originally published by The Conversation.
