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By Jon Robinson |
Ready for a delivery bounce back
The state of business aircraft production and sales expectations
Business aviation consultant
Rollie Vincent made his annual pilgrimage to the Canadian Business Aviation Association in mid-June, held this year in Montreal, bringing with him crunched global fleet data and market intelligence to update attendees on the aircraft market.
Tailoring his presentation for a Canadian audience, Vincent noted there are only around 20 countries where business aviation is truly active, inside a north-south direction of the Americas, as opposed to transatlantic movements. The U.S. represents about two thirds of business aviation aircraft ownership and, with greater aviation growth in South America, there is naturally more longitudinal traffic. He notes Canada, depending on it is measured, sits fourth or fifth in terms of business aircraft fleet size, globally, punching above its weight – predominantly with turboprops – and pushed along by a sector dominant southern neighbour. Vincent also says, “Europe certainly has gotten religion on business aviation… and you’ll see the fleet growth numbers there.”
Vincent outlines how the booming business aircraft sales market of 2021 and 2022 has positioned the current environment with large backlogs at most every OEM. These aircraft manufacturers, explains Vincent, are working hard with suppliers to deliver on that backlog to bring in more cash flow. “We’re sitting at around a US$50 billion backlog right now. That’s good and that’s also an opportunity,” he says. “It’s an opportunity to turn that into cash and into happy customers.” He notes that if a new airplane was sold two years ago it is very possible the customer is still waiting to take delivery.
The present state of the market shows a price normalization trend, with an uptick in inventory levels, increased days on market and price stabilization.
As a result of the backlog for new aircraft, assets available in the used aircraft market have been slim over the past couple of years, increasing aircraft values, particularly when you consider how difficult it would to find an aircraft type somewhat configured to meet an operator’s mission. Vincent points out there might be around 40,000 fixed-wing, turbine airplanes in the business aviation sector worldwide and, even if there might be around 175 possibilities up for sale, mission needs can quickly bring that number down to just a couple of aircraft options.
Still, Vincent sees progress in the aircraft inventory and is optimistic about the near future, expecting deliveries to thrive. He points to a couple of OEMs who are eager to get new models into the market this year after spending so much time to work through certifications. Vincent believes jet deliveries
TOP DATA BURSTS… in this issue
1. Ottawa awards a 25-year contract valued at $11.2 billion to SkyAlyne. P. 8. 2. Coulson Group holds a team of more than 650 employees across three countries. P. 16. 3. Careers in Aviation Expo hosted more than 580 people in Ottawa. P. 30. 4. CIAS holds a 14-kilometre strip of viewing area along the Toronto waterfront. P. 34. 5. It costs $70 for AME license holders to join their regional association. P.46.
are going to be up to 13 per cent this year. He also feels the continuing impact of poor commercial aviation experiences will contribute to private aircraft travel.
“We’ve actually been in a bit of a doldrum,” Vincent says.
“This industry is waiting to wake up. I think we’re going to start seeing it here in the next couple of years, certainly this year.”
In May of 2024, just before the CBAA conference, Levaero Aviation released its second annual State of the Canadian Market Report, building on the framework of its business aircraft market analysis created last year. The new report, explains Levaero, delves into the key developments observed throughout the 2023 calendar year, offering a detailed perspective on aircraft transactions within Canada. The report notes Canada is home to 4.65 per cent of all turboprops, globally, and roughly two per cent of the jet market.
Together, Canada makes up just over three per cent of the global fleet of business aircraft, explains Levaero, but the country also only represents 0.48 per cent of world’s population. As a result, Levaero explains there is a relatively significant amount of business aircraft in Canada. The overall Canadian fleet saw a marginal fleet size decrease (13 aircraft) over 2023, according to the Levaero report, but the state of the market shows a price normalization trend, with an uptick in inventory levels, increased days on market and price stabilization.
Levaero also notes that the number of business aircraft registered globally has risen over the past three years, signifying a continued increase in demand. Vincent during his presentation pointed to Textron as a prime example of the growth to come, noting its backlog is seven times higher today than it was in 2018. What used to be a couple of months of work in its factory is now a couple of years, which Vincent describes as good news for the industry | W
PHOTO: JON ROBINSON
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ON THE FLY
THE LEAD SKYALYNE CANADA AWARDED $11.2
BILLION TRAINING CONTRACT FOR RCAF
Bill Blair, Canada’s Minister of National Defence, on May 29 at the CANSEC defence trade show in Ottawa announced significant investments to equip the Canadian Armed Forces (CAF) with new platforms for training and operations at home and abroad. The announcement includes the award of a 25-year contract valued at $11.2 billion to SkyAlyne Canada Limited Partnership for the Future Aircrew Training (FAcT) Program. Through this contract, Canada will acquire over 70 training aircraft in total, split into five fleets. These include fleets of Grob G120TP, Pilatus PC-21, Beechcraft King Air 260, Airbus Helicopters H-135, and De Havilland Dash 8-400 equipped with a mission training system in the cabin.
Today’s investment, explained the federal government, is part of the largest recapitalization of the RCAF since the Second World War. Since 2022 alone, the Government of Canada has finalized the procurement or upgrade of approximately 140 new aircraft for the RCAF, highlighted by F-35 fighters and P-8A Poseidon multimission aircraft. The contract will also include classroom instruction, simulator and flight training, as well as numerous on-site support activities for prospective RCAF Pilots, Air Combat Systems Officers, and Airborne Electronic Sensor Operators. Training under this new contract will continue to take place at key RCAF Wings in Saskatchewan and Manitoba; and is expected to begin in spring 2029.
The FAcT Program, explains the government of Canada, has the potential to create or maintain 3,400 jobs and contribute $405 million annually into Canada’s gross domestic product over a 25-year period.
The FAcT program will use existing RCAF training sites. Initial aircrew training for pilots, air combat system officers, and airborne electronic sensor operators will be conducted at 15 Wing Moose Jaw, Saskatchewan, Portage la Prairie, Manitoba, and 402 Squadron, at 17 Wing Winnipeg, Manitoba. The new FAcT contract will replace training services currently provided through in-house delivery by the RCAF, as well as two separate contracts:
COMMERCIAL
FLAIR AIRLINES CEO PLANS TO RETIRE THIS SUMMER
Stephen Jones, President and CEO of Flair Airlines, outlined his retirement plans to transition out of the company sometime this summer, after four years with the operation, which itself began seven years ago. Flair COO Maciej Wilk was named Interim President and CEO until the permanent replacement is selected by the board of directors.
“Stephen has been instrumental in the growth of Flair and the ultra-low-cost airline industry in Canada,” said Julia Haywood, Chair of the Board, Flair Airlines. “We thank him for his tireless efforts growing Flair and empowering more Canadians to travel. We wish him all the best in his retirement,” said Julia Haywood, Chair of the Board, Flair Airlines.
Jones spent 30 years in the aviation
industry. With a fleet of 20 aircraft, centred around Boeing 737 aircraft, Flair is growing to serve over 35 cities across Canada, the U.S., Mexico, the Dominican Republic and Jamaica.
AIR CANADA OUTLINES ROUTE EXPANSION FOR WINTER
Air Canada in early July outlined an agreement with BOC Aviation for the placement of eight Boeing 737-8 aircraft. The eight aircraft are scheduled for delivery in 2024 and will undergo required modifications before entering service in 2025. The aircraft will initially operate with a single Economy class layout until they are reconfigured to fully match the onboard experience our customers enjoy in Air Canada's narrow-body, two-cabin standard at a later date. All eight aircraft will be powered by CFM LEAP-1B engines.
“We look forward to these aircraft entering into service next year, upon the completion of some required modifications,” said Michael Rousseau, CEO of Air Canada. “These eight, brand-new, fueland cost-efficient 737-8s will provide more fleet flexibility and additional capacity while supporting one of our sustainability goals of mitigating emissions.”
Providing scheduled service directly to more than 180 airports, Air Canada is a founding member of Star Alliance, which in late June was named the World's Best Airline Alliance at the 2024 Skytrax
The Pilatus PC-21 trainer is set to become the key aircraft in the RCAF’s FAcT program fleet.
World Airline Awards. The alliance's newly launched Paris Charles de Gaulle airport lounge, a 1,300-square-metre facility located in Terminal 1, also won the World's Best Airline Alliance Lounge title in its first year. In July, the Aeroplan loyalty program also celebrated its 40-year anniversary.
Air Canada in late June also updated plans for its 2024-25 winter sun network, with increased frequencies and featuring new routes from Ottawa and Quebec City to Tulum and from Montreal to Saint Maarten. In addition, more flights are scheduled from Halifax, Ottawa, Montreal, Toronto and Vancouver to vacation destinations in Florida and the Caribbean. This winter, Air Canada plans to operate up to 50 flights departing Canada every day, serving a total of 55 Caribbean and US Sun vacation destinations.
Earlier, Air Canada outlined an expansion to India, adding 40 per cent more seat capacity beginning late October for the Winter 2024-25 season. In total, Air Canada will operate 25 weekly flights to India.
BOEING MOVES TO ACQUIRE SPIRIT AEROSYSTEMS
Boeing on July 1 announced it entered into a definitive agreement to acquire Spirit AeroSystems in an all-stock transaction at an equity value of approximately US$4.7 billion. The total transaction value is approximately US$8.3 billion, including Spirit's last reported net debt.
“We believe this deal is in the best interest of the flying public, our airline customers, the employees of Spirit and Boeing, our shareholders and the country more broadly,” said Boeing President and CEO
Dave Calhoun. “By reintegrating Spirit, we can fully align our commercial production systems, including our Safety and Quality Management Systems, and our workforce to the same priorities, incentives and outcomes – centered on safety and quality.”
Boeing’s acquisition of Spirit will include substantially all Boeing-related commercial operations, as well as additional commercial, defense and aftermarket operations.
Days later, Airbus SE entered into a binding term sheet agreement with Spirit AeroSystems in relation to a potential acquisition of major activities related to Airbus, notably the production of A350 fuselage sections in Kinston, North Carolina, and St. Nazaire, France; of the A220s wings and mid-fuselage in Belfast, Northern Ireland, and Casablanca, Morocco; as well as of the A220 pylons in Wichita, Kansas.
Bombardier also released a statement
that expects its supply contracts with Spirit to be maintained to the highest standards of quality and performance.
SAUDIA GROUP ORDERS MORE THAN 100 AIRBUS AIRCRAFT
Saudia Group, represented by Saudia, the national flag carrier of the Kingdom of Saudi Arabia, and flyadeal, the group’s low-cost carrier, signed a firm order for an additional 105 A320neo Family aircraft. The order comprises 12 A320neo and 93 A321neo aircraft. This increases Saudia Group’s Airbus aircraft order backlog to 144 A320neo family aircraft. The Saudi National Tourism Strategy is targeted more than 150 million tourists by 2030.
Airbus said the A320 Family is the world’s most popular single aisle aircraft having won more than 18,000 orders from over 300 customers in all markets. The A321neo is the largest member of Airbus’ A320neo Family, with a 50 per cent noise reduction and at least 20 per cent fuel savings and CO2 reduction compared to previous generation single-aisle aircraft.
In addition, the Kingdom of Saudi Arabia ordered four more Airbus A330 Multi Role Tanker Transport, configured with hose and drogue pods, boom system and also refuelling receptacles. The first of these aircraft will enter into conversion at the beginning of 2026; they will enter into service and join the Royal Saudi Arabia Air Force in 2027 to carry out air-to-air refuelling and transport missions.
A wing for the A321neo moves to station 40 in Airbus' production facility in Toulouse, France. Saudi Group ordered 12 A320neos and 93 A321neos to modernize its fleet.
An Air Canada Boeing 787 Dreamliner on the apron at Toronto Pearson Airport.
The first collective bargaining agreement between WestJet and the Aircraft Mechanics Fraternal Association, the certified union representing WestJet Aircraft Maintenance Engineers and other Technical Operations employees, was ratified in mid-July. The two-day strike impacted the airline’s network for close to 29 hours, according to a report by The Canadian Press, and forced the airline to initially cancel around 1,050 flights, followed by at least 250 more cancellations in the days after a tentative agreement was reached.
“Reaching this milestone is good news for our organization and our guests, solidifying a five-year agreement that provides stability to our business and reflects the instrumental value and contributions of our Aircraft Maintenance Engineers and other Technical Operations employees,” said Diederik Pen, President of WestJet Airlines and Group Chief Operating Officer, in a statement confirming the ratification. “While we are grateful to have achieved resolution with a clear path forward together as a unified team, we recognize that the unprecedented impact of the disruption over July long weekend is still concerning for our guests, the communities we serve and our people.”
Two days earlier, Bombardier announced Unifor’s Locals 112 and 673 members,
working at the company’s Aircraft Assembly Centre in the Greater Toronto area, had voted in favour of ratifying a renewed 3-year collective agreement. The facility is fitted to build the Global family of jets, with the strike lasting 18 days.
