WINGS - September - October 2016

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PERFORMING AT A NEW LEVEL

Canadian FBOs find bold ways to wow clients

Making quantifiable gains Wings/CBAA roundtable tackles key issues

Bombardier’s big stats

Analyzing the company’s BizJet progress

SEPT OCT 2016 CANADA’S NATIONAL AVIATION MAGAZINE

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UPFRONT 4 Leading edge

It's all in the numbers

8 On the fly

News and opinion

12 Alternate Approach Vector not small potatoes for P.E.I.

14 At the Gate

Enhancing the aerospace engine

16 Glidepath

Establishing an identity

BACK 43 MRO Directory 59 Marketplace 62 On final

When is an airline not an airline?

Bombardier’s business jet forecast has some distinct positives for North America. P.36

FEATURES 18 PERFORMING AT A NEW LEVEL Canadian FBOs find bold new ways to wow clients

BY MATT NICHOLLS

From top: Vector not small potatoes for P.E.I. p. 12 Establishing an identity p. 16

24 GR8 EXPECTATIONS FOR DASSAULT’S FALCON 8X

Dassault sets its sights on two Falcon 8X milestones

BY RICK ADAMS

28 MAKING QUANTIFIABLE GAINS

Economy, safety, perception of BizAv dominate CBAA/Wings roundtable

BY MATT NICHOLLS

36 BOMBARDIER BREAKS DOWN THE NUMBERS The 10-year BAA forecast still notes a bright future for bizjets

PHOTO: BOMBARDIER

BY BRIAN DUNN

COVER PHOTO: SKYSERVICE

WWW.WINGSMAGAZINE.COM

September/October 2016 | WINGS

3

LEADING EDGE | By Matt Nicholls

It’s all in the numbers

New economic impact study helps promote Canadian BizAv

A

5 4

that demonstrate the real-world value of business aviation and how companies across Canada are using business aircraft as concrete corporate tools, showing how it can be used as catalyst for growth. It’s important data for sure and as CBAA president Rudy Toering notes it gives thought leaders and policy makers something concrete to chew on.

“Right now we are being threatened by new taxation rules that are already causing people to delay or cancel aircraft purchases,” Toering says. “We can demonstrate that this could lead to a loss of almost 13 jobs and morethan$800,000inwagesforeveryaircraft that ceases operation. Since business aircraft operate out of every province and territory,

TOP DATA BURSTS… in this issue

1. Bombardier bought bankrupt Learjet in 1990 for $146 million. (Pg. 8). 2. P.E.I.’s Vector Aerospace is a $405 million a year business that drives more than 1,300 jobs.

(Pg. 12) 3. 40,000 : The number of people employed in aerospace in Quebec. (Pg. 14). 4. Each business aircraft in Canada generates 12.4 jobs and $820,000 in wages. (Pg. 28). 5. Bombardier delivered 31 business aircraft in the first quarter of 2016 valued at US$1.303 billion. (Pg. 36).

WINGS | September/October 2016

the government is putting high-wage employment at risk everywhere.”

While the raw data is a critical step for the CBAA in determining the scope of business aviation in Canada, promoting it and getting it in the face of government officialsisequallyimportant.Onthispoint,CBAA members are actively sharing the data with officials at all levels to help educate and inform.

“The study has been a game-changer: I find politicians and bureaucrats are much more receptive and are taking our issues far more seriously than they have in the past,” Toering shared at the recent Wings/CBAA roundtable in Calgary (see “Making quantifiable gains,” pg 28). “We will have a full French and English version of the study for the first time. We are also sending the study to every MP in Canada; there will be a very wide distribution. We are also meeting with the NBAA and IBAC to work together to help create a strategy of how to use the information and enable members to proudly talk about the role of BizAv.” These are all great initiatives that effectively illustrate how the numbers game can help legitimize and drive economic growth – a home run for BizAv indeed. | W

“I find politicians and bureaucrats are much more receptive and are taking our issues far more seriously.”

@Wings_Magazine WWW.WINGSMAGAZINE.COM

PHOTO: MATT NICHOLLS

s a longtime baseball junkie, I’ve been fascinated by how statistics legitimize and evaluate values of pretty much everything under the sun – numbers to size up specific players, the value of organizations, even how the media shapes its coverage around what “nuggets” of information it chooses to highlight or ignore – often the former.

And we’re talking everything here: hits in night games; strikes under the lights; batting average against lefthanders on the road; heck, even a pitcher’s success rate when he eats chicken the night before the game. You get the idea.

In terms of business aviation in Canada, the numbers game has never really been a critical part of the industry’s mandate, and frankly, the lack of data – and the polite Canadian demeanour of many organizations to play down the importance of corporate flight departments – has hurt this key industry segment.

It’s difficult to justify one’s existence to various levels of government when competing with other key players – i.e. the commercial aviation segment for instance – when you just don’t have the ammunition. This has been an ongoing challenge for the Canadian Business Aviation Association (CBAA), but now, there’s a ray of hope: the association has legitimate numerical data to justify the scope of what the Canadian business aviation industry is all about.

The association’s recently released 2016 EconomicImpactofBusinessAviationinCanada is an important study that measures the importance of Canadian BizAv. The numbers tell the story: $5.1 billion in GDP, $730 million in taxes, and a significant player in generating jobs and taxes nationwide. According to the report, one corporate jet in Canada generates 12.4 jobs, $820,000 in wages and $2.9 million economic outputs every year.

The CBAA also has 13 case studies in tow

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OUR SIGHTS ARE SET HIGHER B U S I N E S SAI RCR A F T. B O M BAR D I E R .CO M

Bombardier, Learjet, Challenger and Global are trademarks of Bombardier Inc. or its subsidiaries. © 2016 Bombardier Inc. All rights reserved.

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THE LEAD BUSINESS AVIATION OPERATIONS NEW AIRCRAFT

THE LEAD

IS LEARJET FOR SALE? With dwindling sales, oversupply in the sluggish light business jet market and no new products in the pipeline, speculation is ripe that Bombardier may soon put its Learjet business unit up for sale. Textron Aviation, holder of the Cessna and Beechcraft brands, is the most likely buyer. But the price is something of a moving target.

2016 continues to be a transition year at Bombardier. The C Series jetliner program is ramping up from research and development to production and revenue generation, and the company is readying the Global 7000, its next generation ultralong range business jet, for first flight later this year. The future of its stable mate, the shorter range Global 8000 is less clear.

The airplane and train builder has raised more than $3.23 billion (US$2.5 billion) in the last 12-months through the sale of 30 per cent of its rail business to pension giant Caisee de depot et placement du Quebec; the Quebec government’s investment for 49.5 per cent of the C Series program; and acquisition of the amphibious water bomber unit by Victoria-based

Viking Air for an undisclosed amount.

Bombardier bought bankrupt Learjet in 1990 for $146 million (US$113 million. Analysts suggest the business could bring in between $323 million (US$250 million) and $969 million ($750 million) depending on Textron’s plans for the company, and the terms of aftermarket service and support for the approximate 2,400 Learjet airplanes in operation worldwide.

Bombardier pressed the pause button on the carbon-fibre composite Learjet 85 last year to focus on the Global 7000 and bringing the C Series to market.

And while deliveries of Challengers and legacy Globals are on target for 2016, the market for the Learjet 70/75 remains soft.

Only six Lears were delivered in the first half of 2016, versus 14 jets over the same period last year. As Wings went to press, Bombardier suspended production of its Global production line in Montreal after missing its light rail transit obligations.

“There is an oversupply in the market, especially for light business jets,” Alain Bellemare, Bombardier’s chief executive told analysts in August. Indeed, Learjet has lost significant market share to both Cessna and Brazil’s Embraer, also considered a potential buyer for Lear. “We are going to continue monitoring this and make sure we continue pushing sales and see where it goes.”

Bombardier is expected to compete more aggressively on price, although some analysts believe a more likely scenario is to exit the light jet market altogether, and

focus on the core of the business aviation product line, higher value large cabin and ultra-long range airplanes.

“We think divestiture is an increasingly plausible option,” Cai von Rumohr, a senior aerospace analysts with New Yorkbased Cowen Group said in a research note reported on in The Globe and Mail.

“Because Bombardier doesn’t plan any new Lear models, Lear’s revenues and profits will be in a long-term slide as the in-service population [of aircraft] declines, with the value of its business also eroding over time.”

So what is in it for Textron? Both Cessna and Learjet are based in Wichita. Textron, which invests heavily in developing new products, could re-launch the Learjet 85, update the 70/75 line or, as more likely the case, use aftermarket support to upgrade existing Learjet customers to the latest model Cessna aircraft.

Air Sprint president and CEO James Elian poses with his newest baby, the Embraer Legacy 450.

BUSINESS AVIATION

Bombardier has pulled back on its Lear program in the past year to focus on the C Series and Global programs.

8

WINGS | September/October 2016

The Embraer Legacy 450 has broken into the Canadian marketplace with an order for up to 12 aircraft by Calgary-based AirSprint Private Aviation, Canada’s largest fractional operator. The order was announced at this year’s Canadian Business Aviation Association (CBAA) annual convention and exhibition, and was described by Marco Tulio, chief executive WWW.WINGSMAGAZINE.COM

PHOTOS: MATT NICHOLLS

AIRSPRINT CEMENTS ITS LEGACY

of Embraer Executive Jets as an “important milestone” in the Brazilian builder’s Canadian growth trajectory.

“AirSprint customers will be the first in the country to benefit from the true innovations that the Legacy 450 brings in terms of comfort, performance, efficiency and availability,” he said at the CBAA convention, where Embraer was also showcasing its popular Phenom 300 light jet aircraft.

The deal, with a list value of $259 million (US$198 million) includes a firm order for two aircraft, with purchase options for an additional 10 airplanes. AirSprint currently operates a mixed fleet of 13 Cessna Citation jets. The mid-light Legacy 450 entered service in late 2015. Deliveries of the first two aircraft to AirSprint will begin as soon as the aircraft is awarded type certification by Transport Canada (TC), which is expected to happen in the fourth quarter of 2016. Initial delivery dates for the 10 optioned aircraft could start as early as the first quarter of 2017.

“The Legacy 450 is an exciting an important addition as we grow and evolve our fleet of aircraft, said James Elian, president and chief operating officer of AirSprint. “With the addition this fall, we will be able to enhance [fractional owner] experience by providing faster, non-stop access to further away destinations.”

Elian told the Calgary Herald that while private jet use has declined in Alberta, there is growing demand for the fractional business model from individuals who can no longer afford their own jet. “People who typically would own a whole airplane are turning to companies like AirSprint to own a fraction of a plane instead, and we’re seeing that as a current growth market for Alberta.”

PHOTOS: EMBRAER (TOP); BOMBARDIER (BOTTOM)

EMBRAER LAUNCHES FASTER PHENOM Brazilian airplane builder Embraer used Oshkosh as the stage to launch an upgraded version of its popular Phenom 100, entry-level business jet. The faster Phenom 100EV features an upgraded avionics suite and superior hot and high performance, tailor-made for its two launch customers: Across, a Mexican premium business aviation service provider, and Emirates Flight Training Academy, a new training academy operated by Emirates Airlines to address a growing demand for pilots.

“The Phenom 100 revolutionized the entry-level segment when it set new WWW.WINGSMAGAZINE.COM

The Embraer team has reason to smile as it has launched a new, faster Phenom 100EV.

standards for comfort, performance and operating costs,” said Marco Tulio Pellegrini, chief executive of Embraer’s executive jet division. “The new Phenom 100 EV will deliver even greater performance and operational capability while preserving its low operating and maintenance costs.”

The 100 EV will be powered by two modified Pratt & Whitney Canada PW617F1-E engines, with 1,730 pounds of thrust, reaching a 750 kilometre an hour cruise speed and up to 15 per cent more thrust at hot-and-high airports, which equates to more range and a faster time to climb.

The cockpit features an upgraded advanced man-machine interface of the touchscreen-controlled Prodigy Touch flight deck, based on the Garmin G3000, with larger HD displays, split screen capability and a new weather radar. Behind the cockpit the roomiest cabin in its class will also evolve, incorporating interior enhancements such as a new floor sill, featuring a straight-line design to increase the aisle area.

The Phenom 100 is nearing the 350 aircraft milestone, with the jet operating in 37 countries. Across and Emirates order for seven and five 100 EVs respectively are conversions from the 100 version. The Dubai-based training academy has options for a further five aircraft. The $6.48 million (US$4.95) 100 EV is expected to enter service in the first half of 2017.

OPERATIONS

VIKING BUYS AMPHIBIOUS PROGRAM FROM BOMBARDIER British Columbia’s Viking Air has bought Bombardier’s amphibious water bomber business for an undisclosed amount. The deal includes manufacturing rights for the Bombardier CL-415 and earlier CL-215 and CL-215T aircraft, and product support, parts and services for the approximately 170 water bombers in service with 21 operators around the world.

“This acquisition expands Viking’s capabilities in product support and pats into another vital niche aviation segment, and ensures that a unique and important Canadian innovation stays in Canada,” said David Curtis, Viking’s chief executive. Indeed, the program had become too “niche” for Bombardier, which has seen demand for water bombers slow to a trickle in recent years. No amphibious aircraft have been produced since December 2015, when Bombardier hit the pause button on the program. The number of amphibious aircraft employees has dwindled from a peak of 200 to 50.

“While the amphibious aircraft program is part of our long history, this divestiture positions Bombardier to better focus on our core, higher growth businesses: business jets, commercial aircraft and rail

The CL-415 water bomber gives Viking Air a proven winner in the aerial firefighting space.

September/October 2016 | WINGS

9

ON THE

FLY

transportation,” Alain Bellemare, Bombardier’s chief executive said.

Viking Air has had a long-standing relationship with Bombardier, which began with manufacturing spare parts for legacy de Havilland Beaver and Otter aircraft. In 2006, the company breathed new life into the out-of-production DCH6 Twin Otter program, by purchasing the manufacturing rights and launching the 19-passenger Twin Otter Series 400. More than 125 new aircraft have been sold to 29 countries worldwide. At this year’s Farnborough Air Show, Viking announced delivery of its 100th Series 400, to sister company Pacific Sky Aviation, where it will be used as a factory demonstrator.

Also at Farnborough, Viking and Pacific Sky announced the world’s first full flight simulator to feature a seaplane configuration, using the Series 400 aircraft as the launch platform. The simulator will be installed later this year at Pacific Sky’s training facility in Calgary.

Viking is expected to re-energize the

10 WINGS | September/October 2016 DTI_SEPT_BAS.indd 1

amphibious aircraft program much the same way, although it is unclear if it will produce new airplanes in the future.

Bombardier’s final CL-415 is expected to roll of the production line in December.

“Viking Air is the perfect successor to continue to build the value and reputation of the program while ensuring the sustainability of the fleet,” Bombardier said in a statement.

The Bombardier CL-415 – also known as the SuperScooper – needs only 12 seconds to scoop its 1,637 litre load while skimming at high speed over water, and is considered the best aerial firefighting aircraft in the world. While primarily a firefighting aircraft, the CL-415 also have multi-mission capabilities, including for uses like maritime patrol and search and rescue (SAR), giving Viking a broader platform to work with.

With proper maintenance and support, the existing global water bomber fleet is expected to remain in service for decades. Viking will support the

worldwide amphibious aircraft program from a newly acquired and specially repurposed 50,000 square foot facility at Calgary International Airport. Viking’s existing facility at the airport will also be repurposed to accommodate Twin Otter activities, as well as the addition of the amphibious aircraft program.

NEW AIRCRAFT

TEXTRON INTRODUCES THE NEW DENALI One year after announcing it would bring a clean-sheet, single engine turboprop (SETP) to market, Textron Aviation has taken the wraps off the single-pilot, four passenger Denali. The name is intended to capture the rugged, yet refined qualities of a high-performance, single-engine turboprop aircraft.

“The Cessna Denali will enter the market as the superior aircraft in its

WWW.WINGSMAGAZINE.COM 2016-09-06 10:40 AM

Cessna has introduced the new Denali turboprop, aimed as an upgrade for single-piston owners.

speed of 327 kilometres per hour and a range of 2,963 kilometres. “Simply put, no aircraft in this class even comes close to the Cessna Denali. We are confident the Denali will quickly rise as the leader

PHOTO: TEXTRON AVIATION

segment,” said Kriya Shortt, senior vice president, sales and marketing for Textron Aviation.” The Denali will be powered by a new GE Aviation advanced turboprop engine (ATP), with a cruise

in the high-performance, single-engine turboprop market.”

Textron showcased a mockup of the Denali’s flat floor cabin, designed to be the largest in its segment and will offer the versatility to easily convert between passenger and cargo configurations during the Experimental Aircraft Association AirVenture at Oshkosh, alongside a mockup of the GE turboprop engine. The aircraft will also feature an aft cargo door for loading large cargo and ideal for use in many special mission applications.

“The Denali is already garnering interest and commitments because of its winning combination of features, including class-leading performance and ownership costs, as well as the widest and most comfortable cabin in its segment,” Shortt said.

Textron has begun taking letters of intent for the $6.3 million (US$4.8 million) Denali. GE’s family of ATP engines will be developed and built in the Czech Republic. The program is aiming to achieve first flight in 2018. | W

WWW.WINGSMAGAZINE.COM

September/October 2016 | WINGS

11

ALTERNATE

APPROACH

By David Carr |

Vector Aerospace making waves in P.E.I Leading Canadian aerospace firm celebrates 25 years of influence

I

t has been described in a recent CBC report as the most successful closure of a military base in Canadian history. The 1989 shuttering of CFB Summerside in Prince Edward Island set a course for a high-value aerospace industry. “There was no centre in this part of the world that was totally dedicated to repair and overhaul of aircraft,” Cliff Campbell, a co-architect of P.E.I.’s aerospace strategy told the CBC. Today, aerospace and defense is P.E.I.’s fastest growing industrial sector, and its second largest exporter; a $405 million a year business that drives more than 1,300 jobs, the bulk of them homegrown talent.

At its heart is Vector Aerospace, the second largest private employer on the Island after frozen potato products giant Cavendish Farms, and one of two aviation companies that saw potential in a rag tag of huts and hangars abandoned by the military.

“There was significant pressure on the federal and provincial governments to do something with the infrastructure that was left behind,” Jeff Poirier, president of Vector’s Engine Services – Atlantic division, headquartered in Summerside tells Wings. The pressure was picking up speed about the time Air Atlantic, a Newfoundland-based airline, was casting about for a location to perform engine maintenance on its fleet of Dash 8 turboprops.

In 1991, Atlantic Turbines Incorporated (ATI) opened for business at Slemon Park, the new industrial park that had risen from the ashes of the air force base; its neighbour was a subsidiary of Allied Signal, now part of Honeywell. Poirier, a native Islander, joined the company in 1993, straight out of Holland College in Summerside. He has watched the company grow from 35 employees servicing up to 20 engines a year to approximately 475 employees overhauling the same number of engines every week. The turning point came in the early-1990s when ATI grew out of an exclusive contract with Pratt & 12 WINGS | September/October 2016

weather closes the bridge we can lose up to 14 hours. One thing that sets us apart from our competition is the speed of which we turnaround engines.”

Another challenge is skills. Vector has an impressive 98 per cent retention rate and is named one of the best places to work in Atlantic Canada. In 2000, after almost doubling its workforce overnight, the company partnered with Holland College to build a course on gas turbine basics. Approximately 85 per cent of the workforce are Holland College graduates and Vector snaps up a high percentage of new grads each year.

Still, the pressure is on to backfill a pending wave of retirements and supporting growth while Slemon Park, now a provincial Crown corporation, redevelops to cash in on opportunities such as the global demand for military defence training.

About 90 per cent of Vector employees are Islanders or Islanders who have returned for the work. “There is no other MRO shop that can compete with Summerside,” Poirier reflects. “It is a culture that is very difficult to replicate. It really comes down to the 475 team members that are here in Summerside.” | W

Vector has an impressive 98 per cent retention rate and is named one of the best places to work in Atlantic Canada.

Whitney Canada and could perform third party work.

The Atlantic division accounts for about 40 per cent of Vector’s global network, and is the top performer among four divisions.

Vector has gone through five expansions at Slemon Park, including this year’s opening of a new engine test cell capable of supporting turboprop engines producing up to 5,000 shaft horsepower.

Whereas the U.S. once accounted for 90 per cent of billings, revenues are more evenly spread, with 40 per cent of work coming from outside North America, mostly Africa and the Australia region.

Ease of logistics has made P.E.I. less of a geographic challenge. Engines can be flown in from almost anywhere in the world within a couple of days. It’s a marked change from the ’90s when Vector had a dedicated trucking company shuttling engines to the mainland; or pre-Confederation Bridge days when workers relied on the ferry service with everything timed around when the next boat was leaving.

There are still logistical challenges, Poirier admits. “Even now when extreme

David Carr is a Wings writer and columnist.

WWW.WINGSMAGAZINE.COM

AT THE

GATE

By Brian Dunn |

Enhancing the aerospace engine

Quebec government makes stronger commitment to boosting the industry

14 WINGS | September/October 2016

their transition towards more automated manufacturing methods.