MRO
VOYAGEUR LAUNCHES PATHWAY BURSARY PROGRAM FOR ASPIRING AMES
Voyageur Aviation Corp. introduced its new Pathway Bursary Program in partnership with Canadore College – School of Aviation and Aerospace Technology. The unique program is exclusively available to graduates of Nipissing/Parry Sound District secondary schools enrolled in qualifying programs at Canadore College’s Aviation Campus in North Bay, Ontario. The initiative offers full tuition scholarships, mentorship, and assured summer and post-graduation employment. “Voyageur is proud to launch the Pathway Bursary Program, offering local students the opportunity to pursue their passion for aviation,” said Chas Eveson, Vice President of Maintenance and Engineering, Voyageur Aviation. “As a company, we recognize the importance of investing in the next generation of aviation professionals and are committed to supporting their education and career development.
The Pathway Bursary Program maintains a continuous enrollment of six awarded students, explains Voyageur Aviation, ensuring ongoing support and opportunity for aspiring aircraft maintenance professionals, while fostering talent for the aviation industry in northeastern Ontario. “The support from Voyageur Aviation has been instrumental in providing opportunities for our students pursuing an aircraft maintenance career,” said George Burton, President of Canadore College.
The Pathway Bursary Program offers selected students a full tuition scholarship, summer employment, mentorship from Voyageur Aviation select Aircraft Maintenance
Engineers throughout school term, and a guaranteed offer of full-time employment upon completion of their program. Qualifying programs at Canadore College include Aircraft Structural Repair Technician (1 year), Avionics Technician – Aircraft Maintenance (2 years), and Aviation Technician – Aircraft Maintenance (2 years).
AIRPORTS
CANADIAN FLIGHT ACADEMY LEAVING OSHAWA
On June 11, 2024, the City of Oshawa announced it had reach an agreement with the Canadian Flight Academy in relation to prior litigation. As reported by Phil Lightstone, the agreement noted: “The City of Oshawa and Canadian Flight Academy Ltd. (CFA) have agreed to a mutual resolution of their ongoing litigation. CFA has agreed to cease all in-air flight training activities at the Oshawa Executive Airport by December 31, 2025. CFA has agreed to depart the Airport by March 31, 2026.”
Lightstone also noted the long running lawsuit could see the City of Oshawa agreeing to pay as much as $5.2 million in damages to CFA. It is also reported that the CFA has spent upwards of $7 million in upgrades to its training facility. While much of the City’s complaint centres around noise, Lightstone explains CFA had recently purchased a Tecnam P2006T twin engine trainer for roughly US$700,000. The Tecnam is equipped with Rotax engines, which have a lower noise profile and
Inaugural students of Voyageur Aviation’s Pathway Bursary Program along with some of the company’s maintenance experts, including staff mentors and management.
are significantly quieter than most general aviation focused trainer aircraft, such as the Cessna 172 and Piper Cherokee.
Further the Tecnam’s Rotax equipped aircraft can burn Mogas, reported Lightstone, eliminating the environmental issues surrounding leaded fuels such as 100LL (avgas). Enterprise Air, the FBO at the Oshawa Executive Airport (CYOO) has purchased a Mogas fueling station, allowing the Tecnam to run Mogas.
HELICOPTERS
AIRBUS DELIVERS NORTH AMERICA’S FIRST ACH160 TO CHARTRIGHT
Chartright Air Group, one of Canada’s leading providers of private aviation services, has taken delivery of Canada’s first corporate ACH160. The helicopter will enter into service immediately, as the first to also be delivered in North America.
“We are excited to be the first private aviation company in Canada to operate the ACH160 for our owner and charter clients,” said Graham Nierop, Director of Sales at Chartright. “With its advanced technology,
performance, and high passenger capacity, the ACH160 is set to redefine helicopter charters in the GTA and across Canada.” The helicopter will be available for charter later this summer.
The ACH160 is the premium version of the H160 which was certified by Transport Canada in December 2023. The aircraft is equipped with Airbus Helicopters’ Helionix suite and sound-reducing Blue Edge rotor blades for quieter operations. It is powered by two of the latest Arrano engines from Safran Helicopter Engines.
EVTOL
ARCHER COMPLETES MIDNIGHT’S TRANSITION FLIGHT
Archer Aviation Inc., a developer of electric vertical takeoff and landing (eVTOL) aircraft, on June 8th completed transition flying of its Midnight aircraft at a speed of more than 100 miles per hour. Archer has now achieved transition with two different full-scale eVTOL aircraft. Archer notes transition flight is well known as a difficult milestone few companies have reached. At ~6,500 lbs, Archer explains Midnight is one of the largest eVTOL aircraft to complete transition, which is critical to being able to carry commercially viable passenger payloads.
A transition flight occurs when the aircraft takes off vertically like a helicopter, accelerates forward, transitions from thrustborne to wing-borne flight like an airplane
with tilt propellers forward before decelerating and landing vertically. Midnight is now the 7th full-scale eVTOL aircraft that Archer’s CTO, Tom Muniz, and Chief Engineer, Dr. Geoff Bower, have built and flown in their respective careers. Archer’s first generation full-scale eVTOL aircraft, Maker, achieved transition in November 2022, eleven months after its first flight, and still flies regularly in the company’s flight test program.
Now, seven months after Midnight’s first flight, Archer has now successfully transitioned its production eVTOL aircraft as the company continues toward commercialization. Archer explains Midnight’s flight test program will now continue its progress with plans to fly simulated commercial routes to demonstrate the aircraft’s operational readiness.
DRONES BOEING’S $240M INVESTMENT IN QUEBEC
Boeing Co. has pledged $240 million toward a Montreal-area aerospace cluster, anchoring a provincial plan that aims to make Quebec a global launchpad for development of drones and greener aircraft. The beleaguered plane maker’s commitment comprises a big chunk of the $415 million in contributions from the private sector and the province toward an aero “innovation zone” announced at an industry conference on Tuesday.
Boeing’s Québec investments also comprise two planned technology developments, including Wisk’s Montreal-based engineering centre focused on the development of its autonomous, electric, 4-passenger eVTOL air taxi. In addition, Boeing is planning to collaborate in Espace Aéro with HérouxDevtek on advanced landing gear research. In mid-July, however, Héroux-Devtek said it signed a deal to be acquired by U.S. private equity firm Platinum Equity Advisors LLC in a deal valued at $1.35 billion. The transaction is expected to close before the end of the company’s current financial year on March 31, 2025.
Boeing said it is assessing additional projects to locate in Espace Aéro, aligned with the zone’s technology development priorities of decarbonization and autonomy. Canada announced its decision to acquire the P-8A Poseidon aircraft in November 2023. | W
Archer Aviation’s Midnight aircraft completes transition flight on June 8, one of the largest EVTOL aircraft to do so.
The Tecnam twin-engine aircraft used by Canadian Flight Academy for twin-engine training.
ALTERNATE APPROACH
Ode to the air show
Reflections of a
lifelong Canadian aviation enthusiast
This Labour Day long weekend the air space over Toronto will be divided in two. On one side is the straight as an arrow business of directing commercial airlines in and out of Pearson International Airport. Then there is the rowdy party next door. Airplanes of all shapes and sizes will take over Lake Ontario for a carefully choreographed three-day blast of precision aerobatics, speed and noise high above the sun-faded neon of the Canadian National Exhibition’s midway. I love things that go fast and make lots of noise. Formula One race cars tearing up the track at Montréal’s Le circuit Gilles-Villeneuve and air shows. Canada is home to many good ones, including static displays at London and Abbotsford, and exciting military shows in Gatineau, Quebec, and Greenwood, Nova Scotia. Just to name a few.
My introduction to the Canadian International Air Show (CIAS) was similar to that of many kids my age. Perched on my dad’s shoulders to see above the crowds. I’d like to say the connection with the airplanes was immediate. Truth is, my earliest recollection was the ice-cream truck nearby. The loud roar of Rolls Royce jet engines on a Trans Canada Airlines (now Air Canada) DC-8 and BOAC (British Airways) Boeing 707 can’t really compete against the gentle tinkle of bells holding the promise of a vanilla soft serve with sprinkles in the mind of a five-year-old.
This year, the Royal Air Force (RAF) Red Arrows demonstration team headlines with Canada’s Snowbirds for a return visit to the Toronto air show to celebrate the Royal Canadian Air Force (RCAF) centenary. The CIAS has always had a special relationship with the RAF. I like British airplanes [or aeroplanes as it were]. The Vulcan bomber flying majestically above the iconic CNE bandshell. The distinct sound of a Lancaster’s four Merlin engines. And, of course, the Concorde. The CIAS was one of the first air shows in North America to showcase the AngloFrench supersonic transport. A Concorde would never break the sound barrier over Lake Ontario. But the RCAF Canadair
By David Carr
Sabre did in 1953, after two misfires.
Air shows have become more controversial in recent years. Especially among the trigger crowd. In 2022, dozens of activists gathered in downtown Toronto to protest the 73rd running of the CIAS. Claiming shows are a celebration of war, and the noise of fighter jets ripping through the sky causes trauma on the ground, especially among recent immigrants from war torn countries.
The air show is as much a celebration of war as placing a poppy in remembrance at the Cenotaph on November 11th. Canada’s forces, including fighter aircraft, are the tools needed to defend the peace, support freedom, so we can protest, and liberate victims of war in their homelands. Air shows celebrate the blending of technology and skill, not war. Besides, a handful of protestors pales in comparison to the more than one million who crowd into every vantage point along the Toronto waterfront to join the fun. There is a lot to be said about voting with your feet.
I have had the privilege of reporting on some unique shows. Including at the picturesque Bouchs Airport, tucked inside the Swiss Alps (home to Pilatus Aircraft), where Breitling Watches brought its ‘toys’, a collection of vintage aircraft, jet and aerobatic demonstration teams together
for a private, interactive air show where invited guests could release their inner daredevil, including wing walking and formation flying.
There was also a visit to the Indianapolis Motor Speedway (a shrine to open-wheel racing, although I much prefer the twists and turns of a F1 circuit to an oval track) for racing of a different kind. The Red Bull Air Races featured 14 highly skilled pilots wowing audiences by threading their ultralight machinery between 25-metre high, air inflated pylons (and on some circuits, beneath unforgiving bridges) in a race against the clock. Air races are woven into the historic tapestry of aviation. The first held in Reims, France. The Red Bull series, which ended in 2019, has been described as holding the most challenging aerial races every witnessed.
It is all exciting stuff. But like so many other things, you never forget your first. The Canadian International Air Show has been a summer staple, and has delivered so many happy memories. The show doesn’t include statistic displays, but what it lacks on the ground it more than makes up for in the air with a steady stream of displays that rivals Paris, still the Grand Lady of air shows, in entertainment value. Happy 75th birthday CIAS, and many happy returns. | W
Corporal Brandon Harvey packs up a RCAF CT-114 Tutor in Abbotsford, B.C., during the 2023 Season.
Actually Enjoy Work
By Phil Lightstone
Inside the 2024 CBAA Conference
Taking in the heat of Montreal and the growth of business aviation
This year’s annual conference of the Canadian Business Aviation Association was held in Montreal, Que., at two locations, including the Marriott Hotel In Field at Montréal–Trudeau International, CYUL, and the LUX FBO and WAAS Aerospace facility at St. Hubert Airport, CYHU. This two-location approach is common for business aviation shows in order to host static aircraft displays, which took place at CYHU, along with regulatory sessions and booth exhibits, while CYUL hosted most of the conference’s educational program. The Canadian Business Aviation Association (CBAA) arranged for a bus shuttle to move people between the two airports and other events.
The Convention had more than 800 attendees and 60 trade show exhibitors; 16 conference sessions inclusive of the welcoming speeches; two main social events; and a best-ball golf tournament which raised $26,000 for Hope Air. For those not playing golf, Tuesday evening kicked off the conference with a meet-andgreet at the Innotech-Execaire hangar at CYUL. The CBAA arranged for shuttle buses to move guests between the Marriott and Sheraton Hotels (at CYUL) and the hangar. With outside air temperatures soaring to 32C, the hangar saw temperatures reaching to over 40C. But the attendees persevered while enjoying cocktails and horderves. At the event, Michael Fedele, President of Innotech-Execaire, unveiled a rebranding of his organization under the new name of Execaire Aviation, bringing all their acquisitions under one brand.
The conference program delivered valuable insights to attendees, with each session moderated by a CBAA Director. There were too many interesting topics to summarize, however, the impacts of Canada’s Luxury Tax were pointed out with Rolland Vincent (Rolland Vincent Associates) and David Crick (DavAir Group) presenting a 2023 review of worldwide business aviation aircraft sales, trends and conclusions of their data. For owners and operators considering the purchase of an aircraft, Vincent and Crick advised that the data pertaining to average sale price, days on market, fleet size
and aircraft sold, will vary based upon the specifics of an aircraft model, such as Pratt & Whitney versus Honeywell engines, aircraft configuration, age and avionics flight deck suites. From a Canadian perspective, the team mentioned that turboprop aircraft far
exceed jet aircraft in Canada.
NAV Canada’s conference presentation discussed the transition to the new Digital Aerodrome Air Traffic Services (DAATS) program, which will see the utilization of 4K highdefinition cameras, high-speed fibre telecommunications networks, sensors and advanced AI-based software, creating a virtual control tower, providing remote traffic services. Robert Fiege, Assistant Vice President Airport and Flight Information Services, announced that NAV Canada would be disclosing later in the summer the selection of the vendor who will be delivering DAATs.
“Digital facilities provide an opportunity to re-imagine how we deliver service, and where we deliver it from, allowing NAV Canada to respond effectively and efficiently to changes in airport traffic demand,” said Mark Cooper, Chief Technology and
Above: The 2024 CBAA Convention kicked off with a social event at Execaire Aviation’s hangar at CYUL.
Left: Stan Kuliavas (left) of Levaero Aviation and James Elian of AirSprint.
Information Officer with NAV Canada.
Andy Nureddin, Chairman of the CBAA reports: “One of the highlights of the convention was the lineup of panel discussions that tackled top-of-mind topics like the environment, threats to business aviation, airport slot access, and regulatory mandates... I look forward to 2025 in Richmond, B.C. [June 10 to 12].”
Day two of the 2024 conference was held at CYHU with four conference sessions, aircraft static display and exhibition. The breakfast Plenary panel featured a regulatory conversation lead by Bob Sincennes, Director of Government Affairs, CBAA, with Kathy Fox (TSB), Felix Meunier and Francois Dehaye (Transport Canada), and Andrew Lawrence (CBSA)/
On static, Piper and Aviation Unlimited showcased Piper’s new – and improved –M700 and M600 turboprop aircraft. The M700 outperforms the M600 with newer software installed on the Garmin 3000 flight deck and, with more horsepower (from the Pratt & Whitney turbine), it delivers a
greater climb rate than the M600. Cirrus Aircraft had its Vision Jet and SR22 G7 aircraft on display. Other aircraft on display included: Textron Aviation’s CJ4 Gen2 and Longitude Dassualt Flacon 8X; Pilatus PC-12 and PC-24; Bombardier Challenger 3500; HondaJet; Daher Kodiak; and Daher TBM 960.
The CBAA’s annual conference is a great way to network with peers, create new connections with people in the business
aviation sector and be exposed to valuable information from industry subject-matter experts. Interacting with regulators begins the bonding process which is invaluable. While the CBAA’s lobbying with NAV Canada, Transport Canada and the Transportation Safety Board is invaluable in supporting the needs of this important segment, the connecting in person with the folks from these organizations is priceless. June 10 to 12, 2025. | W
CANADIAN AVIATION CONFERENCE AND TRADESHOW 2024
A major Industry Networking Event not to be missed!
TUESDAY, NOVEMBER 5 TO THURSDAY, NOVEMBER 7 WESTIN BAYSHORE HOTEL, VANCOUVER, BC
ATAC’s Canadian Aviation Conference and Tradeshow is the premier national gathering offering Canada’s best networking, learning, and sales opportunity for operators, suppliers, and government stakeholders involved in commercial aviation and flight training in Canada. For
Above: Ehsan Monfared, cofounder of Flight Club and a partner at YYZlaw (left), with aviation journalist Phil Lightstone at CYHU.
Right: Michael Fedele, President of Execaire Aviation, which held a welcome party at CBAA and unveiled its new branding.
TOP 20 UNDER 40
LEADERS INFLUECING THE FUTURE OF CANADIAN AVIATION AND AEROSPACE
BY JON ROBINSON
The annual Top 20 Under 40 program recognizes inspiring young leaders under the age of 40 at the time of publishing, presented here alphabetically. These leaders were put forward through an online submission process lasting over several months. Wings then determined this year’s 20 honourees based on their demonstration of leadership, innovation, influence, achievement and dedication to their organizations and Canadian aviation and aerospace.
PAMELA BECKITT
Director, Client Solutions & Experience, Skyservice Business Aviation, Mississauga, Ont.
Pamela Beckitt, age 39, joined Skyservice in 2016 as a Sales Coordinator, before becoming Shuttle Program Manager as she simultaneously worked toward an associate degree in Aviation Business Administration, which was followed by a Bachelor of Science in Technical Management at Embry-Riddle Aeronautical University. After two years as an Account Executive, Beckitt took on her current role in January 2022 as Skyservice began a major expansion across North America.
Skyservice in 2022 opened Toronto South, its second FBO – a tier-one business aviation facility – at Pearson International Airport. Skyservice also built a private jet centre in Redmond, Oregon, and doubled its footprint in Montréal. In 2023, Skyservice expanded to Napa, California, and added two facilities in Vancouver. In February 2024, the company completed its second investment in Fontainebleau Aviation’s FBO development project at Fort Lauderdale-Hollywood International –expected to be complete by early 2025 – after a late-2023 investment with Fontainebleau at Miami Opa-Locka Executive. Skyservice has more U.S. facilities in Bend, Oregon, Helena, Montana, and Seattle, Washington. Beckitt oversaw the development of Skyservice’s global 24/7 Flight Support Department and has put new practices in place to bring the flight, client support and maintenance teams together. She has served both on the Georgian College Program Advisory Committee and the
Pamela Beckitt, Skyservice Business Aviation
Doug Carlson, AirSuite
College of Aviation Industry Advisory Board at Embry-Riddle. In 2023, Beckitt was selected by the National Business Aviation Association as a Business Aviation Top 40 Under 40 Award recipient.
What excites you most about aviation?
I am passionate about aviation. It challenges me every day to be the best version of myself. Given we’re on the cutting edge of technology and innovation, there is a new opportunity every day to learn and improve. I am a firm believer in continuous improvement and aviation changes so quickly that the learning never ends.
DOUG CARLSON
Chief Operating Officer, AirSuite, Thunder Bay, Ont.
Doug Carlson, age 34, was only four years old when he boarded a bush plane in Northwestern Ontario with his dad. His passion for flying accelerated through high school with Air Cadets. Today, he is a contract helicopter pilot with 17 years of experience and more than 10,000 hours of violation-free flight time. In addition to helicopters, he holds active licenses to fly gliders and fixed-wing aircraft.
With an Electrical Engineering Technologist Diploma from Lakehead University and 10 years of operations management and safety officer experience in Northwestern Ontario, Carlson has been with AirSuite since its earliest days. For the past nine years, he and the AirSuite team have been working to transform the operational approach to aviation through digital tools, helping to design systems like Cirro by AirSuite to not only boost the business of air operators, but to also make flying safer.
As a project manager at AirSuite, he helped secure a coveted federal contract within Transport Canada’s Aircraft Services Directorate. Carlson and CEO Michael Kleywegt have been at the helm of AirSuite since 2015. The company has doubled in subscribers and staff over the last three years. In 2024, Carlson was named an associate member of the board of the Helicopter Association of Canada.
Why is your company unique?
We’re at the leading edge of technology and it’s moving at the speed of light right now. Our in-house developers are young and at the top of their game. They have an in-depth understanding of the tech and the ability to build software efficiently. Another differentiator is that we have in-house pilots on the support team who understand
aviation safety; and we’ve managed to keep that critical connection with clients.
NATHAN CATTE
Base Engineer, Rise Air, Prince Albert, Sask.
Nathan Catte, 37, has worked in the Rise Air legacy group since 2005, becoming a leader in the company’s 704 heavy maintenance effort. He is currently in charge of the operation’s maintenance base at Prince Albert Glass Field Airport, CYPA. With a father who is an Aircraft Maintenance Engineer, Catte grew up around and working on aircraft. They started working together full time in Catte’s teenage years.
Headquartered in Saskatoon, Rise Air is a scheduled and charter airline primarily serving the province of Saskatchewan as an Indigenous-owned airline, formed in 2021 by the merger of Transwest Airlines and West Wind Aviation. Rise Air employs more than 280 personnel and holds a diverse fixed-wing fleet operating on wheels, floats and skis, in addition to larger scheduled aircraft to reach most any location in the province and beyond.
Catte’s knowledge on the company 704 fleet types make him a go-to source for the airline and its employees. Catte is also heavily involved in helping to develop the next generation of Rise Air Aircraft Maintenance Engineers (AME), as evident in the apprentices who have successfully transitioned to certified AMEs under his direction. He has led many extensive retrofits and upgrades to various fleet types requiring heavy maintenance. Catte is instrumental in the development of the Rise Air Maintenance System.
What work memory stands out? Aircraft do not always go mechanical in
convenient places, especially float planes. There have been a few remote engine changes on small lakes that went much better and faster than I thought. This is a major achievement in my opinion when something as small as a missing wrench can ruin your rescue mission.
DOMINIC CAYOUETTE
PRM & Project Manager, WAAS Aerospace, Quebec City, Que. Dominic Cayouette, 38, after graduating from École nationale d'aérotechnique (ÉNA) with a focus on avionics, began his Aircraft Maintenance Engineer career in 2007 and for the past nine years has been with WAAS Aerospace, which began operations in 2014 as Avionics WAAS at Jean Lesage International Airport.
WAAS Aerospace now holds around 80 employees at two bases in St-Hubert and Quebec City, following a decade of significant growth along with its sister companies, charter airline Chrono Aviation and Fixed Base Operator LUX FBO. Chrono Aviation, founded earlier in 2012, now runs a fleet of 15 aircraft with a team of 315 employees and is noted as the only airline in Quebec offering access to nineto 186-passenger planes dedicated to charter services.
WAAS provides line and scheduled maintenance, avionics modifications, structural repair and engineering, among a full spectrum of services, on aircraft from single-engine Cessnas up to Boeing 737s. It is an authorized Cirrus Service Center and Garmin dealer.
Cayouette is described as a positive problem solver who is customer oriented, in addition to holding team spirit and being focused on improving the operation’s processes.
Nathan Catte, Rise Air
What work achievement stands out?
In terms of technical achievement, our first major project was the in-house retrofit of a Beech 1900D’s glass cockpit. A small team of just two, we completed the task in less than six weeks, notably quicker than the advertised ground time... This project marked a significant milestone in our capabilities. In terms of personal growth, building a full AMO structure. Over the past five years, I’ve learned a tremendous amount about company structure and process, thanks in large part to my mentor.
BIANCA COLATRUGLIO
Director, Aviation Security and Regulatory Compliance, Air Canada, Montréal, Que.
Bianca Colatruglio, 39, moved to Ottawa to attend Carleton University and secured a job in the Transport Canada Situation Centre, where she was exposed to safety and security issues involving all modes of transportation. She immediately became interested in aviation and shifted her career focus to become one of the country’s leading experts on aviation security and regulatory compliance.
Colatruglio spent 12 years with the federal government taking on a series of challenging roles tied to the development of aviation and national policy, such as Intelligence Analyst for Aviation Security Operations, Security Standards and Procedures Officer, Senior Analyst for International Relations, and, ultimately, Chief, Security Intelligence Assessment Branch for Aviation and National Security.
In April 2019, Colatruglio joined Air Canada as Manager, Security and
Regulatory Compliance, and progressed to her current role as Director with the country’s flag carrier. She is responsible for the implementation and continuous improvement of the Security Management System; provides direction on aviation security, regulatory compliance, threat assessments and risk management; and manages the Global Security Operations Centre. Colatruglio also serves as Vice Chair of the International Air Transport Association’s Security Advisory Council, since October 2023, and as Chair of the National Airlines Council Canada’s Security and Facilitation Committee, since August 2021.
What excites you most about aviation?
The passion and motivation I am constantly surrounded by, especially in aviation security. My colleagues at Air Canada, at other airlines, associations, in working groups and committees, demonstrate an above-and-beyond work ethic as a minimum standard. There are incredible minds who are willing to challenge, question, innovate, and constantly push to be better. Even in, or especially in, the most difficult scenarios, this community
becomes a genuine village of support. We say all the time that there is no competition in security and we live and breathe this motto without fail. While this industry is unpredictable and inherently fluid in nature, when you can consistently rely on your colleagues it makes even the insurmountable seem achievable.
BRITTON COULSON
President and Chief Operating Officer, Coulson Aviation,
Port Alberni, B.C.
Britton Coulson, 37, helped to propel his family’s business to unprecedented success while significantly enhancing global firefighting efforts. He began his career in 2004 gaining foundational knowledge in Coulson Aircrane’s stores department. After serving 10 years as Vice President of the Aviation division, in 2019, Britt became President and COO of the Coulson Group. Leading a team of more than 650 employees located in Port Alberni, B.C., the U.S. and Australia, he has positioned Coulson as a worldwide aerial firefighting power operating a fleet of 38 aircraft,
Dominic Cayouette, WAAS Aerospace
Bianca Colatruglio, Air Canada
including both fixed-wing and rotary-wing assets.