For several years, the major aerospace players like Pratt & Whitney Canada, Bombardier and CAE, have simplified their supply chains by reducing the number of companies they deal with. They prefer dealing with Tier 1 suppliers who can offer integrated solutions and share in the financial risks of developing new products.

In Quebec, most of the 190 players in the sector are too small to qualify. In order to increase that number, Quebec needs to attract more foreign companies to open manufacturing facilities in the province, said Anglade.

About $150 million will be used to attract foreign Tier 1 companies, targeting major players like UTC Aerospace Systems, Rockwell Collins and Honeywell.

SMEs in Quebec’s aerospace sector are competing against companies in low-cost countries and must invest constantly to stay in the game.

Quebec will continue to come to their aid in this regard. It also wants SMEs to consolidate their operations like the recent acquisition by Sinters of America of Boucherville of DCM Aéronautique of Boisbriand with the financial support of Investissement Québec.

Quebec is also hoping to reap major economic spinoffs in value-added work from Ottawa’s planned purchase of $50 billion worth of military equipment, including search-and-rescue (SAR) aircraft, between now and 2020, which could be worth several billion dollars.

In 2014, the latest figure available, Quebec’s aerospace industry employed 41,750 workers, had annual sales of $13.8 billion and accounted for 12.8 per cent of Quebec’s total exports. | W

The province currently has only 10 companies that meet the definition of Tier 1 suppliers to the industry.

which is expected to generate economic spinoffs of about $2.8 billion. An earlier government aerospace strategy dating back to 2006 pumped $700 million into the sector.

Jim Quick, president and CEO of the Aerospace Industries Association of Canada (AIAC), was ecstatic with the announcement.

“Quebec is home to the third-largest aerospace cluster in the world, and home to global industry leaders such as Bombardier, Pratt & Whitney Canada and more,” Quick said. “The aerospace activity that takes place in Quebec directly impacts the Canadian supply chain, and it helps to drive the many contributions that aerospace makes to our Canada’s economy, trade and innovation.”

About $9.5 million of the new government funding and a matching amount from the private sector will go towards supporting Aéro Montreal’s MACH FAB 4.0 initiative designed to strengthen the supply chain structure and companies involved in it by creating special collaboration among customers and suppliers.

It will support 50 small and medium- Brian Dunn is a Wings writer and size companies (SMEs) in the sector in columnist.

WWW.WINGSMAGAZINE.COM

PHOTO: QUEBEC MINISTRY OF ECONOMY, SCIENCE AND INNOVATION.

Q

uebec considers aerospace as important to its economy as the automotive sector is to Ontario and the reason why provincial cabinet minister Dominique Anglade recently unveiled the government’s new blueprint for development of the industry over the next decade.

The aerospace industry in Quebec employs more than 40,000 highly-paid workers in a sector that’s a research leader, she recently told a meeting of the Montreal Council on Foreign Relations.

The government needed a new aerospace strategy because the industry has evolved significantly in the last decade, said Anglade, Minister of the Economy, Science and Innovation.

In addition to trying to attract more industry leaders to the province, Quebec will attempt to interest foreign suppliers and help small businesses here adapt, modernize and expand to take a bigger role in the aerospace supply chain, not just in Quebec but internationally.

The province currently has only 10 companies that meet the definition of Tier 1 suppliers to the industry. Another 180 companies serve as subcontractors.

Anglade said there has been a lot of consolidation in the supply chain and smaller companies have been squeezed out of direct contact with the major manufacturers.

Quebec wants to help small companies muscle their way back in by getting larger.

It intends to boost spending on manpower training for the industry and efforts also will be made to bolster the security and defence sectors and to develop a growing category, drones.

Quebec pledged $500 million over five years for the aerospace industry in its last provincial budget and also agreed to invest US$1 billion in Bombardier’s C Series jet program. Anglade called it, “our responsibility to develop this kind of initiative,” as an example of Quebec creativity.

Quebec will also give $250 million in direct aid toward expanding and diversifying the province’s aerospace industry.

Another $260 million will be offered in the form of loans and loan guarantees,

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Establishing an identity

Abbotsford is a growing hub of aerospace activity on the West Coast

I

16 WINGS | September/October 2016

Conair’s next step is to establish a Wildfire Training and Simulation Centre at Abbotsford in partnership with CAE. and pilots of 75 years ago. Yet today, there are a handful of companies in British Columbia that are leading the way in developing and operating aircraft engaged in a modern-day struggle against an old foe, a battle that is being fought in just about every corner of the world: aerial firefighting.

Conair, with its headquarters on the west side of YXX, is a world leader in aerial firefighting and fire management.

As the legacy large air tankers have started approaching the end of their serviceable life, Conair has been a pioneer in adapting jet aircraft, specifically the AVRO RJ85 airliner into tankers.

The aircraft are operating in Australia, the U.S. and Canada and Conair’s next step is to establish a Wildfire Training and Simulation Centre at Abbotsford in partnership with CAE. Coulson Flying Tankers of Port Alberni may be best known for its Martin Mars, which recently stole the show at Oshkosh 2106, but there is much more going on. Coulson has been developing C-130 Hercules as air tankers, utilizing its own computerized “smart tank.”

They have been operating their C-130s in firefighting operations in Australia and North America, as well as their S-61 helicopters.

The company recently signed a

contract to design, manufacture and install tanking systems in seven C-130 aircraft for the U.S. Forest Service. In November 2015, Coulson signed a deal with Airbus to manufacture and install a version of the taking system in the Airbus 295, a deal that would see an expansion of the airport in Port Alberni to accommodate large aircraft, which would prove beneficial to both Coulson and the entire community.

In June, Viking Aircraft of Victoria announced it had acquired the Type Certificate for Bombardier’s CL-415 water bomber, another Canadian heritage aircraft. Having just recently delivered its 100th 400 Series Twin Otter, it will be interesting to see what Viking may have in store for future versions of the CL-415.

I suppose one day the government will make a decision on buying a new fighter jet for the RCAF and that would be a good thing. But let’s not lose sight of the heavy lifting that these three Canadian companies are doing around the world in aerial firefighting, year after year in a business that unfortunately is a growth industry. | W Paul Dixon is a freelance writer and photojournalist living in Vancouver.

WWW.WINGSMAGAZINE.COM

PHOTO: CONAIR

penned this column a few days before the 2016 Abbotsford International Air Show which this year featured both Boeing’s F/A-18 Super Hornet and Lockheed’s F-35 Lightning, the two leading contenders to replace the RCAF’s aging CF-18 Hornets.

It was an opportunity for the general public to get up close, have a good look and possibly even kick the tires, so to speak. Like shiny things everywhere, these shiny things that go fast and make lots of noise capture a vastly disproportionate proportion of attention. On the Thursday and Friday leading up to the Air Show, the annual Aerospace, Defence & Security Expo (ADSE) convenes in the exhibition hall in the shadow of the YXX control tower.

If you say “Canadian aerospace industry” to the average person, you will most likely get a wide range of blank stares in return. If you say Airbus or Boeing, most people know who built that airplane that took them on their last vacation. If ask them about the F-35 or the Super Hornet, how many will be able to identify Lockheed or Boeing as the manufacturer? Not too many and the overwhelming response for both commercial and military aircraft is that they are built outside of Canada.

The City of Abbotsford “gets it” when it comes to the aerospace industry. As the landlord, the city has been working hard to create the foundation that will make YXX an attractive proposition for new companies or existing companies that are ready to expand into the region.

Cascade Aerospace and Conair are two bookend tenants that are proof positive that local businesses can survive and thrive in the international marketplace.

With Canada’s largest rotary-wing flying school, Chinook Helicopters, on site there is always literally a buzz in the air.

These companies bring long-term, wellpaying jobs into the community and that is the long-term benefit to the City of Abbotsford.

The airport at Abbotsford was built at part of the Commonwealth Air Training Program. The fighter aircraft in the air and on the static line today are every bit as attention getting as were the planes

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The Regina Aerocentre captured this year’s Rising Star Award.

CANADIAN FBOS FIND BOLD NEW WAYS TO WOW CLIENTS

BY MATT NICHOLLS

C

oming home to the safety, security and comfort of your grandmother’s house. If there’s one analogy that best illustrates the way fixed based operators (FBOs) in Canada strive to meet the needs of their customers, this just might be it. At least that’s the take of Wes Ramsay, chief operating officer of Saskatoon, Sask.-based Kreos Aviation.

Ramsay knows of what he speaks. Kreos is one of the lucky recipients of a 2016 Wings magazine FBO award as the top FBO in Central Canada (see “Leading the charge,” page 22).

The immaculate, quaint oasis at the Saskatoon International Airport has captured the Central Canada award before and obviously the team has a sound grasp of what grandma’s house is all about.

“To me, it’s a great analogy,” Ramsay told Wings. “People will always remember how

18 WINGS | September/October 2016

you made them feel. When they walk into Kreos, this is how I want our clients to feel.

We have the opportunity to make them feel like it’s Grandma’s house – and that is pretty cool. You know why customers keep coming back? It’s because there is always apple pie at the end of the road.”

Standards are exceedingly high in the FBO business, where even the smallest details are recognized, scrutinized and demanded by the pilots, crew and, of course, the many high wealth individuals and business executives who prefer the unique confines and services an FBO provides over the hassles and cattle calls of commercial travel. In business aviation, time is money, and convenience, service excellence and attention to detail keeps clients coming back for more. Of course, a little apple pie doesn’t hurt either.

It takes a special kind of employee to deliver consistent service excellence, and as Ramsay points out, all the training in the world can’t instill the right attitude and commitment that is needed – the right “Kreos employee” just seems to get it.

“Sometimes it’s not easy to find the right people for this kind of a role,” Ramsay said.

“Every person that works in our industry or specifically at Kreos has an effect on every other person and all of our stakeholders. It

sounds cliché, but they have to be the right fit – committed to top service and really add value.”

Sherry Franks, FBO manager for Kreos Aviation, says the key is to cross-train and fully understand the nuances of the business.

From ramp duties to maintenance to fuel needs and more, a diverse knowledge base is extremely valued. That knowledge comes from asking questions, going above and beyond the said responsibilities, essentially committing to a higher level of dedication that can’t be taught.

“A lot of our employees don’t have an aviation background or experience,” Franks said. “It’s knowing what clients want and being consistent in wanting to know them on a personal level. We do not have a consistent turnover, and I think that reflects on what we are achieving here. The question becomes, how can we develop that person in a personal and a professional way. It is more about continual development, not starting training from the beginning.”

The Skyservice way: a successful way Refining the training process and working with employees to develop essential skills unique to the FBO environment WWW.WINGSMAGAZINE.COM

PHOTO: REGINA AEROCENTRE

PERFORMING AT A NE

The team from Skyservice Montreal celebrates its top ranking in this year’s survey.

PHOTO: SKYSERVICE

EW LEVEL has helped Skyservice Business Aviation continually deliver top service to its clients at all of its Canadian FBO properties.

Once again this year, Skyservice dominated the Wings FBO survey, garnering a plethora of top awards.

Three Skyservice properties – Skyservice Calgary (Western Canada), Skyservice Toronto (Ontario) and Skysevice Montreal (Quebec) – captured regional honours, with the latter property winning the prize of top FBO in Canada for the second straight year. And yes, the award was enough to prompt Skyservice vicepresident, Eastern Region, Lyne Barbeau to break into her happy dance.

“It’s nice because the team works so hard in a market that is not always easy. This goes a long way for thanking the team for their hard work, and thanking our customers as well,” Barbeau said.

While winning the top honour in the FBO report is a great achievement for her team, Barbeau is quick to point out that resting on their laurels is hardly something that enters into the equation. The team is always trying to refine processes to ensure clients receive maximum attention and service excellence. “We never take anything for granted,” Barbeau said.

WWW.WINGSMAGAZINE.COM

“It’s a constant effort to ensure that you are delivering the best for your clients.

We are always looking for new ways to wow them.”

So, how does Barbeau up the ante for her customers? Ironically, it comes down to a little help from her friends. Barbeau routinely visits other FBOs and related hospitality management properties to borrow ideas that might make her property a little bit more appealing.

“I was recently at another FBO and I noticed the baggage carts – what they were using, how they present themselves,” she said. “They have much more of the boutique hotel feel then just this large ramp.

So, when you start thinking about that boutique feel and how do you bring it to your day-to-day operations . . . it’s something really simple, but this is a great idea.”

Marshall Myles, president and director of Skyservice Business Aviation, noted that while Barbeau’s efforts to innovate and change things up at her FBO are impressive, the true secret to consistent client satisfaction starts and ends with people. Yes, price, value, amenities are critical, but the bottom line is always the people providing the service. Skyservice has a variety of long-term, established FBO employees at all properties

who make the process that much easier.

“We are very lucky that the rates of turnover at our organization are very low,” Myles said. “We are always looking for ways to grow the business, so we need people that fit into the culture, that work in a crazy environment, put service first and do so as a team player. They need to be friendly and low key . . . it is such an honest and private business. We want people to become successful and we have worked hard to ensure the turnover rate is low.”

Skyservice Calgary general manager Darryl Golbeck agrees and feels regular team meetings and interaction is important to achieve desired results. It’s all about anticipation and execution.

“The important thing is to challenge people,” Golbeck said. “You need to interact with your customers and anticipate their needs.

For example, we have sent so many clients into the mountains to Drumheller to see the dinosaurs. It’s not just about parking their airplane and fuelling it. It’s how can you take their experience beyond that.”

A bold new look and feel Improving amenities is another way to keep clients coming back. And while challenging economic realities have made September/October 2016 | WINGS 19

this a trickier proposition, Myles notes that “the bucket under the sink” strategy is not the way his company is run – nor will it garner the results Skyservice is trying to achieve.

“Two weeks ago my wife and I were at a really beautiful restaurant,” Myles said. “I go into the washroom and there is a bucket.

Dinner is going to cost probably $250 and these guys have a bucket under the sink? I mean, really?”

The impending arrival of World Fuel Services at Skyservice’s Canadian FBOs is a case in point. World Fuel entered into a

long-term agreement with Imperial Oil in the spring to become a wholesale distributor for general aviation fuel in Canada and will soon be flying its banner at Skyservice properties.

“World Fuel is a very progressive company. They are looking forward to being in the Canadian market, and we are looking forward to working with them,” Myles said.

“Imperial Oil has been a very good landlord and partner over the years, but they are exiting the business. World Fuels would like to grow their business, so their perspective is very different.”

Skyservice also has a number of projects planned for its winning properties over the next several months including getting a new electric tug in Toronto, fixing the roof in Montreal and general repairs and enhancements in Calgary. It’s all aimed at keeping clients comfortable and content.

“If the AC breaks, we fix it,” Myles laughs.

“We don’t put the bucket under the sink and let it go for two years.”

Maintaining a strong front: survey dynamics SERVICE EXCELLENCE, identifying customer needs, offering flexible price and maintenance points – all are key drivers when it comes to creating an FBO that delivers a highend experience. The Wings annual FBO survey was designed to identify properties that deliver on these important value propositions. For the seventh consecutive year, we asked readers to identify their top Canadian FBOs, fuel brands, and charge or credit cards. In an industry driven by service impressions as well as price, the survey offers a unique overview of the Canadian market and this market alone.

The survey was conducted online for six weeks in June and July.

Respondents were allowed the opportunity to select up to five FBOs and rank them based on everything from service and pricing to the various aspects of the venue. Respondents were asked for a rating on each section using a scale of one through 10 for such attributes.

With the end scores tallied, we then were able to see how the selected FBOs rated overall for their markets – both in the number of times they were selected and in the total scores by attribute. Of the 37 FBOs receiving votes this year, winners were selected region to region across the country – including a “Top 3” and a “Rising Star” award – and an overall winner was determined based on the total votes cast and related scores.

Once again, the survey illustrates that customers do remember their service experience – and when it is good, they feel loyal enough to comment. Congratulations to all of this year’s winners!

20 WINGS | September/October 2016 DE16-154 Congrats ad for Goose Bay WG_Irving_SeptOct16_CSA.indd 1 FBO.indd 1

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September/October 2016 | WINGS 21

Reaching for the SKIES Putting safety first The enhanced commitment to service excellence at the Canadian FBOs also revolves creating as safe an operation as possible. The aviation business is all about risk management and this point is not lost on the leaders of Wings FBO survey winners.

At Skyservice, for example, the addition of a comprehensive safety management system (SMS) several years ago has been instrumental in raising the safety envelope. A new health and safety officer has also been added.

“Accidents happen, hangars are full of planes, they’re moving around, there are various pieces of equipment, you are using dangerous equipment all the time, and nothing is more important than safety,” Myles said.

Graham Snell, general manager for SaskatoonandReginaAerocentres,concurs.Regina Aerocentre captured the “Rising Star” award in this year’s report. “Safety is always going to be a priority and you have a responsibility to ensure you create the safest environment possibleforyourclients,”Snellsaid.“It’sabout red carpet service for all clients – you treat the little guys the same as the big guys. Treating people with respect – it’s what it’s all about.”

Heady words, indeed but right on the mark. I’m sure Grandma would concur. | W

22 WINGS | September/October 2016 Untitled-12 1

THE TOP VOTE GETTERS IN THE 2016 WINGS CANADIAN FBO SURVEY

TOP FBO IN CANADA

Skyservice YUL (Montreal)

TOP FBO IN WESTERN CANADA (B.C., ALTA., Y.T., N.W.T.) Skyservice YYC (Calgary) TOP FBO IN CENTRAL CANADA (SASK., MAN., NUNAVUT) KREOS Aviation Inc. YXE (Saskatoon) TOP FBO IN ONTARIO Skyservice Toronto (YYZ) TOP FBO IN QUEBEC Skyservice Montreal (YUL) TOP FBO IN ATLANTIC CANADA (N.B., N.L., N.S., P.E.I.) Gateway Halifax (YHZ) RISING STAR AWARD Regina Aerocentre (YQR) MOST POPULAR FUEL CARDS • World Fuel Services/Colt • Visa • AVCARD • Avfuel • Multi Service

THE TOP THREE FBOS IN EACH REGION

TOP 3 WESTERN CANADA Skyservice (YYC) Signature/Airside FBO Partners (YEG) Million Air (YVR) TOP 3 CENTRAL CANADA Kreos Aviation (YXE) Saskatoon Aerocentre (YXE) Regina Aerocentre (YQR) TOP 3 ONTARIO Skyservice (YYZ) Skycharter (YYZ) Fliteline Services (YKF) TOP 3 QUEBEC Skyservice (YUL) AvFuel H-18 (YHU) Signature Montreal/Starlink Aviation (YUL) TOP 3 ATLANTIC CANADA Gateway Halifax (YHZ) Irving Goose Bay (YYR) Shell Torbay Aero Services (YYT)

POPULARITY OF BRAND of winners choose an FBO based on brand

66.7%

WWW.WINGSMAGAZINE.COM 2016-08-18 11:15 AM

YOUR VOTE MEANS THE WORLD TO US BEST FBO

#3 MONTREAL

BEST FBO

#2 EDMONTON

IN QUEBEC

WESTERN CANADA

When you visit an FBO, you want warm, friendly, prompt service, fair prices and a smooth transition to the next phase of your journey. We work hard every day to make sure that’s what you get. Thank you for taking the time to give us your vote of confidence in the Wings Canadian FBO Survey 2016. Your support motivates us to be even better in the coming year.

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GR8 EXPECTATIONS DASSAULT’S FALCO DASSAULT SETS ITS SIGHTS ON TWO FALCON 8X MILESTONES

BY RICK ADAMS

W

24 WINGS | September/October 2016

The flight deck of the Falcon 8X is truly a pilot's dream, with an intelligent, well-organized layout that is reminiscent of the Falcon 7X. To the pilot, the 8X should fly in almost an identical way as its 7X sibling.

available in both single and dual HUD configuration on the 8x, possibly by late next year, providing the same head-up views and data to both the flying and nonflying pilot. Dassault maintains that a dual HUD system will improve crew coordination and hopes it will become an industry standard approach.

The two-year test program has encompassed more than 250 approaches in all types of operating environments, including fog, mist, snow and other severe weather conditions, plus simulator tests.

Dassault developed the first operational HUD on its Mirage IIIB fighter. In the early 1970s, the Dassault Mercure short/medium-range airliner was the first civil aircraft to be fitted with a HUD. In 1993, they introduced the first business jet equipped with a head-up guidance system on a Falcon 2000.

Customer pilots will be able to train on the FalconEye HUD from mid-September when FlightSafety International’s first Falcon 8X full-flight simulator is installed at their joint venture training centre with Dassault in Paris at Le Bourget.

Falcon 8X Service Entry by Q4 A derivative of the popular Falcon 7X, the 8X program was a surprise announcement in May 2014 at the European Business Aviation Conference and Exhibition (EBACE) in Geneva, Switzerland. The new aircraft is one metre longer than the popular 7X. But more important is the range extension, which makes possible flights between city pairs such as London-Hong Kong, ParisSingapore, and Los Angeles-Beijing.