Britt’s focus is on creating a next-generation, multi-mission fleet with sustainable, in-production aircraft through OEM partnerships and advanced technology. Under Britt’s direction, Coulson advanced the Retardant Aerial Delivery System for the C-130, B737 and CH-47 platforms, making it the highest-volume tanking system for large air tankers and helitankers, globally. He also led efforts to develop safer nighttime firefighting protocols to leverage cooler temperatures, higher humidity and fewer aircraft during nighttime flights.
Coulson 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 on its payroll, allowing them to earn while they learn and work after school hours.
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. His advocacy has shaped policies and practices emphasizing sustainability, safety and technological advancement, driving positive change for the industry and communities.
What work achievement stands out?
The team we have built is amazing and being excited to come to work every day, knowing that we can overcome any challenge thrown at us, is very empowering and a great achievement in of itself. Specific achievements I am proud of would be when the 737 FIRELINER took off for the first time, as it is the largest modification ever done to the 737 series of aircraft; and after over 70,000 hours of work it
Bailey Gackstetter has been pivotal in Great Lakes Helicopter’s success, earning recognition in the Top 20 Under 40 for her aviation industry achievements. She oversees a bustling flight school, mining projects, charters, and events, managing over 30 custom tour destinations and 6 locations. As a versatile pilot herself, flying in numerous capacities, she not only shapes the company’s future but also elevates the Great Lakes Helicopter experience to new heights.
glheli.ca
Britton Coulson, Coulson Aviation
brought a tear to my eye. Also watching the news and hearing our team’s stories about houses they have saved, or people they have hoisted off the roof of a house that was flooded, or receiving pictures that kids have drawn of our aircraft saving their home, brings a sense of pride that is hard to match.
RAYMOND FRANCZUK
Director of Customer Service, Helicopter Programs, StandardAero, Winnipeg, Man.
Raymond Franczuk, 33, joined the Engineer in Training program at StandardAero in 2013 focusing on configuration control, gas turbine repair and overhaul, production and process engineering, after finishing his Bachelor of Science in Mechanical Engineering from the University of Manitoba. He became a Process Engineer in 2015 supporting StandardAero’s key Winnipeg facility and other international locations. In 2019, Franczuk was named as a Production Engineering Manager supporting the Helicopter Business Unit.
Franczuk, while completing his MBA from the University of Manitoba, became
Director of Engineering at the Winnipeg facility in 2021 and, in 2023, was named Director of Customer Service, a role blending his technical experience and business education. During his time in the Helicopter Business Unit, Franczuk has been a part of an award-winning continuous improvement team and has been selected to participate in StandardAero’s Senior Leadership development program.
Why is your company unique?
Gas turbine maintenance repair and overhaul is a unique segment of aerospace and
also differs significantly from general manufacturing. There is an incredible amount of variation between engines that is driven by differences in operating conditions, environments, OEM requirements and more. Over the past 100-plus years of operation, StandardAero has developed unique expertise, systems and processes that truly position it as world leader in MRO. The foundation of the company’s success has been through continual investment in its people. I’ve personally had the opportunity to work in diverse roles in the company. These roles have spanned multiple functions, products and facilities worldwide.
BAILEY GACKSTETTER
703 Manager, Great Lakes Helicopter, Cambridge, Ont.
Bailey Gackstetter, 30, four years ago joined Great Lakes Helicopter, which supports a range of commercial missions from transport and filming to surveying and agricultural spraying applications across Ontario and parts of Quebec. Great Lakes Helicopter (GL Heli) is also a flight school and partners with Conestoga College to provide helicopter pilot training under its diploma program.
The world’s largest independent MRO provider
With over a century of proven excellence, StandardAero has built a reputation as the industry leader and best place to work. Serving the most discerning clients and maintaining premier aircraft, the global StandardAero family takes pride in offering extensive MRO services and customized solutions through trusted service partnerships with our customers.
www.standardaero.com
Ray Franczuk and Mike MacDougall embody the customer focus which is a hallmark of StandardAero’s 7,500 employees. We are proud to see them included in Wings’ Top 20 Under 40. Congratulations to Ray, Mike and all of this year’s winners!
Raymond Franczuk, StandardAero
Gackstetter began focusing on her flight instructor course last winter.
Gackstetter was hired by as Great Lakes Helicopter CEO, Dwayne Henderson, just three months into her own CPL-H training, recognizing what he describes as her self-starter and people skills. She is now an equity partner in the business, which operates 23 helicopters. She manages GL Heli’s busy 703 operations and coordinates with maintenance to keep the full fleet running. She is currently in James Bay kicking off one of the largest projects GL Heli has undertaken.
Gackstetter is a member of The NintyNines, an international organization of women pilots, to promote diversity in aviation. She is rated on the Robinson R22, R44 and R66; and is currently working on her B206 rating.
What excites you most about aviation?
Within the aviation community, we have the privilege to share stories and learn from each other. It is always an exciting day at the office, or in the air, because there is such a variety to the operations and planning that encompasses what we do. It excites me to introduce the profession to others; and to bring the joy and thrill of the aviation experience to those who have not been in the air before.
TIMOTHY HARDEN
ATR Fleet Chief Pilot, Ledcor Resources and Transportation, Summit Air, Yellowknife, N.W.T. Timothy Harden, age 38, has been with Summit Air for the past 13 years, helping to lead one of the country’s most critical air operations connect to the north. Harden credits his father, a retired pilot, for inspiring and supporting his flying career.
Summit Air holds one of Canada’s most diverse fleets of commercial aircraft, including the workhorse turboprop ATR72-F for hauling freight and ATR72-P configured as a 68-seat, medium-range regional airliner. Both aircraft are capable of operations on paved and unpaved strips, critical for flying in the north and often transport oversized mining equipment, goods for infrastructure development, and other unique cargo needing to reach Canada’s north. Summit Air is a company of The Ledcor Group of Companies, one of Canada’s largest and most diversified construction companies.
Amid its total fixed-wing fleet of 25 aircraft, which also includes the Avro RJ 100, Avro RJ85, Dash 8-300, Dash 8-100, Skyvan and Dornier 228, Summit Air holds six ATRs – five in freighter configuration and one passenger plane. Harden, explains the company’s Director of Flight Operations, is an extremely capable individual who is highly organized and keen to tackle any element related to the ATR fleet or Summit Air as a whole; with the skills of an experienced northern pilot, able to foresee and tackle issues as they arise.
Bailey Gackstetter, Great Lakes Helicopter
Timothy Harden, Summit Air
What work memory stands out?
My current role mostly involves training, checking and supporting our ATR pilot group and ensuring that they can be successful in their careers, but I’ll never forget as a young pilot myself landing a Cessna 206 on a gravel bar in the middle of the Rocky Mountains for the first time. Definitely one of my best memories.
HEATHER HILLS
First Officer, Porter Airlines, Toronto, Ont.
Heather Hills, age 26, is a First Officer with Porter Airlines, since October 2022. After earning a bachelor’s degree in Business Administration from the Schulich School of Business, she then graduated from the Integrated Transport Airline License program at the Brampton Flight Centre in 2021, where she would work as a Class III instructor for a year before taking up her current position. She is currently pursuing a Master of Science in human factors.
Hills, who was born in England and raised in Hong Kong and Canada, is heavily involved with several organiza tions promoting women in aviation, including the Northern Lights Aero Foundation where she has been on the Junior Board for the past three years, serving on its Mentorship Committee. She is also Vice President on the board of the Upper Canada Chapter of Women in Aviation International. In 2024, Hills was Co-chair of the Canadian Women in Aviation (CWIA) Conference in Mon treal, Quebec, which garnered close to 300 attendees. She remains involved with CWIA and plans to co-chair its 2026 conference. Hills has also helped
to organize many local events to inspire diversity in aviation, including Girls Take Flight in Oshawa in 2021 and Girls in Aviation Day in 2022 and 2023.
What excites you most about aviation? With a Business Administration undergraduate degree and my current pursuit of a Master of Science in human factors, I’m eager to apply my education to the evolving world of aviation. This field offers stimulating challenges and exciting opportunities, particularly in understanding the intricate relationships between new technologies and humans. The integration of human factors and technological advancements is crucial for enhancing safety, efficiency and the overall experience in aviation.
LAUREN JAMIESON
Associate Lawyer, Emond Harnden LLP, Ottawa, Ont.
Lauren Jamieson, 34, has swiftly become a prominent figure in the field of labour and employment law over the past nine years, specializing in the aviation sector. Her expertise is a cornerstone of Emond Harnden’s Aviation Practice Group, where she represents approximately
40 aviation clients across the country, including fixed- and rotary-wing operators, airports and a spectrum of industry organizations.
Jamieson’s approach to legal practice is both pragmatic and comprehensive, explains a Emond Harnden partner, delivering practical advice on employee and labour relations matters. Her experience includes expertise gained through immersive secondments, providing her with invaluable insights into the day-to-day operations of two major players within Canadian aviation, allowing her to address challenges amid operational realities. Jamieson regularly conducts workshops and presentations, including sessions at conferences hosted by the likes of the Helicopter Association of Canada, Northern Air Transport Association and the Air Transport Association of Canada.
Jamieson co-authored a white paper published by Emond Harnden called Flying High addressing the legal landscape and operational considerations around cannabis legalization. Her commitment extends to government relations work, including advocacy efforts relating to flight and duty time regulations and exemptions to the Canada Labour Code’s hours of work provisions.
Heather Hills, Porter Airlines
What drew you into aviation?
I was fortunate to have exposure to the complex issues facing our aviation-sector clients early in my career at Emond Harnden and I was immediately drawn in by how unique the operating landscape was. Between the intricate regulatory environment and the unpredictable nature of so much of the work done in aviation, there has never been a dull moment. Not to mention how the people in this industry are some of the best around; and it’s really great to bear witness to the level of cooperation and collegiality in the industry.
MIKE MACDOUGALL
Director, Supply Chain, StandardAero, Slemon Park, P.E.I.
Mike MacDougall, 38, began his aviation journey in 2005, after earning a diploma in Precision Machining from Holland College. He joined StandardAero in Summerside (Atlantic Turbines at the time) as a Coordinate Measuring Machine Programmer/Operator and Final Inspector, where he performed dimensional and detailed inspections of engine parts.
Three years later, MacDougall was selected to help establish a P&WC PW300 line in the U.K. as an Inspection Technician. Over three years, he contributed to the shop layout, set up workstations, arranged tooling, configured engine bays, and eventually performed engine MRO, including on-wing line maintenance across Europe as part of the Mobile Repair Team. Returning to Summerside in 2012, MacDougall worked as an Engine Shop Technician, performing disassembly and inspection of P&WC PT6A, JT15D and PW100 engines.
Cheers to Pamela Beckitt, Director, Client Solutions & Experience, for her outstanding contributions to the aviation industry and Skyservice—and for being honored as a Wings 20 Under 40 Award Winner!
In 2015, MacDougall was promoted to Customer Service Manager as the primary liaison for customers with engines undergoing maintenance. In 2019, he advanced to Engine Trading Manager, driving revenue growth in over-thecounter parts distribution and managing activities related to engines reduced to spares, engine trades and lease engine maintenance. By 2021, MacDougall was appointed Supply Chain Manager for Purchasing & Distribution, overseeing a team of 10 professionals and managing supplier relationships to optimize pricing and procurement. MacDougall now oversees all supply chain activities at StandardAero.
What work memory stands out?
Late in 2008, I was part of a small group chosen to relocate to the U.K. to help set up a new aircraft engine overhaul facility, where I spent over three years. This remains the highlight of my career for many reasons: the invaluable industry exposure and learning, the opportunity to travel throughout Europe and beyond, and the lasting friendships that were formed.
COLIN PELTON President, Contour Helicopters, Fort Langley, B.C.
Colin Pelton, 38, established Contour Helicopters in 2019 by leveraging more than 20 years of flying as a helicopter pilot and 17
Lauren Jamieson, Emond Harnden LLP
Mike MacDougall, StandardAero
years as an Aircraft Maintenance Engineer (AME). Pelton spent more than three years with Sierra Helicopters, eventually taking on the role of Director of Maintenance and continuing to fly, before becoming a base pilot and AME with Talon Helicopters.
Contour Helicopters today provides a range of tour and charter services for both personal and commercial use, as well as helicopter maintenance and management services. The operation specializes in precision longline, construction, filming, class D rescue and firefighting missions.
Contour holds a diverse fleet of seven aircraft, including two Bell 206s, four Airbus AS350 B3s and British Columbia’s first UH60 Black Hawk, brought into the country under a restricted type rating as the SK70 Firehawk. With the AS350 serving as the workhorses of the fleet, the Firehawk is recognized as one of the world’s most-advanced platforms for wildfire suppression. Contour’s second Firehawk is in production. Only three commercial restricted category Black Hawks are currently operating in Canada. Contour’s attention toward more aerial firefighting missions is also seen its 2024 agreement to become the launch customer for Voxelis Canada’s AI-enabled VoxVision system.