“We needed some significant extra range compared to the 7X to access some important city pairs with Asia mainly,” Frédéric WWW.WINGSMAGAZINE.COM

PHOTO: DASSAULT FALCON

ith EASA and FAA certifications in hand for the evolutionary Falcon 8X business jet, Dassault is focusing on securing approval this fall for two of the features which may help distance the aircraft from its Bombardier and Gulfstream ultra-longrange competitors: steep approach capability for short runways and the FalconEye head-up display (HUD) for low-visibility landings.

FalconEye is Dassault’s brand name for its revolutionary Combined Vision System (CVS), which they claim is the first HUD system to blend synthetic, database-driven terrain mapping with real-time, real-world thermal and low-light camera images into a single view.

“Even in clouds or low visibility, the pilot will have good situational awareness,” Dassault test pilot Tom Valette told Wings at the Farnborough Airshow in July. “He can see the context around him, especially the drawing of the mountains.”

Valette said the synthetic vision is applied to sectors that are distant from the aircraft with the infrared kicking in at closer range. The CVS essentially presents a monochrome green depiction of the runway in the below-the-horizon portion of the HUD and a computer-generated outline of mountains and other terrain above the horizon using an embedded synthetic database, much like a flight simulator.

The FalconEye system is equipped with a fourth-generation five-sensor camera that generates very high-definition images close to those on a military forward-looking infrared (FLIR). In synthetic vision system (SVS) mode, the camera displays a 30 x 40-degree field-of-view, one of the widest angles on any HUD, ensuring full coverage of the viewing area with no “tunnel vision” effects. Four of every five Falcon 8X customers have selected the CVS option.

Dassault says FalconEye will be made

S FOR ON 8X

“It will be transparent for the crew,” he said.

Dassault hopes regulatory authorities will eventually approve a common type-rating for 7X and 8X pilots.

Vadim Feldzer, who leads communications for the Falcon line, pointed out the Falcon 8X will offer “roughly the same performance” and “comparable cabin comfort” as other aircraft in the ultra-longrange category, but with less weight “which will require 35 per cent less fuel.”

Dassault maintains that a dual HUD system will improve crew coordination and hopes it will become an industry standard approach.

Cabin comfort, of course, is another major selling feature for transoceanic bizjets, and Dassault is touting a choice of more than 30 different configurations, including three different galley sizes (two with crewrest option for the three-member crew) and multiple lavatory layouts (including shower). Customers who choose a large entryway option will appreciate the openness and brightness of the area (thanks to two additional windows), a welcome change both when entering the aircraft and during long flights.

Feldzer said the Falcon 8X is much more fuel efficient than its competitors, about 15 per cent better than a Gulfstream G650 and even more compared with a Bombardier Global 6000. He explained the Falcon line are lighter in weight, thanks to the

Petit told Wings. Petit is in charge of the new Falcon 8X and all other Falcon programs with the exception of the Falcon 5X. Dassault limited the stretch to one metre so the new 8X would be able to keep the balanced field length (BFL) capability under 6,000 feet, enabling access to short fields such as London City.

Despite the extra metre, the Falcon 8X weighs the same, without fuel, as the 7X: 41,000 pounds. Dassault designers were able to reduce the thickness (by fractions of a millimeter) in some of the wing panels and ribs, saving about 600 pounds total. In addition to range, the lower weight causes the wing shape to flex in flight, which Petit says also improves performance. The 8X tri-jet will be powered by Pratt & Whitney Canada’s 6,722-pound thrust PW307D engines.

To a pilot, the 8X should fly almost identical to the 7X. Petit said the difference in aircraft size has been adjusted for in the control load and digital flight algorithms.

WWW.WINGSMAGAZINE.COM

guêpe, or wasp-shape design of the aft fuselage and tight integration of three small engines.

It has been said that Dassault Falcon business jets combine the soul of a fighter jet with the interior comfort of your personal bedroom suite. “If you are talking with pilots anywhere, they will tell you the real difference,” said Petit. “Handling qualities for Falcons are one of the benchmarks.”

Like the 7X, the 8X features fly-by-wire controls. “We pioneered this technology on fighters,” noted Feldzer. “Our airplanes have always been very optimized because we have the same engineers who are developing fighters that fly at Mach 2 with very high-performance, highly efficient aerodynamics.”

List price for the Falcon 8X is about US$58 million, or 10 per cent higher than the 7X. Feldzer said about two-thirds of the 8X customers to date are corporations, with another 20-30 per cent in the individual/entrepreneur category. Many have moved up from the 7X: “Our customers are very loyal. We took some customers from our competition as well,” said Feldzer.

Falcon 5X Engine Delay The clean-sheet, twin-engine, supermidsize Falcon 5X will not be in service until 2020, hampered by delays of the allnew powerplant: the 11,450 pound-thrust Silvercrest engine which is also French manufacturer Safran Snecma’s first business jet model. The engine has been in development for a dozen years, and draws on Snecma’s extensive commercial aircraft experience with the best-selling CFM56, of which more than 25,000 units are flying.

The Silvercrest engine design was frozen at the end of 2015, and Safran is in the

The FalconEye Combined Vision System (CVS) presents a seamless 40 x 30-degree head-up display (HUD) using an array of five sensors and augmented by a simulation-style synthetic database.

September/October 2016 | WINGS 25

“verification” phase, “which is now almost completed,” chief executive Phillipe Petitcolin stated in August. An initial test engine incorporating changes is expected to be assembled by the end of November.

In the first half of 2016, there were 11 cancellations of Falcon 5X orders, which Dassault blamed on the two-year engine delay. The Falcon 5X was announced in October 2013 at the National Business Aviation Association (NBAA) annual conference. It is now hoped that first flight will be in 2017 and engine certification the following year.

With a range of 5,200 nautical miles, the 5X competes with the 5,500 NM Bombardier Global 5000 and the 5,000 NM Gulfstream 500. The Falcon 5X sells for around US$45 million, compared to $43.5 million for the G500 and $49 million for the Global 5000.

Originally known as the SMS during its secretive pre-launch preparation, the 5X features the largest cross-section among Falcon cabins with a 6-foot-6 inch ceiling height and an aisle wide enough for two passengers to actually move past each other. The cabin will be brightened during the day by 28 windows, as well as a “skylight” in the fuselage ceiling.

The flight deck resembles the 7X, with sidestick controls and a flat panel array. Like the 8X, the Falcon 5X will also offer a thirdgeneration EASy (Enhanced Avionics System) integrated cockpit based on Honeywell’s Primus Epic system with a new flight management system (FMS) and 3D weather display. Options include a head-up display from Elbit Systems with both advanced infrared and synthetic vision.

Canada’s CAE was awarded the approved training provider (ATP) designation for the Falcon 5X.

The Dassault Falcon lineup Aircraft

Range

Engines

Service Entry

Falcon 8X

6,450 nm

PW307D

2016

Falcon 7X

5.950 nm

PW307A

2007

Falcon 5X

5,200 nm

Silvercrest

2020

Falcon 900LX

4,750 nm

TFE731-60

2010

Falcon 2000LXS

4,000 nm

PW308C

2013

Falcon 2000S

3,350 nm

PW308C

2013

Weathering a down market Dassault’s mid-year report revised its delivery target downward to 50 Falcon jets in 2016 from a previous target of 60. They delivered 55 last year. This compares with 77 Falcon shipments in 2013 and 66 in 2014. Dassault’s Falcon backlog has dipped to 87 aircraft.

Chief executive Eric Trappier said the first half of the year had been marked by economic and geopolitical uncertainty, including the U.K. “Brexit” decision to leave the European Union, prompting some buyers to defer taking decisions on purchasing luxury jets.

“There is strong pressure on prices across the whole range,” he told a news conference, adding that Bombardier was “certainly the most aggressive in cutting prices.” He added: “This price war comes not only from the new market but also second-hand planes.”

Trappier attributed the slowdown to key markets China, Russia and Brazil, offset by modest recovery in Europe and North America. | W

6 WINGS magazine would like to thank and congratulate the 2016 FBO survey winners and those that participated in this year’s report. Kudos as well to the hardworking FBO staff across the country who provide service excellence.

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2016-09-13 10:10 AM

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ECONOMY, SAFETY, PERCEPTION OF BIZAV DOMINATE WINGS/CBAA ROUNDTABLE

BY MATT NICHOLLS 28 WINGS | September/October 2016

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ABLE GAINS PHOTO: MENA MIU

The roundtable crew (from left): Anthony Norejko; Merlin Preuss; Matt Nicholls; Rudy Toering; Rod Barnard; David Hall; David Weger; Bill McGoey

I

n many ways, the Canadian business aviation industry is at a crossroads.

Living in a regulatory environment that is clearly dictated by and influenced at all costs by the commercial airline industry, the Canadian Business Aviation Association (CBAA) is constantly seeking ways to assert the interests of its members on a myriad issues, from regulatory consideration from the government, proper (and fair) direction WWW.WINGSMAGAZINE.COM

on taxation from the Canadian Revenue Agency (CRA), and even justifying the industry’s value and influence as a critical economic driver of the Canadian economy.

It’s a constant, often spirited battle with Transport Canada (TC) and the federal government on the part of the CBAA to illustrate the needs of its members and industry – one that makes a significant contribution to the Canadian economy.

This doesn’t even touch on other key issues

such as airport access, international relations and much more.

“I don’t care where you go across this country, they just don’t understand who we are or what our needs are to get it right the first time,” says Merlin Preuss, vice-president of government and regulatory affairs with the CBAA. “There are on going challenges.

The trick is to get on their radar.”

In an effort to do just this, the CBAA recently partnered with Canadian aerospace September/October 2016 | WINGS 29

leaders Bombardier, Pratt & Whitney Canada and CAE to produce a detailed survey to illustrate the industry’s importance. The 2016 Economic Impact of Business Aviation in Canada, reveals that Canadian BizAv generates some $5.1 billion in GDP annually, $730 million in taxes and operates out of every province and territory.

Canadian BizAv is a well-paying sector, with the average annual income of $80,600, some 66 per cent higher than the national average wage of $48,600. Moreover, each business aircraft in Canada generates a total of 12.4 jobs, $820,000 in wages and $2.9 million in economic outputs each year.

Impressive numbers for sure, but Canadian BizAv still faces real challenges. To discuss some of them, Wings sat down with key industry leaders during the CBAA Convention & Exhibition July 5-7 in Calgary (see, “The players,” page 32) at the Million Air FBO. The spirited discussion didn’t solve all of BizAv’s issues, but it did offer great insights into where the association – and industry – sits in a challenging operating environment.

What effect have economic realities in Canada and U.S. and other emerging economies had on your operation and business aviation as a whole?