What work achievement stands out?
There have been many great memories from my flying career, flying wildfire and search-and-rescue operations, but the greatest achievement by far has been building the company to where it is today with an exceptional crew – most of whom I’ve known for 20 years in the industry.
Maxime Robert, 34, holds a key position at Pratt & Whitney Canada by leading the commercial sales strategy of its Eagle Service Plan (ESP), a pay-per-hour program guaranteeing long-term engine maintenance costs in a scheduled approach. He joined Pratt & Whitney Canada (P&WC) in 2011 as a Sales Intern and progressed through a range of roles, including Product Manager for the PT6A and senior management roles in business development.
Robert drove development of the ESP Platinum program for the PT6E-67XP engine leveraged by the Pilatus PC-12 NGX. He helped define a new maintenance standard for the new engine and the general aviation sector by working with operators, sales centres and the OEM. Traditionally,
ESP capture in the general aviation sector is lower than 15 per cent, but ESP Platinum, which includes services tailored to an operator’s ownership team, has led to the enrollment so far of more than 65 per cent of all PC-12 NGX aircraft flying.
Robert previously led Governmental & Corporate Affairs for P&WC, establishing lasting relationships with Aéro Montréal and key aerospace stakeholders. He holds a Bachelor of Engineering, Aerospace, Aeronautical and Astronautical Engineering, from Polytechnique Montréal and a master's in Business Intelligence, Business Administration and Management
from
What is your company unique?
When you think about Pratt & Whitney Canada’s legacy of the PT6 engine and the evolution of product lines, you know that you are part of something incredible. P&WC offers great career development and it’s not rare to come across employees who have accumulated more than 25 years of service. The wealth of knowledge and the passion for aviation here is unique and engaging.
HEC Montréal. Robert, since 2022, is a board member of the Chambre de commerce et d'industrie de la Rive-Sud.
Colin Pelton, Contour Helicopters
Maxime Robert, Pratt & Whitney Canada
HANNAH ROQUE
Country Sales Manager, Canada, and Key Account Manager, Americas, United Cargo, Mississauga, Ont.
Hannah Roque, 36, is the driving force behind the growth of United Cargo in the Canadian air freight market, since late 2023. Roque joined Air Canada Cargo in mid-2015 and over the next eight years progressed from a Customer Service Manager to the airline’s Manager of Global Partnerships, a role she held for more than two years. Her move to United Airlines in September 2023 came with the goal of establishing a premium name for the U.S. flag carrier’s cargo division in the minds of Canadian forwarders. United notes the “incredible growth rates” with Canadian forwarders since Roque’s arrival. She holds Bachelor of Science and Master of Science degrees from the University of Toronto.
United has made a series of investments to boost its cargo operations over the past several months. This includes the April 2024 opening of an additional 165,000-square foot facility at United’s cargo hub within Newark Liberty International (EWR), featuring 40 loading dock doors and a range of temperaturecontrolled installations. EWR already held a 154,000-square-foot United Cargo facility. A month earlier, United, having transported 800,000 pounds of relief cargo over the year, was the inaugural recipient of the Humanitarian Force for Good Award presented by Air Transport World. In April, United Cargo – active at three Canadian airports, Vancouver, Toronto and Montreal
– unveiled UAPremium for high-priority shipments exceeding 100 pounds.
What work achievement stands out?
One standout memory is witnessing our first dedicated truck departing YYZ for our EWR hub. Our RFS network is a vital part of our global operations and plays a key role in our expansion in Canada. It was a top priority to establish trucking lanes and I worked closely with my operations, regulatory and logistics colleagues to swiftly deliver on this initiative. Seeing the collaborative efforts of many individuals come to fruition was truly rewarding.
ORRIN SJODIN
Production Manager, Fast Air, Winnipeg, Man.
Orrin Sjodin, 34, has been with Fast Air for the past 15 years as an Aircraft Maintenance Engineer, where he progressed from working on various M1 and M2 aircraft to Crew Chief. In his current position as Production Manager, Sjodin is responsible for assigning work to approximately 35 people on a fast paced weekly basis to meet Fast Air’s operational needs. He is typically the first point of contact with the flight crews whenever they have an issue.
Leveraging management development training, Sjodin is known for his professional demeanor and strong desire for the crew members to understand how their aircraft operate, making time to review an aircraft system with anyone who asks. This helps to maintain a strong working relationship between the maintenance and operations.
Based in a private terminal at Winnipeg Richardson International since 1995, Fast Air holds 20 aircraft and Manitoba’s largest charter fleet of turboprops, helicopters and business jets. Its sister company, Vanguard
Air Care, has provided critical care for the province since 2003.
A Transport Canada certified AMO and Garmin approved avionics shop, Fast Air is authorized to service Gulfstream, Hawker, Challenger, King Air, Westwind, Piper and Cessna aircraft, as well as Bell 206 helicopters. Fast Air is recognized as one of North America’s most experienced King Air service centres with more than two decades of experience.
What work achievement stands out?
Honestly there’s lots of memories from tons of engine changes to northern rescues. But one of the biggest memories was putting a King Air B200 back together after it had a partial belly landing and spending a couple months reskinning the lower section of the aircraft, learning new sheet-metal skills that helped grow my maintenance abilities.
CHERYL STONE Director, Strategic
Priorities &
Public Affairs, Nieuport Aviation, Toronto, Ont.
Cheryl Stone, age 38, has spent nearly three years with Nieuport, a private sector investor in airports which owns and operates the passenger terminal at Billy Bishop Toronto City Airport. Prior to joining Nieuport, Stone spent six years with the Greater Toronto Airports Authority, operator of Canada’s largest airport, managing public affairs activities. This included leading a regional initiative called the Southern Ontario Airport Network (SOAN), which brought together 11 regional airports from Windsor to Kingston to better understand the long-term air service needs of Canada’s fastest growing communities and articulate a vision for how they could work together to meet demand. SOAN eventually led to the formation of a mayor’s coalition supporting local aviation and aerospace called the Southern Ontario Municipal Aerospace Council.
Driven by her belief in the untapped value that private sector investment can bring to airports and their communities, Stone works closely with Nieuport’s executive team to execute strategies to build partnerships; leads government, stakeholder and community relations; and is developing a sustainability strategy. She was a key member of a small team that brought an end to the decadelong question of how-to bring preclearance to Billy Bishop. These efforts helped attract $30 million in capital investment by the federal government.
Stone became the first Young Professional Liaison to the ACI-NA World Business Partner Board in 2023, a role she continues
Orrin Sjodin, Fast Air
Hannah Roque, United Cargo
to hold. She earned a master’s degree from Sir Wilfrid Laurier University and an bachelor's degree from King’s University College.
What drew you into aviation?
Everyone has a travel story, and the opportunity to make those experiences better, even in the smallest of ways, felt deeply fulfilling. The role of aviation in people’s lives, maybe unlike any other time in history, is almost ubiquitous. Having the chance to leverage my understanding of government, policy development and public affairs strategy felt like a meaningful way to spend my days, contributing to something that touches so many lives.
DANA WASHINGTON
Accountable Executive, Select Helicopter Services, Kelowna, B.C. Dana Washington, 39, in 2024 assumed the role of Accountable Executive for Select Helicopter Services, a family owned and operated business that specializes in repairing and overhauling helicopter hydraulic components and cargo hooks, primarily for Bell and Airbus operators. Washington has been at the forefront of the company’s accountability for years, leading its quality assurance programs and developing relationships with both customers and vendors.
Washington has been with the company, founded by her father in 2000, for 15 years. With her deep understanding of the business, Washington trains a majority of new employees from administration and account representatives to technical staff. Washington also focuses on continuous improvement in Select Helicopter's workflow, inventory control and customer communications.
In August 2022, the company relocated its shop to a new facility, featuring dedicated space for each of its core business activities, as well as a staff lunch room with a huge kitchen island where staff
gather in this employee-centric operation.
Why is your company unique?
We are a family owned and operated business and I love the dynamic that comes with it. It’s very personal – from being involved with the day-to-day with our staff to ensuring our customers are wellsupported to the amount of pride we all take in what we do.
KERIANNE WILSON Director, Customer Accessibility, Air Canada, Montréal,
Que.
Kerianne Wilson, 39, has been an advocate of accessible air travel at Air Canada for more than eight years, previously as Senior Legal Counsel, Customer Regulatory & Resolution, and since 2023 as its first Director of Customer Accessibility.
Air Canada in 2023 received around 1.3 million requests for assistance from travellers with disabilities, illustrating the need for consistent accessibility services and working with a range of stakeholders to go beyond legal requirements.
Wilson’s leadership of Air Canada's accessibility transformation is seen most notably in the establishment of the flag carrier’s first Accessibility Advisory Committee in late 2023. In June 2023, Air Canada published its 2023–26 Accessibility Plan and Feedback Process, an important step in identifying, removing and preventing barriers to travel and employment for persons with disabilities. Statistics Canada, according to a report by the Canadian Press, found that 63 per cent of the 2.2 million people with disabilities who used federally regulated transportation in 2019 and 2020 faced a barrier.
Wilson is committed to working with customers, regulators, members of the public and industry, and persons with disabilities to make air travel more accessible for all Canadians. She is an active member of International Air Transport Association
Cheryl Stone, Nieuport Aviation
Dana Washington, Select Helicopter Services
accessibility committees and is recognized as an industry expert on accessible air travel, speaking at numerous public and industry events.
What drew you into aviation?
I come from an aviation family – three aerospace engineers, a radio operator, a flight attendant, a pilot, and now me. I grew up close to Montréal-Trudeau International Airport and my father would stop soccer practice to quiz all the little kids on what kind of aircraft was flying over us. When I first discovered aviation law as a field of practice, it was as though a light bulb went off – I knew this is where I needed to be.
TAYLOR WYLIE
Group Chief Operating Officer, Anodyne Electronics Manufacturing, Kelowna, B.C.
Taylor Wylie, 37, earned his Electrical Engineering Technology diploma from Okanagan College and began his career at Northern Airborne Technology. He then joined Anodyne Electronics Manufacturing (AEM) at its 2009 inception. AEM was named the 2023 Large Business of the Year at the 36th Annual Kelowna Chamber Business Excellence Awards.
AEM now has more than 100 employees within its 40,000-square-foot facility. The company is best known for its design, development and manufacture of aircraft communication systems, loudspeaker systems, caution/warning panels and special mission radios. In April 2024, AEM earned North American certifications for its new MTP136D forest service radio, a modern panel-mount radio for special- and multi-mission platforms.
Wylie has diversified his knowledge at AEM by holding a range of roles, including Repair Technician, QA Inspector, Production Control Technologist, Materials Supervisor, Management Trainee, Operations Manager and General Manager. Since
taking over the controls of AEM in 2022, Wylie has put the company on a course for significant growth with its lineup of special-mission avionics, structural health monitoring sensor solutions, and a strong people culture.
Why is your company unique?
AEM is a vertically integrated company that designs, develops and manufactures airframe crack detection compliance sensors, communications systems, loudspeaker systems, mission radios, avionics consoles, and caution/warning panels. Everyday holds a new challenge and an opportunity for improving over yesterday. | W
Levaero Aviation, your nearest Authorized Pilatus PC-24 Sales Centre for further information on +1 905 6722000.
Kerianne Wilson, Air Canada
Taylor Wylie, Anodyne Electronics Manufacturing
SCENES FROM CAREERS
INSPIRING THE NEXT GENERATION OF AVIATION PROFESSIONALS AT PORTER'S NEW HANGAR
BY JON ROBINSON
More than 580 people, including over 400 attendees, on May 4 gathered at the annual Careers in Aviation Expo, held this year in one of Porter Airlines’ two new aircraft maintenance hangars at the Ottawa/Macdonald–Cartier International Airport. The new hangars, which share the same roof, are part of a $125 million investment by Porter and its partners at Ottawa International, CYOW, which is expected to create around 200 fulltime jobs.
The two new aircraft hangars at CYOW are approximately 150,000 square feet in combined size and will be critical to support the maintenance of Porter’s growing Embraer E195-E2 fleet and existing De Havilland Dash 8-400s. The airline has up to 100 E195-E2s on order, with 33 currently in service. The Dash 8-400 fleet totals 29 aircraft. The two hangars were officially opened after the CIA Expo in mid-May.
Porter served as the Premier Sponsor of the CIA Expo, which typically is held in infrastructure vital to Canadian aviation to better showcase the scope of the industry to aspiring aviators and young professionals. Platinum Sponsors of the event included Calgary Economic Development and Canadian North, in addition to sponsorship from Diamond Aircraft, Centennial College and Wasaya Airways. (Visit Careersinaviation.ca for information about the upcoming event taking place in Edmonton, Alta., on October 29, 2024. Career Expo West is a combined effort of Annex Business Media properties, including our company’s aviation, firefighting, security and policing media brands.)