Rod Barnard, director aviation and travel, aviation services/chief pilot, Kal Aviation Group: Our two airplanes provide support for the Kal Tire’s network. The energy sector has presented some challenges, although there are some positives with the B.C. and Ontario markets holding their own.

Michael Fedele, vice president/general manager, Execaire: The global economic slowdown hasn’t had a significant impact on our operation because our business model is quite diverse. We have many revenue channels and aspects to our business – management, charter and maintenance. On the management side, a lot of the businesses that have aircraft, which we deal with, have larger

aircraft. What we have seen for owners of light- and medium-sized aircraft, over the past five years, is that their businesses have had tougher times – these are smaller businesses. The larger aircraft still seem to fly, in good times and bad times. Often in bad times, they are flying more hours because there are better deals to be had.

In forecasting the next 12 months, there is some uncertainty because we have seen flying hours flatten out a bit.

Bill McGoey, president, Aurora Jet Partners: The sluggish economy and its effect on flight departments is one of the biggest challenges affecting business aviation. Regulatory issues are uncertain, yes, but we adapt. The economy is something we can’t control.

We are experiencing regional economic differences in Canada with respect to the recession. We are closer to the downturn in Alberta, and parts of B.C. and Ontario are doing better. But from a greater perspective, oil went down and so did the Canadian dollar, which is directly tied to the price of oil. When the dollar drops to 65 cents, I have a hard time selling a jet because the exchange rate increases the price. The Brexit situation in the U.K. is also something to consider. We tend to think we’re here in Canada and it doesn’t affect us.

That’s not true. Aviation worldwide is connected and the Brits have thrust themselves into a real situation of uncertainty on their exit.

A bad economy hurts business aviation, but an uncertain economy acts just like a bad economy because decisions are slowed down, owners sit back and wait and we see things stall. The question with Brexit is did they jump off a sinking ship and who’s next? Then there’s the American election, which may also have an effect on the economy.

Rudy, what are you hearing from operators across the country?

Rudy Toering, president/CEO, Canadian Business Aviation Association: Certainly from the Alberta perspective there

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THE PLAYERS

A WHO’S WHO OF THE 2016 WINGS/CBAA ROUNDTABLE – AND THEIR GREATEST CHALLENGE

NAME: Anthony Norejko ROLE: Director of aviation/chief pilot, Walmart Canada Corp.

KEY CHALLENGE: “Keeping abreast of the upcoming and proposed regulatory changes. Engaging with your teams internally and operators across the country to ensure we are able to influence the direction of business aviation.”

NAME: Rod Barnard ROLE: Flight department manager/chief pilot, Kal Aviation Group KEY CHALLENGE: “We spend more time trying to wrap our heads around are we in conformance with the regulations – and are we headed in the right direction – when we don’t really have the pieces of the puzzle in place yet.”

NAME: David Weger ROLE: Sr. director administrative services, Potash Corporation of Saskatchewan Inc. KEY CHALLENGE: “Staying in compliance with the regulations remains a concern, but we are also challenged with succession planning and making sure the next generation is ready.”

NAME: Rudy Toering ROLE: President/CEO, CBAA KEY CHALLENGE: “As the association representing BizAv in Canada we have many challenges. The key challenge is to ensure that the BizAv sector is fully understood and through understanding that regulations and policies are appropriate to our sector.”

NAME: Merlin Preuss ROLE: Vice president government and regulatory affairs, CBAA KEY CHALLENGE: “My job is hard because of who we are. I don’t care if its safety, security, customs or immigration, the first thing you need to do is kick the door down, because the people that control that door are more worried about Air Canada than they are about us.”

NAME: Bill McGoey ROLE: President, Aurora Jet Partners KEY CHALLENGE: “I thought long and hard about what is the biggest challenge in our business and I came to the conclusion that it isn’t just one thing; it’s a number of things such as airport access, regulatory changes, economic challenges etc. If it was as simple as ‘one challenge’ I could say, ‘let’s just change this and we would be off to the races.’ ” NAME: David Hall ROLE: Maintenance manager/general manager, Irving Air Service Inc. KEY CHALLENGE: “Dealing with regulatory delays, level of services, excessive bureaucracy, not just with TC, but also the Federal Department of Labour. And when you get the cumulative additions of both, your time involvement dealing with regulatory control with various organizations within government. Anything that we can do to minimize this, streamline this, would be ideal.”

32 WINGS | September/October 2016

CBAA president and CEO Rudy Toering maintains the new 2016 Economic Impact of Business Aviation is helping government better understand the role business aviation plays in Canada.

is some concern. Some of the smaller operators have expressed a desire to sell their aircraft. But fortunately, a lot of those aircraft are being sold internally in Canada, which is a good thing. It seems Saskatchewan has been a little more insulated because of potash and other resources that are not oil driven. B.C. seems to be very robust still, but the concern is that Ontario will become affected because some of the manufacturing business is starting to slow down.

MF: If you look at used aircraft inventory, it is on the rise. It is to some degree a buyer’s market. And when used aircraft are readily available, new aircraft prices tend to drop. When this happens, everything starts falling apart. Don’t be surprised if this recent trend continues. I also think that another factor at play with the drop in aircraft pricing is that there are a lot of international regulatory changes requiring equipment modifications to aircraft. These modifications are not cheap, so you have a lot of owners thinking, “why would I spend a lot of money on upgrading an aircraft that’s not worth it?” You have all of these upgrades to do, and when you add it all up, it’s a significant cost to make for a heavily depreciated asset.

David Weger, senior director of administration services, Potash Corporation of Saskatchewan: Business aviation is highly correlated to the economy and a company requires reasonable stability from government in the form of regulation and taxes. The ebbs and flows of the economy are always going to be one of the concerns for businesses around the world. There is a tremendous amount of world debt and I think that is why a lot of companies are very conservative right now. With so many governments raising taxes, from a business aviation perspective, we need to have stable regulations and tax laws. I am reasonably optimistic about the future and business aviation professionals need to take a long-term view of their assets.

Which is a nice segue into talking about the challenges the Canadian business aviation industry has with optics; justifying its relevance to government and the general public.

RT: This is a good place to talk about the CBAA’s 2016 Economic Impact of Business Aviation Study, which uses hard data plus case studies to demonstrate the value of our sector to Canadian companies to remote and rural communities, and even to potential employees. For example, we now know that each aircraft used in this country generates more than 12 jobs, $800,000 in wages and $2.9 billion in economic output every year – so you can imagine the potential for growth every time we put a new aircraft into service, or the huge potential loss if government policies or actions lead to fewer business aircraft flying. The study has been a game-changer: I find politicians and bureaucrats are much more receptive and are taking our issues far more seriously than they have in the past.

WWW.WINGSMAGAZINE.COM

PHOTO: MENA MIU

NAME: Michael Fedele ROLE: Vice president/general manager, Execaire KEY CHALLENGE: “The amount of time it takes to get through the procedures to register an aircraft and get it on your operating certificate has been a challenge for the past five years.”

So, how do you take the info. in the CBAA Economic Impact Study and show TC and government officials the value of BizAv in Canada?

RT: We will have a full French and English version of the study for the first time.

We are also sending the study to every MP in Canada; there will be a very wide distribution. We are also meeting with the NBAA and IBAC to work together to help create a strategy of how to use the information and enable members to proudly talk about the role of BizAv. BM: You also need to make sure it goes to the Canadian Revenue Agency (CRA).

They seem to nickel and dime BizAv owners instead of realizing the tax benefits they are bringing to the industry.

DW: It’s a very shortsighted way of looking at things really [the CRA’s attitude 34 WINGS | September/October 2016

David Hall, maintenance manager/general manager with Irving Air Service Inc., explains the impact of business aviation ownership in Canada.

towards BizAv]. When you look at the contributions BizAv makes, not just the dollar amounts, but the multiplier effect that executives bring to our economy. We need to connect the dots and better illustrate the size of this industry.

DH: And, really, the influence is even greater than that. We operate in a global economy. So the asset, that aircraft, not only sells the aviation product, it highlights much more – the lumber, the steel, and the end-use product.

AN: The common theme, whether it’s about the economy or regulations, it’s about educating the CRA and government officials that there’s a forest behind the trees you see in front of you – whether that’s about regulations or any other issue.

It seems the interests of the commercial airline community always takes precedence over business aviation. How does the CBAA deal with this reality?

RT: The fact is, business aviation is an essential part of Canada’s transportation infrastructure – a point clearly made in the Economic Impact Study. And regarding the issue with the CRA, it is clear to me that there is a real vacuum in terms of both their understanding of what business aviation is and how it operates. The CBAA is trying to address this at the senior level of the CRA. At the same time, many of our members are dealing with tax assessments that are coming out of left field – totally unexpected and in our view unwarranted and unfair. This is so extreme, there are instances of companies selling their aircraft or cancelling purchases. As a result, we are also working directly with members and their tax and legal advisors to at least mitigate the current evaluations until more reasonable interpretations can be put into place nationwide.

Merlin Preuss, vice president government and regulatory affairs, CBAA: I’m listening to this conversation and I think the problems are well understood. But

I am going to say something here and I hope everyone understands. We are never, never, going to win in the Canadian press.

The NBAA can win in the American press.

So, the things we are talking about here, we can’t expect the press to be on our side about it. Can you imagine the current Prime Minister standing up and saying he supports business aviation? It’s not going to happen. We can influence what happens whether it be with customs or immigration or safety or security, by getting the officials to be directed. And the business that we are doing right now, trying to create an aviation core in government, going to every MP – we started with the new government. It’s probably something we should have done before. The next thing you do when you talk to MPs is you make sure you tell him or her how many jobs they are going to lose in their ridings – and you bring it right down to votes. And that is the only way that you are going to beat the system because you will never get president of Bombardier to stand up and walk in and use one if his three Federal silver bullets to support his flight department. It’s about votes. We are getting way more sophisticated [as an association] than we were four or five years ago. And we have to be or unfortunately, we are going to lose out.

Let’s talk about business aviation and airports. A lack of options, access, de-icing issues – how is business aviation coping with the current environment in Canada?

BM: There are so many challenges, particularly in major centres like Toronto.

Many times it seems like Toronto Pearson just doesn’t want business aircraft. There is no hangar space for future business aircraft and the airport does not seem accommodating to the growth of business traffic there. We also have been pushed right out of the Edmonton City Centre Airport when they decided to close it to build a new subdivision. We are now at Edmonton International. De-icing is also a problem at these major airports where business aircraft are having to line up with airliners at the de-icing pad. When they continue to take out the smaller feeder airports where our owners want to go anyway . . . it tells me the industry needs protection placed on the airports just like the government protects national parks.

Airports are a necessity much like a utility and are a real economic benefit. Canada just needs more airports . . . we should have 10 times the number of airports we currently have in this country.

AN: There’s the issue with the GTAA. We did a cost assessment and considered Continued on page 42 WWW.WINGSMAGAZINE.COM

PHOTO: MENA MIU

David Hall, maintenance manager/ general manager, Irving Air Service Inc.: I’ll quote our chairman on that point – just because you can afford it [a business jet] doesn’t mean you should buy one. That’s just the Canadian way.

RB: We have the same thing happening with one of our aircraft – it’s a 2003 and needs some refinement – but it comes down to optics. When you are asking your company to pull back and be conservative, even if you have the money to buy a new airplane tomorrow, it’s a challenging decision.

BM: It’s exactly your point about the Economic Impact of Business Aviation Study. Even our owners show caution – like we should be ashamed of this jet because this is for a rich kid or something.

Yet, this is not true. They couldn’t have gotten where they are without using all of their business tools.

RT: It comes back to awareness, like CBAA’s earlier Business Aviation Matters campaign or the NBAA’s No Plane, No Gain initiative. The booklet they created about BizAv and its benefits for American firms is case and point. NBAA’s COO Steve Brown addressed our members at CBAA 2016 and said the presidents and CEOs of the companies that are highlighted in that booklet are always proud of the fact they are involved with BizAv and the role it plays. The CBAA hopes to create a similar booklet with Canadian business leaders.

Anthony Norejko, director of aviation/chief pilot, Walmart Canada: Internally, there’s a tool we use and have for some time. It’s a time/cost/benefit analysis for every trip we do. We are able to show internally, here’s the commercial alternatives, here’s what the choices are, we know where we need to go, what stores we want to visit . . . so we quantify that. That’s how we decide what trips we can do.

Bombardier delivered 31 business aircraft in the first quarter of 2016 valued at US$1.303 billion.

BOMBARDIER BREAKS DOWN THE NUMBERS

THE 10-YEAR BAA FORECAST STILL NOTES A BRIGHT FUTURE FOR BIZJETS

B

PHOTO: BOMBARDIER

BRIAN DUNN

ombardier Business Aircraft (BBA) has released an updated version of its 10-year forcast for BizJets and the numbers – though trending down from last year – still show a solid push for North American operators.

According to the forecast, the industry will deliver 8,300 BizJets valued at US$250 billion through 2025. Both of these figures represent declines from the 2015 forecast, when the company predicted the industry would deliver 9,000 jets worth US$267 billion through 2024.

The latest forecast indicates that nearly half the aircraft, or 3,930 units, will go to North American operators, while another 1,530, the second-largest concentration, will be based in Europe.

The other world regions and their predicted business jet deliveries include: Latin America (790); China (700); Russia and the Commonwealth of Independent States (400); Middle East (350); Southern Asia (200); Asia-Pacific (200) and Africa (200). Helping fuel these acquisitions will be a strong global gross domestic product which Bombardier believes will grow by three per cent by 2017.

The aircraft manufacturer notes industry growth is expected in the long term, with larger aircraft continuing to dominate the market. And WWW.WINGSMAGAZINE.COM

despite the decline from the previous year’s predictions, Bombardier said the 8,300 figure underscores the fact that “the popularity of private aviation continues to increase every year.”

“There’s a pretty bright future still for our industry,” said Thomas Fissellier, manager, market intelligence and analysis at BBA, in presenting the forecast. Of the total units predicted, 2,400 will be large jets worth US$130 billion, 2,800 will be medium and 3,100 will be light jets, valued at US$84 billion and US$36 billion, respectively. All of these figures are below the corresponding numbers in the 2015-2024 forecast. The company said a quarter of the new aircraft will replace models now in service, while large fleet operators are predicted to account for 20 to 30 per cent of the total, up from the current 15 per cent.

For its part, Bombardier delivered 31 business aircraft in the first quarter of 2016 valued at US$1.303 billion, a 31 per cent drop from the 45 BizJets it delivered in the same period a year ago, worth $1.535 billion. The company is predicted to deliver 150 BizJets this year, worth $5.415 billion. Of that total, Learjet will account for 24 aircraft, 76 Challengers and 50 Globals. Last year, Bombardier delivered 199 BizJets.

While total deliveries were down in the first quarter, it was a better delivery mix, according to National Bank Financial analyst Cameron Doerksen.

“The light jet segment remains challenging, but demand for mid-size and even large-sized Globals was solid in the quarter,” he noted.

Bombardier has reduced its BizJet production by 25 per cent this year, so if demand for new jets remains strong, it should have a positive impact on pricing and margins, Doerksen added.

Since taking over as Bombardier’s CEO in February 2015, Alain Bellemare wasted no time in shaking up the company which was burning through cash due to cost

The aircraft manufacturer notes industry growth is expected in the long term. overruns related to the C Series. On the business jet side, he cancelled the Learjet 85, cut production of large-cabin Global 5000/6000s, slowed – and amidst further challenges, temporarily suspended – development of the ultralarge-cabin Global 7000 and 8000 and revamped the sales organization. Those changes have started to pay off, according to Brad Nolen, director of product planning and market development at Bombardier.

“We’ve re-set our production rate in line with demand,” he said. “And the depreciation of

our aircraft are holding their own better than the competition.” Bellemare doubts the Learjet 85 will ever be revived due to weak sales globally in the light business jet market.

Most of the company’s focus is on medium and large aircraft and it is on target to meet its forecast of 150 deliveries for all of 2016.

The Global 7000/8000 is on track to begin operations in the second quarter of 2018 with a cruising speed of mach 0.900 and the ability to move in and out of shorter airfields such as London City Airport, noted Nolen. One of the biggest orders announced this year was the purchase of 20 Challenger 350 jets by Flexjet, valued at approximately US$534 million.

“In the last two or three years, there have been a lot of fractional and charter providers looking for new aircraft and we’ve gone out and secured a large part of that market,” said Nolen.

To maintain its leadership position in the BizJet market, Bombardier continues to introduce new products. A good example is the launch of its WAVE high-speed Wi-Fi in-flight internet service for the Global 5000 and 6000 aircraft. It allows passengers to browse the internet, stream online media and conduct video conferences as seamlessly as they would at home or at the office.

Another initiative is the introduction of a pocket door on September/October 2016 | WINGS 37

Bombardier continues to put the needs of its customers first, refining key initiatives and programs.

Bombardier marks the 30th anniversary of its successful Smart Parts program this year.

London calling To keep pace with the growing demand for its business aircraft, BBA plans to establish a new, wholly owned service centre in the London area. The Bombardier Service Centre will offer complete tip-to-tail heavy maintenance capabilities, and will complement the Bombardier Business Aircraft Service and Support Network in the U.K. Located at London Biggin Hill Airport, the London Service Centre will feature 32,991 square feet of hangar space.

Set to be fully operational by the fourth quarter of this year, the service centre will be fully equipped to perform scheduled and unscheduled maintenance, as well as modifications, avionics installations and aircraft on ground support for Bombardier Learjet, Challenger and Global aircraft. The facility will also bolster BBA’s European parts presence.

The London Service Centre will join a network of five other wholly-owned BBA service 38 WINGS | September/October 2016

centres in the U.S. and one each in Amsterdam and Singapore. The company also operates a joint-venture facility in Germany and another one near Beijing should be fully operational early next year.

In addition, Bombardier has access to a broad network of nearly 50 Authorized Service Facilities around the world.

A smart initiative Still on the subject of BizJets, the company marks the 30th anniversary of Smart Parts this year. Launched in 1986,

the pioneering Smart Parts program was the first airframe systems cost-per-flight-hour cost protection plan for customers in business aviation and supports more than 1,400 aircraft worldwide.

To celebrate the 30th anniversary, Bombardier is offering enhancements to its strongest component cost coverage program, Smart Parts Preferred, further maximizing the customers’ bottom-line. Customers enrolling their newly delivered aircraft into Smart Parts Preferred can benefit from

PHOTOS: BOMBARDIER

the Learjet 75 that separates the cabin and cockpit for privacy and reduces the noise levels inside the cabin by eight decibels.

additional program enhancements, including more flexibility at resale, increased cost protection through expanded coverage and long-term price guarantees.

“Bombardier was first in the aviation industry to launch cost per-flight-hour coverage on airframe system components with its Smart Parts program.

The program has evolved to include Smart Parts Preferred, offering our customers more peace of mind and virtually worry-free component replacement cost protection with the strength of our support as an OEM,” said Andy Nureddin, vice president and general manager, customer services.

Launched in April 2013, the Smart Parts Preferred program encompasses all the features of the Smart Parts Plus program, including convenient component exchange coverage for major airframe systems including avionics, as well as tires and brakes, life-limited airframe system components

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and kits for most alert and recommended Bombardier service bulletins. Smart Parts Preferred further expands on this coverage and includes additional program features.

“We are committed to putting our customers first, always,” added Nureddin. “We’re continuously evolving our Smart Services programs to maximize our customers’ bottom line.”

The Smart Parts Preferred program is offered at entryinto-service to customers who purchase the Learjet 70, Learjet 75, Challenger 350, Challenger 650, Global 5000 and Global 6000 business jets, as well as for the Global 7000 and Global 8000 aircraft. Bombardier’s pioneering Smart Services portfolio includes Smart Parts Plus, Smart Parts Preferred and Smart Maintenance Plus for new aircraft deliveries and the original Smart Parts program for certain Challenger 601 aircraft.

The Global 7000/8000 is on track to begin operations in the second quarter of 2018.

Currently, there are more than 1,400 aircraft enrolled and six million flight hours recorded in Smart Parts programs. It acts as a financial cost protection tool for customers, explained James Hebert, manager, service programs development and strategic sales support.

“It provides a known budget for the operations department and eliminates the unknowns which help in budget planning,” Hebert said. “Basically it provides a better overall customer experience.”

While the program covers all Bombardier business aircraft, the majority of

customers tend to be the larger aircraft operators, he added. Currently, the Preferred program is only available on new aircraft, but will eventually be offered to in-service aircraft.

“Bombardier will continue to improve its Smart Parts Preferred program based on customer feedback and we’ll raise the bar even further and provide better overall coverage,” Hebert said. “All OEMs have their own programs, but we feel ours is the most comprehensive and leads in the cost per flight hours. But the entire industry benefits from these programs since manufacturers are very focused on the cost of operations.”

With the continued success of its business jets, coupled with renewed optimism for the C Series thanks to two large orders from Air Canada and Delta Airlines, it appears Bombardier can finally breathe a little easier. | W

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Continued from page 34 Hamilton as a possible location. Plotting the location of where the bulk of our associates live and considering that the drive distance would be greater than the commute to Pearson, the potential savings of a move would be lost in both time and cost – it didn't make economic sense.