Lawrence Hughes, Executive Vice President and Chief People Officer, Porter Airlines, kicked off the day at CYOW with a main-stage presentation describing the growth of the airline and how it is reshaping the commercial aviation landscape in Canada. Senior Experimental Test Pilot Billie Flynn, and one of the world’s most revered fighter pilots, then provided a
PHOTOS: MIKE MINNICH, JON ROBINSON, ANA IVANIV, MENA MIU
Cameron Boekhoff, Louis Anderson, Steve Farnworth, John Schiebel and Graeme Burnett of the Ontario AME Association in front of a new Embraer 195-E2, which arrived in Ottawa from Brazil just hours earlier.
More than 580 people attended the annual Careers in Aviation Expo at one of the two new maintenance hangars built in Ottawa by Porter Airlines to accommodate its growing 195-E2 and Dash 8 fleet.
Savanah St Onge, First Officer on the Citation CJ2+ with AirSprint Private Aviation, describes the company's leading position in fractional jet ownership and the opportunities and challenges facing aspiring pilots.
CAREERS IN AVIATION EXPO
David Johnson of MAG Canada, headquartered out of Dryden Regional Airport with bases at Kenora Airport and Greater Sudbury Airport. The operation is partly owned by MAG Aerospace with more than 900 employees operating special mission aircraft around the world.
CAREERS IN AVIATION EXPO EXHIBITORS AT CYOW, OTTAWA
AAR
Air Canada
Air Inuit
Air Transat
Spencer Leckie of the Waterloo Wellington Flight Centre, which provides airline pilot training in partnership with the University of Waterloo, in addition to a range of recreational and professional ratings programs.
AirSprint Private Aviation
Algonquin College
Ontario AME
Association
Avmax
Babcock Canada
Calgary Economic
Development
Canadian Armed Forces
Canadian North
Centennial College
Chartright Air Group
Jim Bennett, Chief Pilot for Ornge's fixed-wing operations, discusses air medevac. In addition to holding Leonardo AW139 helicopters, Ornge is preparing to update its fleet in 2026 with new Pilatus PC-12 NGX aircraft.
Confederation College
Cygnet Aviation
Diamond Aircraft
Industries
Elevate Aviation
FL Technics
Flair Airlines
Flightline Training Services
Georgian College
HeavyAero Maintenance Centre
NAV Canada’s
IMP Aerospace & Defence
The Inland Group
MAG Aerospace Canada
Ontario Aviation Services
Mount Royal University
NAV Canada
Northern Lights Aero Foundation
Ornge
Porter Airlines
Royal Canadian
Mounted Police
RiseAir
Southern Alberta
Institute of Technology
Select Aviation College
Seneca Polytechnic
SkyCare Air Ambulance
Skyservice Business
Aviation
Sunwest Aviation
Top Aces
Transport Canada
University of Calgary
Voyageur Aviation
Wasaya Airways
Waterloo Wellington
Flight Centre
WestJet Airlines
Visit Careersinaviation.ca for information about the upcoming Careers Expo West in Edmonton, Alta., on October 29, 2024, hosted by Wings, Helicopters, Canadian Firefighter, Blueline and Canadian Security.
Kathleen Henderson, Maegan Extross, Melissa Haney, Niciole Deck and Riya Sidhu of Elevate Aviation.
Danny Roy, Meredith Ivany and Heather McGonigal, who also represented Northern Lights Aero at the Careers Expo.
keynote presentation called Mach X, The New Generation of Fighter Pilots. He primarily focused on the developments of the F-35 program and what it means for aspiring aviators with Canada now committed to hold a fleet of at least 88 of these fifth-generation fighter jets. Flynn presented a no-holds-barred discussion of the urgency for the Canadian Armed Forces to build its pilot training and infrastructure assets to properly integrate the $19 billion F-35 program, which will soon form the backbone of the Canadian Armed Forces for the next 40-plus years.
The afternoon of CIA Expo began with a main-stage presentation from Calgary Economic Development, with three key players describing the growth of aviation in the region, including Mahdis Bisheban, University of Calgary; Robb Hart, Manager, Talent Acquisition (Tech Aviation), WestJet; and Leslie Shier, Calgary Economic Development. Louis Anderson, President of the Aircraft Maintenance Engineers Association of Ontario, then capped the day off with an inspiring presentation about the opportunities for AMEs.
Attendees on the day were also treated to a static display of a brand new Embraer E195-E2 that Porter had just flown in hours earlier from Brazil, where the aircraft is made, as well as an RCAF CH-146 Griffon tactical-transport helicopter, and a Robinson R44 helicopter and a twinengine Piper Seminole brought in by Select Aviation College out of Gatineau, Que.
The 2024 edition of the Careers in Aviation Expo featured more than 50 exhibitors within Porter’s Ottawa hangar, providing a unique atmosphere for attendees to learn about the future of aviation and career opportunities.
In addition to aircraft on static display the four main-stage presentations, there were more than 25 job-specific mentoring sessions led by accomplished fixed- and rotary-wing pilots, Aircraft Maintenance Engineers, military personnel, drone operators, operations and airport managers, among others representing key industry roles. Attendees sign up for these role-specific mentoring sessions to gain a real-world perspective about the challenges and opportunities of building a career in aviation.| W
The E195-E2 is a narrow-body, twin-engine jet aircraft manufactured by Embraer with a wingspan of 35.1 metres, maximum ceiling of 12,497 metres, and a range of 4,665 kilometres.
Right: Capt Louis Ricard, MCpl Christopher Bouchard-Tremblay, and Capt William Pugh of 430 Squadron.
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Harold Rodriguez with test pilot and Careers in Aviation Expo keynote speaker Billie Flynn.
Phyl Durdey, Chief Executive Officer of Flightline Training Services.
Daniel Giraldo of Select Aviation College, which flew in a Robinson R44 helicopter and a Piper for static display.
Leslie Shier, Director, Client Excellence, Corporate Initiatives and Intelligence with Calgary Economic Development, discusses the region's aviation growth.
Lawrence Hughes, Executive Vice President and Chief People Officer at Porter Airlines, outlines the company's growth and future expansion plans.
FLYPAST
THE CANADIAN INTERNATIONAL AIR SHOW TURNS 75. WINGS GETS A PEAK BEHIND THE CURTAIN OF NORTH AMERICA’S LONGEST RUNNING AIR SHOW.
BY DAVID CARR
August is winding down. In a couple of weeks, the summer rhythm of the Toronto waterfront will be drowned out by the pulsating roar of jet engines. The air show is back in town. The Canadian International Air Show (CIAS) is North America’s longest running, and one of the continent’s most unique. For 75 years, the glorious history of military and civilian aviation has unfolded above Lake Ontario.
The CIAS is a three hour and 40 minute spectacle of jets, aerobatics and precision flying that shares air space with Toronto’s Pearson International Airport (YYZ), Canada’s busiest, and Billy Bishop Toronto City Centre (YTZ), home to Porter Airlines, a CIAS partner.
“At most shows, everything is at one airport and is taking place at one spot. We are at two different airports and the show is held elsewhere, so we are moving a lot of parts and a lot of people,” says Lori Duthie, the air show’s Executive Director. “Coordinating with those two airports is probably our biggest challenge. We work with
all the airlines and especially with the island airport to shut down air space.”
But not entirely. To open a window for some air traffic on the waterfront, the show is divided into three blocks, two jet blocks where YTZ is shutdown and a middle ‘civilian block’ filled with smaller airplanes, helicopters and acrobatic teams that the airport can work around. “Air shows are an air space management industry,” Duthie points out. “We’d like to even out the program more but that would be wasting a jet block. Which is why we have the big, fast jets at the beginning and the end.”
This year, the fast stuff includes the United States Air Force F-22 Raptor, perennial crowd favourite The Snowbirds, and a return of the popular Royal Air Force (RAF) Red Arrows as part of a fourstop Canadian tour to celebrate the 60th anniversary of the U.K. aerobatic team and to honour the 100th anniversary of the Royal Canadian Air Force (RCAF). To mark their Diamond Anniversary, the Reds are promising maneuvers not seen in over a generation.
The Italian Air Force Frecce Tricolori demonstration team was a highlight of the 1985 Canadian International Air Show in Toronto.
Air shows are big business. According to the Canadian Encyclopedia, air show attendance is second only to Major League Baseball as a spectator event in North America. More than 70 million fans visited a professional ball park in 2023. One million thrill seekers are expected to crowd into the ticketed and free viewing areas along a 14-kilometre strip of the waterfront for the three-day air show. Putting the CIAS attendance up there with the Toronto Caribbean Carnival, Pride Weekend and the Santa Claus Parade as one of the city’s top ranked events. Live streaming, viewing the show from pleasure boats around Toronto
Harbour and atop condominium rooftops will swell numbers to 1.4 million.
“Most air shows are gated. You drive in and you stay in one spot,” Duthie explains. “One of the unique things about Toronto is it can be enjoyed in different ways. The ticketed area provides an elevated experience where you can meet the pilots. But you can watch for free from so many great vantage points.” Approximately 80 per cent of the prime viewing areas is free access.
Unlike most city events whose planning cycle is year-to-year, the CIAS must plan two and three years in advance. “We work with various militaries, including Canadian, U.S.
HIGHLIGHTS OF THE 2024 CANDIAN INTERNATIONAL SHOW
CAF The nine-plane formation of The Snowbirds return, flying the venerable Canadair CT-114 Tutor.
RAF The Red Arrows are making their third appearance ever at CIAS.
Mk. X The Avro Lancaster and B-25 Mitchell will fly in formation.
F-22 The USAF F-22 Raptor Demonstration team.
and British years out to coordinate the right assets for every show,” Duthie says. Even then, there are hiccups. “We normally fill up the civilian side by the end of July because we need to get the paperwork to Transport Canada within a specific time,” Duthie says. “But militaries are still operational. We can be getting changes five to three weeks out on the military side.”
In 2022, when the Snowbirds were forced to cancel weeks before the show after an incident involving one of its Tutor aircraft on take-off in British Columbia. That triggered a mad scramble to book acts to fill a large space in the closing block. “The
CF-18 The CF-18 Hornet demo team out of Baggotville.
C-47 The C-47 Dakota from CWHM flies on Saturday.
BO 105 Scott Urschel inverting his Airbus BO 105 helicopter.
EZ Kyle Fowler is back with his unique Long EZ.
P-12
Trevor Rafferty and his Pitts 12 fly in from Hamilton.
A massive crowd takes in the 1963 Canadian International Air Show with Lake Ontario serving as its traditional backdrop. Air show organizers today provide a 14 kilometre stretch for viewing, mostly free.
Toronto was one of North America's first air shows to host the Concorde, seen here in 1982, when the Vulcan also visited.
Snowbirds traditionally close the show. That was a prime spot to fill,” Duthie adds.
HUMBLE BEGINNINGS
Air shows are almost as old as powered flight and began modestly in 1908 as an add-on to the Paris Automobile Show. The inspiration of several French aviation pioneers, including Louis Blériot, who one year later would become the first aviator to cross the English Channel in a heavierthan-air machine, pocketing a £1,000 prize offered by London’s Daily Mail. The world’s first exhibition devoted exclusively to aircraft took place at the Grand-Palais near the Champs-Èlysées.
In 1919, a team of veteran pilots, led by Lieutenant Colonel William Barker, a First World War ace performed daily flyovers in German-built Fokker D.V11 fighters, captured during the war, for the seventh edition of the modern Canadian National Exhibition (CNE). It is thought to be the first aerial formation demonstration in Canada, and showed that enthusiasm for aviation had no bounds for pilot and public alike.
A Toronto air show was taking shape in the years immediately following World War II, including a full-scale show at Downsview Airport in 1946. In the summer of 1947, 16 Avro Lincolns (a version of the Lancaster heavy bomber) of RAF 617 Dambuster Squadron flew over Toronto as part of a
North American goodwill tour. One year later, the Toronto Flying Club hosted an air show at Malton Airport (now Pearson) where The Globe and Mail reported that over 80,000 “stormed” the field.
In 1949, the air show was branded as the National Air Show and moved to the Toronto waterfront. The first display was headlined by the RCAF Blue Devils Vampire Jet aerobatic team, forerunners to today’s Snowbirds, who streaked across the lake for their first CIAS performance in 1972. The event was renamed the Canadian International Air Show in 1955, and would soon begin an affiliation with the CNE that made the air show a Labour Day weekend staple and an unofficial end of summer tradition.
Summer is the height of air show season in North America. There are 82 shows between the first day of summer until Labour Day, according to the International Council of Air Shows. But air shows are costintense events to host, and many smaller shows became victim of high fuel prices and military budget cuts.
In the early teens, decisions by the United States Air Force (USAF) and United States Navy to temporarily pull the Thunder Birds and Blue Angels jet aerobatic teams for budgetary reasons, and the Federal Aviation Administration (FAA) to bill for air traffic control costs and overtime, produced attendance and cost hardships that many shows were unable to recover from.
NAV Canada coordinated 29 air shows in 2023. It reserves the right to charge for its services, but typically negotiates a sponsorship-in-kind agreement with each show. NAV Canada also waives fees for aircraft arriving internationally for a show.
The CIAS is a not-for-profit, fully funded by sponsorships and ticket sales. A lot of military aircraft performing at the show are free. “We pay 100 per cent for the civilian acts and jet teams such as the Red Arrows and Thunder Birds. They all have performer fees,” Duthie says. The 75th edition of the air show will consume 500,000 litres of fuel, occupy 1,400 hotel rooms, rent 102 vehicles and serve more than 700 boxed meals for a team of 200 enthusiastic volunteers.
Security is another big-ticket item. For its first appearances, the F-22 performed a double act with the Cleveland Air Show, flying back to the U.S. without landing in Canada. In 2007 the Raptor performed remotely and needed heavy security around a hangar at YYZ. This was also the first landing of an F-22 outside of the U.S.
At the CIAS office, tucked inside the CNE administration building, Lori Duthie and a team of volunteers are nailing down the final details of this year’s show. Duthie became Executive Director in 2018 after leaving Air
Canada. But the CIAS has been part of the Duthie family DNA since the early 1970s, when her father, Don Duthie, ran the show. (Her grandfather, George, was the CNE’s sports director for over 30 years, beginning in the Depression era.) Lori started as a volunteer when she was 17. “I have never been anywhere on Labour Day weekend except on the waterfront.” Even during Covid when the CNE was shutdown and the air show was live streamed, she insisted on walking the site. “I can’t have a Labour Day weekend when I’m not on the waterfront.”
SOMETHING FOR EVERYONE
A successful air show must have something for everyone. Audiences want to see the latest military hardware. They also want to see helicopters, be awed by stunts and loops, precision flying and a nod to aviation’s rich heritage. Duthie and her team have packed variety into a program that typically runs one hour longer than the average summer blockbuster movie.
The CIAS likes to commemorate significant dates in aviation history. In 1959, the F-86 Sabres of the RCAF Golden Helmuts performed to honour the 50th anniversary of powered flight in Canada. In 1979, the first of 10 visits by a British Airways Concorde commemorated the 30th anniversary of the show. The CIAS was one of the first North
Canadian photojournalist Boris Spremo captured The Snowbirds’ flypast of the CN Tower.
The awe inspiring AVRO Vulcan rumbles above the former bandshell housed at the Canadian National Exhibition grounds.
American displays to showcase the Concorde. In 2010, Lieutenant Colonel Maryse Carmichael, the first female Commanding Officer of The Snowbirds opened the show to mark the centennial of the Royal Canadian Navy and Women in Aviation.
This year, the 75th anniversary of the air show, centenary of the RCAF and diamond anniversary of the Red Arrows converge to mark 235 years of aviation history. “It’s a big year,” Duthie acknowledges. “We are mixing the vintage and modern to show the evolution of the last 75 years.” The show will be bookended by The Snowbirds and Red Arrow jet teams. The teams will rotate opening and closings, giving the Canadian crew a rare opportunity to watch the close along with fans at the premium ticketing areas. In recent years, duo jet demonstration teams have been a signature of the CIAS. In 1986, crowds were spoiled by The Snowbirds, the Italian Air Force Frecce Tricolori and the USAF Thunderbirds.
Between the opening and closing headliners will be the return of the F-22 Raptor, a rare appearance of the Canadian Warplane Heritage Museum’s Lancaster heavy bomber (one of only two that remain flying) and North American B-25 Mitchell medium bomber flying in formation, crowd favourite Kyle Fowler and his Long EZ and the CF-18 demonstrator team sporting a commemorative paint job paying tribute to the 100th anniversary of the RCAF.
What of the next 25 years? Duthie says the industry has rebounded from Covid and military budget cuts. Skills shortages could pose a greater threat to the sustainability of air shows. “Air shows are a nice to have,” she
says. “They are not a need to have.”
But air shows can also be a part of the solution. In the barnstorming days of the Roaring Twenties, enlisted mechanics were on the ground teaching students how to repair a Liberty L-12 airplane engine. Fast forward more than 100 years and the CIAS has created a Science Technology Engineering and Math (STEM) area to get a new generation excited about aviation.
STEM is located in a free access section of the air show that is filled with a CF-18 cockpit mock-up, Cadet glider and booths by aerospace colleges and companies like NAV Canada. “Air shows are not going to exist unless we can help to fix the skills shortage. Our motto is always to honour aviation’s past and inspire its future. The air show inspires. STEM helps a new generation think about what they saw on the way home.”
As it does every year, the CIAS will present hours of seamless jet performances, precision flying displays and edge of the seat aerobatics. Behind the scenes it is a different story, where every second counts. At the 2023 show, a person jumping off a boat caused the cancellation of an F-16 demonstration. “It’s never the same thing twice,” Duthie says, “but there is always something where you need to be able to pivot.” Jet performances are locked in. Civilian performers, like their military counterparts have memorized routines they won’t break from, but there is always flexibility to add extra fly-bys if the fuel tanks aren’t running dry. “Air show performers are amazing,” Duthie says. “What happens in the air is the easy part because we have the best of the best. And we have great air bosses. It is what happens on the ground
that will always be the challenge.” Duthie is the CIAS’s sole staff member, but it is more than a one woman show. The annual event is supported by 20 year-round volunteer managers and 200 game-day volunteers who keep the show firing on all cylinders. “We are very much volunteer driven,” she says. “They are amazing and are the crux of the show.”
In recent years, the team has enhanced the viewing experience. Attendees no longer have to strain an ear to listen to muffled play-by-play over a tinny sound system. Free audio on the CIAS website provides clear, real-time narration of the action over the lake and is packed with extras such as a pilot’s back story and how they got into aviation. Live stream has also extended the reach of the air show. Last year, the event was watched in 40 countries.
The 75th anniversary edition of the Canadian International Air Show will echo with the sounds of air shows past. Barnstorming performances of aerobatic teams, the precision flying of The Snowbirds and the roar of jets such as the RAF Vulcan, Lockheed SR-71 Blackbird spy plane and F-35. When asked what would be her dream get for a future show, Duthie, herself a pilot, was quick with answer: A final visit by the F-15 Eagle before it is retired and an elusive appearance by the B-52 bomber.
The last Stratofortress was delivered to the USAF in 1962. The air force is undergoing an extensive overhaul of 76 B-52s including new Rolls Royce engines and modernized radar, extending the life of the aircraft to at least 2060, when it will have served for over 100 years. There’s always next year. | W
Some of the memorable promotional posters of the Canadian International Air Show, including a print from 1976 (left to right), 1995 and this year’s 75th anniversary edition to be headlined by demonstration teams from the Royal Canadian Air Force, Royal Air Force and United States Air Force.
CANADIAN ADS-B UPDATE
A LOOK INSIDE THE LAUNCH OF THE CLASS B MANDATE AND ITS IMPACT
BY PHIL LIGHTSTONE
NAV Canada since 2020 has been apprising aircraft owners and operators of their plans for Automatic Dependent Surveillance-Broadcast (ADS-B) deployments in Canada. In fact, Canadian ADS-B has been in the planning and deployment stages long before then, starting with the creation of Aireon in 2011.
NAV Canada’s original ADS-B plan included two phases: Phase 1, February, 2021, Class A and Class E (above FL600) airspace; Phase 2, January 27, 2022, Class B airspace. But these plans were changed, pushing Class A and B to 2023, and changed again with Class B pushed to May 16, 2024. At that time, NAV Canada’s plans for Class C, D and E airspace were starting no earlier than 2026. That
has been changed to no earlier than 2028. Recently, Transport Canada issued Advisory Circular AC 500-029, effective April 22, 2022, which outlines the compliance requirements.
To enter Class B airspace, starting on May 16, 2024, most aircraft will be required to have ADS-B OUT with antenna diversity. Transport Canada (TC) has updated the Canadian Aviation Regulations (CARs), Airworthiness Chapter 551 –Aircraft Equipment and Installation, 551.103 Transponder and Automatic Pressure Altitude Reporting Equipment (effective 2023/07/17), to state that ADS-B OUT must include antenna diversity on specific types of transponders.
NAV Canada recognizes that equipage may be an issue. In
fact, Cirrus Aircraft, Diamond Aircraft and Kodiak (a Daher company), to name a few, have not completed their engineering studies. Purchasing a brand new Cirrus SR20 or SR22 aircraft will be equipped with a Garmin transponder which does not support antenna diversity. This is a short-term problem, while airframe manufacturers finalize their engineering efforts. Of note, Cirrus’s Vision Jet is equipped with a mode S transponder with antenna diversity.
To bridge the gap, NAV Canada has published AIC 26/23, which provides aircraft operators and pilots a process to request an exemption (on a flight-by-flight basis), allowing the flight to enter Class B airspace without ADS-B equipage. The request is submitted through NAV Canada’s website, no earlier than three business days before the flight (or five days if the flight takes place on a Sunday). Each request is reviewed by a NAV Canada staffer and either approved or rejected. Aircraft owners and operators can request a blanket
exemption. This was created for those owner operators who are unable to equip based upon no engineering solution or equipage delays caused by product shortages or shop timelines. The ADS-B accommodation request form can be found at https://aar. navcanada.ca/en-CA/.
Some Cirrus, Diamond and Kodiak owners have filed a one-time blanket exemption request with NAV Canada. Essentially, a letter requesting the exemption, as they wait for their aircraft manufacturer to create the necessary engineering documents followed by booking an installation appointment with their avionics shops. NAV Canada sees the blanket exemption as being applied to just a small number of operators.
For other aircraft, again, a flight-by-flight exemption can be requested. This process is quite simple, with just a few pieces of technical information required. You will receive an email once your submitted exemption is reviewed and approved. In late May, I entered an exemption
The uAvionix tail mounted ADS-B solution called tailBeacon is designed as a quick-mount product for a variety of light airplanes.
request onto the website and received an email with approval in roughly three hours.
For Canadian aircraft operating in American class A, B, C and ADIZ airspace, ADS-B OUT has been mandatory since 2020. The U.S. ADS-B environment is based upon a fabric of ground stations. The typical U.S. general aviation aircraft is equipped with antennas on the underside of the fuselage. Compliance to the Aireon’s space-based fabric will require an antenna installed on the top of the aircraft (like the antenna for TCAS). To facilitate compliance to both U.S. and Canadian requirements, an ADS-B transmitter which supports antenna diversity will be required.
Michael Kussatz of Garmin International of Olathe, Kansas, explains, “This is the equivalent of having two transponders in a single product.” The requirement of antenna diversity adds complexity and cost to the technology, as well as to the
Garmin in March
installation time.
No earlier than 2028, NC will require ADS-B OUT (1090 MHz) to enter Class C, D and E airspace. The interesting point is that NAV Canada is not a regulator. The CARs stipulate the need for antenna diversity for Class A1, A2, A3 or B1 installed equipment. Class A1S and B1S installed equipment
may be installed with a single antenna. The defacto standard could be created through NAV Canada, not allowing an aircraft equipped with a single bellymounted transponder antenna to be declined access to the airspace. General aviation flights see this behaviour from time to time when requesting transit through Class C or B airspace or
when inbound to a NAV Canada towered airport.
“The CBAA has been working with NAV Canada and Transport Canada to find a way forward as the pressure for space in congested areas of Canada is causing the need for ADS-B equipage,” says Anthony Norejko, President and CEO, Canadian Business Aviation Association (CBAA). “While the CBAA does not have a crystal ball, we feel the likelihood of NAV Canada meeting the 2028 date for Class C, D and E is relatively low. Most of our members do not see ADS-B as a hot topic.”
Robert Sincennes, VP Regulatory Affairs, CBAA, feels that equipage is less of an issue for CBAA members as their aircraft are for the vast majority already equipped given the need to fly in Class A airspace.
“The association on behalf of members has, however, expressed concern about privacy and security issues,” Sincennes says. “With unencrypted ADS-B data, sites like FlightAware,
2024 unveiled a complete avionics modernization program for the Cessna Citation CJ2, including the ability to add the GTX 345R transponder for ADS-B OUT capability with optional antenna diversity.
OpenSky and ADS-B Exchange, aircraft and employee movements are easily tracked. Tracking of staff movements, during critical times for corporate entities could provide competitive information, which could be used in many different ways and yielding undesired outcomes. The association has suggested that a solution may be the cycling of transponder codes as a method to deal with privacy concerns.”
The Canadian Owners and Pilots Association (COPA) have been working with Transport Canada, NAV Canada and other industry partners to ensure a reasonable means of complying with the mandate. In early May 2024, Mark van Berkel, President and CEO of COPA, published a letter to the membership providing an ADS-B update, stating: “It is COPA’s opinion that there are challenges to implementing space-based ADS-B as it is currently defined, and to date, and with few exceptions, avionics and aircraft manufacturers have not been able to develop the necessary equipment and certification to meet the mandate for the general aviation aircraft.”
Jim Ferrier, Director of Aviation Operations at COPA, reports: “No one is questioning that ADS-B is the future of surveillance and can provide benefits to the industry, the problem arises when one looks closely at the costs that users are being asked to absorb to receive those benefits. Arguably, the ANS will gain significant operational advantages and potential savings, with a space-based ADS-B mandate, while most operators will have significant costs to receive few direct day-to-day operational and minimal safety benefits. When cost and benefit differences are examined, coupled with the apparent intention of Transport Canada to proceed without using the regulatory change process of CARAC, users begin to question how Transport Canada is representing the needs of the industry when significant benefits to the ANS are placed squarely on the financial backs
of general aviation and business aviation. Some industry sources believe costs upwards of $750,000,000 to be spent by general aviation and business aviation owners and operators. If this really is about safety, there are better ways to implement technology for this cost. One only has to look at services available in the U.S., or low-cost technologies in use in Europe, and you can find ways to provide real safety benefits.
“Thinking of our friends to the south, what is the impact of this mandate for those who will not meet the new equipage requirements? Are we now just going to close the airspace to this market and say sorry you are not welcome? Ultimately, this issue is much bigger than ADS-B equipage, it is the concern that this change appears to be setting the stage for circumventing process for any other potential future regulatory changes,” continues Ferrier. “Without following the regulatory process, it guarantees the needs and concerns of impacted stakeholders won’t be considered. Exactly what the process was established to avoid.”
Ideally, Transport Canada and NAV Canada would collaborate with industry and users to craft
an ADS-B solution which meets the needs of all parties, balancing safety, technology requirements, data and economics to a mutually desirable outcome.
My last discussions with ADS-B insiders suggest that of the 166,000 U.S. registered aircraft, 40,000 are equipped with 978 MHz systems and 126,000 are equipped with nondiverse 1090 MHz transponders.
Roughly 25 per cent of the U.S. general aviation fleet are equipped with UAT ADS-B OUT hardware. Technologies like uAvionix’s skyBeacon and tailBeacon are roughly US$2,100 and, with two screws and three wires, can be installed in less than one hour by your AME (AMP in the U.S.). Again, UAT currently does not meet the Canadian ADS-B OUT mandate. But that’s not a problem until 2028, unless you fly higher than 12,500 feet.
For those pilots on a flight, not equipped with NAV Canada compliant ADS-B transponders, who may wish to enter Class B airspace, due to weather avoidance, will most likely be sanctioned by NAV Canada through the issuance of a CADORs. While it is not expected that ATC will deny the aircraft access to the airspace
for safety reasons, the CADORS may be issued. The CADORS process incudes escalation to TC. It’s unclear (at this time) if monetary penalties and other sanctions would be applied against the pilot(s) and operator.
The question regarding the need for antenna diversity is a bit confusing for general aviation aircraft owners. The CARs section 551.103 indicates: “(4) Antenna installation (effective 2023/07/17) the antennas of the ADS-B equipment shall be installed so that: For Class A1, A2, A3 or B1 installed equipment, they comply with all antenna installation requirements specified in section 3.3 of RTCA DO-260B for a diverse installation and they transmit alternately towards the bottom and the top of the aircraft per the requirements specified in section 2.2.13.6 of RTCA DO-260B (“transmitting diversity”); or for Class A1S or B1S installed equipment, they comply with antenna installation requirements specified in section 3.3 of RTCA DO-260B for single antennas and it can be demonstrated that the equipment transmits satisfactorily to ground-based as well as space-based receiver in the normal aircraft operating
Cirrus Aircraft’s Vision Jet is equipped with a mode S transponder with antenna diversity, which is a requirement still but under the microscope for aircraft entering Canadian Class B airspace, as of May 16, 2024.
envelope.”
TC has changed the CARs, allowing for non-antenna diverse transponders to be used based upon passing a test. Brant Aero, an airframe and avionics shop located in Brantford, Ont., are a bit confused on the specifications. From its perspective, testing an ADS-B OUT installation on the ground using its test tools, will
comply with TC’s requirements. However, NAV Canada has its own testing tool, which for many ADS-B OUT installations are failing (a single parameter) while airborne. Industry insiders are finding that many 1090 MHz ADS-B installations with antenna diversity are failing NC’s airborne test (PAPR), specifically the PYIA criteria. It is currently unclear, how NAV
Canada is dealing with this dichotomy. This confusion is causing some aircraft owners to delay equipage (and costs), until these issues are resolved. The implication being that aircraft owners and operators can right size the installation (or do nothing if equipped with 1090 MHz transponders equipped with single antennas).
TC’s latest statistics indicate: There is a total of 37,191 aircraft and rotorcraft; 34,922 weigh less than 12,500 pounds; 12,611 ultralight, advanced ultralight and amateur build aircraft and rotorcraft; and 2,269 weigh more than 12,500 pounds (think airliners). We might extrapolate that the bulk of Canadian aircraft are GA. The cost of ADS-B OUT equipage for the GA segment, using present day costs, could be as much at $750,000 or more.
One challenge for general aviation equipage would be legacy aircraft without electrical systems. The NORDO radio communications
FLY
process facilities those aircraft operating in and out of Class C aerodromes, using a simple telephone call to the tower to obtain landing rights. While NC provides an exemption process, the process requires three business days (up to five days for a weekend flight) to be executed, we would agree that this process is not comparable to the NORDO process and the flight behaviour of many GA pilots. The impact of the “no earlier than 2028” ADS-B mandate could cause a significant number of these pilot owners to sell their aircraft (with a high probability of the aircraft moving to the U.S.), essentially impacting the owner’s freedom to fly.
While NAV Canada and TC’s planning and announcements for Canadian ADS-B have been ongoing since before 2011, we are getting closer to the activation of the mandate into more Canadian airspace. Stay tuned over the next few months. | W
uAvionix’s skyBeacon and tailBeacon cost roughly US$2,100 and, with two screws and three wires, can be installed in less than one hour by an AME.
ATAC COMMENTS ON THE COMPETITION BUREAU’S STUDY OF CANADA’S AIRLINE INDUSTRY
The Competition Bureau is defining the scope of its market study on the competition in Canada’s airline industry to be released in July 2025. The study is to focus on three main questions.
What is the state of competition in the Canadian airline industry?
It is critically important that the Competition Bureau distinguish among the various segments of the commercial air transport markets in Canada. The northern, rural and remote regions of Canada face an entirely different reality than that of the major market destinations in Canada. The state of the competition is very different, as are the levels of service offered, the equipment needs and the quality of aviation infrastructure.
The Competition Bureau must recognize that the user-pay model cannot be applicable to those markets as it cannot sustain service to those regions that often depend entirely on aviation.
The study of the northern, rural and remote markets should focus less on the state of competition than on the quality of the infrastructure required to not only grow the market but to maintain the current level of service and safety. Maintaining services in certain small markets is often a greater preoccupation than the presence of strong competition.
How can Policymakers Further Support Airline Entry and Expansion?
Reinvesting a majority, if not all, of its aviation generated government revenues back into aviation infrastructure would certainly help sustain Canada’s air industry. We do not stand a chance of being competitive if the Government continues to see aviation as no more than a cash cow.
The high cost of operating air services in Canada is affected by many factors, a significant portion of which are fees and charges added directly to the price of tickets or indirectly through fuel excise taxes, carbon taxes, airport taxes, regulatory costs, outrageous APPR compensation and charges, and non-subsidized services. These cumulative costs make it impossible for airlines to offer competitive services in Canada, compared to other markets, or other modes of transportation.
The Canadian market is huge geographically but with a relatively small client base, making it very difficult to operate efficiently. Although that is the case for all of Canada, the north is
particularly impacted by that reality. Competition in the north is greatly limited by a number of factors, a major one being the limited number of paved runways and limited availability of runway infrastructure such as high intensity runway approach and taxiway lighting etc., which really limits the type of aircraft that can be used. With the gradual but steady withdrawal of Boeing 737-200 Series equipped for operations on gravel runways, smaller less efficient aircraft must be used to service those communities. Given their smaller payloads, more of the smaller aircraft are needed, which means more pilots and maintenance personnel, none of which are readily available. Government investment in airport infrastructure in the north is long overdue and badly needed.
Canada is served by carriers of all sizes, all of which play an important role in the connectivity, both domestic and international. Policies should not be drafted with only the largest carriers in mind but consider the smaller size, structure and complexity of the other carriers in the air transport mix serving Canadians.
The key to promoting greater competition in the Canadian airline industry is a thorough understanding of our air travel industry needs, infrastructure and market. The various segments of our industry require made-to-measure policies tailored to their size, complexity and potential to provide the air service Canadians need and deserve. It would be disastrous to once again suggest that cabotage is an option for air travel in Canada. That would literally be a quick death sentence for the airline industry in this country and the thousands of direct and indirect jobs it supports.
How can Policymakers Further Support Consumers When Shopping for Airfares?
The concept of low-cost carriers is unsustainable and an impossibility in Canada if we continue to operate solely on a user-pay model. Imposing the cost of aviation security, airport infrastructure and air navigation solely on passengers and airlines just adds to making this country a high-cost market.
The Government must develop a greater knowledge of the structure and fabric of our industry and its vastly different components if it is to act as a significant stakeholder in a collaborative effort to increase competition in Canada. It must recognize that some of the market segments are just too small to sustain greater competition and must be supported by Government to ensure reliable service and accessibility for its citizens.
John McKenna President and CEO
Air Transport Association of Canada
Keepers of the craft
Whenever I enter a high school class to discuss careers, the first question I ask is, “Name me a career in aviation.”
Inevitably, the first career students call out is, you guessed it, “Pilot.” The second, “Flight Attendant.” The third, “Air Traffic Control.” Slowly, the hands go down and I try to coax them for more answers. “Any other professions you can think of?” I'll get, “the people who fuel them?” or “the people who put the bags on the plane?” Then I come right out and ask, “Who do you think fixes them?”
Why is it important to be part of a professional association, the Aircraft Maintenance Engineer Association to be specific? For starters, the association promotes our profession as a viable career choice. Recently, in the media, the profession of an Aircraft Maintenance Engineer (AME) was under the public eye as WestJet AMEs went on strike for what they deemed a fair contract. Regardless of the details of that contract, what we began to see was all AMEs come out from below wing and reinforce the importance of our profession, from rotarywing to fixed-wing, M1 and M2, unionized and non-union workers alike.
This is also where many people came to realize Canadian Aviation Regulations, CARs 605.85: “No person shall conduct a take-off in an aircraft or permit a take-off to be conducted in an aircraft that is in the legal custody and control of the person, where that aircraft has undergone maintenance, unless the maintenance has been certified by the signing of a maintenance release…” and the spotlight was shone on the legal responsibilities of who shoulders the signing of the maintenance release.
While many AMEs are represented within their companies by unions, the importance of joining the AME association is still relevant as it represents all Transport Canada AME License holders during government meetings focused on our profession. This is important when it comes to safety concerns that affect our entire profession. While the union or company committee within an organization only represents the concerns of workers who are within their Approved
Maintenance Organization (AMO).
The national association, Aircraft Maintenance Engineers of Canada (AMEC/TEAC), consists of the six regional associations. This is a united voice in communications with Transport Canada and TCCA. One example of their voice can be seen the allowance for a special change that extended “recency” of the license from six in 24 months to six in 30 months, which preserved many AME licenses when they were furloughed or laid off during the pandemic.
As we all know, there is an AME labour shortage across the industry. The AME association promotes our profession and mentors young and new AMEs, in addition to supporting them in the form of bursaries while attending an Approved Training Organization (ATO). Mentorship is so crucial to answer questions and concerns of new people in the field. It gives opportunity to have a diverse resource group by having members who are of different career paths that are license holders in the association.
Many of the six regional associations typically host an annual conference. These events are a wonderful networking opportunity to meet and/or reconnect with other AMEs and industry professionals. For the last several years, an exciting feature of the Ontario Maintenance Conference
has been the AME Skills Challenge where professional AME teams of three are assigned one student from a recognized ATO to compete alongside these engineers. Over the past few years, the student with the highest average score was awarded a Level 3 Type Endorsement course which will be incredibly valuable when entering the field. There are also cash prizes for the competitors on each of the top three placing teams.
The annual fees to join the association are $70 for AME license holders and $35 for both apprentices and students, which is a minor investment for the benefits of having our entire group represented and ensuring the next generation is supported.
I encourage all AME license holders and those entering the field to join their regional association so we can continue to shine the light on how important our profession is. I am excited for the day when I begin to discuss aviation careers in a high-school class and the first occupation students come up with is Aircraft Maintenance Engineer. | W
Jessica Burns is a licensed Aircraft Maintenance Engineer with 25 years of experience working at AMOs in Smithers, B.C., Yellowknife, N.W.T., and with multiple airlines in Ontario. She is currently a Professor in the Aircraft Maintenance Program at Centennial College.
Jessica Burns | guest columnist
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