MP: We shouldn’t overlook the fact that all of this stupidity with the airports is created by the air policy that is in place today.

The attitude with the airport with regards to business aviation is the issue. Everything that exists in terms of air policy right now is there to support Air Canada, end of story. Everything we have today is a scheduled carrier based policy – this can’t work for business aviation. Even if it is a simple policy from the airport point of view, it will be a start. This will take some work, but even if we can get something in place it will work. . . and it’s realistic.

Let’s finish by talking about safety. How safe is business aviation in Canada and are we doing enough to ensure it is as safe as can be? What else needs to be done?

MF: Business aviation has a proven track record, and it is probably one of the safest industries out there. I previously worked at a major Canadian training company, simulation-based training. We wanted to bring the concepts of aviation training to the medical industry because of the safety record found in aviation. And taking those concepts of recurring training, checklists, SOPs, CRM . . . all of these concepts. Aviation is likely the best industry in terms of public safety. You can always strive to do more and we do as an industry. The work effort and focus that been put on SMS over the last couple of years has been very beneficial. Building our SMS programs up and increasing the level of preparedness and ability to respond to risks is critical.

I believe that we shouldn’t think of it as managing safety – it is indeed risk management. It is a function of managing risk – and understanding what those risks are, determining and establishing mitigation strategies and approaches to minimize the risks, or changing your operation to avoid risks. The more we improve our SMS culture, the safer we shall become. It is through these types of programs that we achieve improvements in an already extremely safe industry.

BM: We are all in aviation, we all know the risks associated.

Canada is ranked as one of the safest aviation industries in the world. The TSB published a report that shows the accident rates and based on the definition of an accident, there is something like 3.6 accidents per 100,000 aircraft movements. But the point is, that has improved over the last 10 years, from 2005 to 2015 so we are obviously doing something right.

MP: I think SMS has had a lot of the effects that we expected.

If we had had this discussion 10 or 12 years ago, how many people around this table would be talking so positively about their safety initiatives? What has happened now, it doesn’t matter where I go, people are talking about risk management. As soon as you start talking like that you are automatically more aware.

You are doing things with more thought and care. You are talking about managing risks and finding hazards and finding ways to establish a safer operation.

DW: Business aviation is very safe, but accidents are random.

It’s all about culture. We invest a lot of money in our employees and in all aspects of their technical skills training flight, their flight training, and personal development – all aspects of their development. It is investing money in your employees and ensuring that they are well qualified to do the job that they were hired to do. And you have to invest the money in nurturing that. | W

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Non Destructive Testing

Custom overhaul for all Lycoming and Continental engines. Exchange engines also available- both Lycoming and Continental. We overhaul all engine related accessories. Level 3 magnaflux and liquid penetrant.

Propeller overhaul & repair, Part Sales

Propeller and governor overhaul and repair. Full service propeller and governor overhaul facility. Transport Canada & EASA approved.

Factory trained technicians. Avia, Dowty, Hartzell, Hamilton Standard, Hamilton Sundstrand, McCauley, MT Propeller, Sensenich propellers

Cessna 208 Latch Kit STC, NDT, chroming, cad plating, machining, manufacturing

For over 67 years we’ve been Canada’s #1 Component MRO shop specializing in all makes & models of Propellers, Governors, Wheels & Brakes and more. We are Transport Canada & EASA Certified with in house NDT capabilities, new and used propellers, governors, wheels & brakes in stock for outright purchase or exchange. Two full service MRO facilities in Vancouver & Calgary to service the Canadian market as well as our international partners.

1-5550 Aerospace Dr., Kelowna, BC V1V 1S1 Tel: 250-765-9718 Email: okaero@shaw.ca Personnel: Fred Haasdyk, president.

Dan Fedun, manager.

PROPWORKS PROPELLER n SYSTEMS

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WESTERN PROPELLER

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15357-114 Ave., Edmonton, AB T5M 3S9 Tel: 780-457-1910 Website: www.propworks.ca Email: carntson@propworks.ca Personnel: Cliff Arntson, Manager

124-7080 River Rd., Richmond, BC V6X 1X5 Tel: 604-273-4561 Website: www.wpl-app.com Email: csloane@wpl-app.com Personnel: Chad Sloane, President; Dave Taylor, Director of Sales; Rob Heath, DOM

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CENTRAL CANADA ADVANCED COMPOSITE STRUCTURES INC.

43 Muir Rd., Winnipeg, MB R2X 2X7 Tel: 204-982-6565 Website: www.acs-composites.com Email: acs@acs-composites.com Personnel: James Anning

44 WINGS | September/October 2016

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Providing composite repairs to components such as; radomes, propeller spinners, elevators, ailerons, flaps, flight controls, engine nacelles, cargo/passenger floors, cowls, fairings and helicopter rotor blades.

WWW.WINGSMAGAZINE.COM

CAM

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Hangar 7, 2610 Thayer Ave., Saskatoon, SK S7L 6S1 Tel: 306-653-4616 Website: www.kreosaviation.com Email: mtc@kreosaviation.com Personnel: Production Manager: Bartt Timms, DOM: Trevor Lepitzki, Parts: Brad Marshall

CANADIAN PROPELLER LTD.

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FLIGHTCRAFT MAINTENANCE SERVICES LTD.

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Ac ces Air sorie fra s Av mes io n i c s Co mp Ho osite tS R Ins ectio epair pe n c t io Ins tru n Se Int ment rvice erio s s Pa rs in ti Re ng c ip Tur Ove rha bin Oth e Ov ul e er Se rhau rvic l es

CENTRAL CANADA

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Structures, Avionics, NDT, Parts sales, Import & Export inspections, Pre-buy inspections

CAM offers extensive maintenance services including Structural Repairs, Avionics and NDT capabilities. We specialize in major and minor inspections on Cessna, Beechcraft, various types of float planes and Garmin 1000 installs

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NDT testing, Accessories, Governors, Consulting

EASA Approved. Specialized support, MRO and exchange of propellers, governors and components. MT Propeller distributor. On wing maintenance and 24/7 technical and AOG support. Metal and composite propellers, turbine and reciprocating governors. Servicing across North America. Western Canada’s Factory Authorized Service Centre for Hartzell & McCauley. Now an authorized BLR dealer.

Line maintenance , Heavy maintenance, major modifications, structural repairs, importing & exporting, and much more.

Flightcraft Maintenance Services is an independently owned and operated MRO facility based at the Winnipeg International Airport.

With over 20 years of service, and 60,000sq.ft of available hangar space, our skilled professionals provide an array of services. Transport Canada and EASA certified, FMS is internationally recognized as a leader in Global MRO services.

462 Brooklyn St., Winnipeg, MB R3J 1M7 Tel: 204-832-8679 Website: www.canadianpropeller.com Email: info@canadianpropeller.com

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2450 Saskatchewan Ave., Winnipeg, MB R3J 3Y9 Tel: 204-783-2754 Website: flightcraftmaintenance. com Email: arees@ flightcraftmaintenance.com Personnel: Allison Rees

Located in Portland, Oregon Factory trained technicians Nearly 70 years of excellence WWW.FLIGHTCRAFT.COM

takeoffs & landings the crucial maneuvers and everYthing in between

Leighton Collins’ Takeoffs and Landings — The Crucial Maneuvers and Everything in Between provides expert, flight-tested techniques pilots need in these critical phases of flight, in every contingency of arrival and departure, VFR and IFR, single and twin, tricycle gear and taildragger.

Back in print, this revived aviation classic is about the realities of flying into and out of an airport, and the practical matters of taking off and landing safely and skillfully, every time.

September/October 2016 | WINGS 45

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PROPWORKS PROPELLER n SYSTEMS

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Parts sales, Non Destructive testing.

Exchange governors, Propeller Overhaul and Repair.

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53 Bannister Rd., Winnipeg, MB R2R 0P2 Tel: 204-837-4961 Website: www.propworks.ca Email: mhudec@propworks.ca Personnel: Mike Hudec, Jim Ross

STANDARDAERO

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AIRBUS HELICOPTERS CANADA

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AV-REPS, COMPONENT R&O

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707 Flight Rd., Winnipeg, MB R3H 1C6 Tel: 204-775-9711 Website: www.standardaero.com

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CENTRAL CANADA

Propeller and governor overhaul and repair. Full service propeller and governor overhaul facility. Transport Canada & EASA approved.

Factory trained technicians. Avia, Dowty, Hartzell, Hamilton Standard, Hamilton Sundstrand, McCauley, MT Propeller, Sensenich propellers.

StandardAero is one of the world’s largest independent providers of services including engine and airframe maintenance, repair and overhaul, engine component repair, engineering services, interior completions and paint applications. StandardAero serves a diverse array of customers in business and general aviation, airline, military, helicopter, components, energy and VIP completions markets.

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1100 Gilmore Rd, Fort Erie, ON L2A 5M9 Tel: 905-871-7772, 1-800-2674999 Website: www.airbushelicopters.ca Email: benoit.marcoux@airbus.com Personnel: Benoit Marcoux Director, Support & Services

24/7 technical support and connected services as well as, innovative solutions for spare parts and MRO services.

Authorized component repair and overhaul facility for hydraulic, electrical and pneumatic components for Boeing, Airbus, ATR and Bombardier series of aircraft. In addition we have Regional aircraft landing gear capabilities including DHC8, Q400, ATR and Challenger restoration and lease programs. Av-Reps holds Transport Canada, EASA and Bombardier certifications. Full range of spares and programs to support your fleet type.

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6245 Danville Rd., Mississauga, ON L6T 2H7 Tel: 905-790-0244 Website: www.av-reps.com Email: sales@av-reps.com Component Repair & Overhaul

CHARTRIGHT AIR

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2450 Derry Road East, Hangar 3, Mississauga, ON L5S 1B2 Tel: 905-671-4674, 1-888-595-9395 Website: www.chartright.com Email: mro@chartright.com

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FLYING COLOURS CORP.

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HOPE AERO PROPELLER & COMPONENTS, INC.

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1190 Keith Ross Dr., Oshawa, ON L1H 7K4 Tel: 905-721-1109, 1-800-668-4382 Website: www.enterpriseair.ca Email: mproulx@enterpriseair.ca Personnel: Martin Proulx, Kevin Duncan, Jamie Lee

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901-120 Airport Rd, Peterborough, ON K9J 0E7 Tel: 705-742-4688 Website: www.flyingcolourscorp.com Email: info@flyingcolourscorp.com Personnel: John Gillespie, Eric Gillespie, Sean Gillespie, Tony Barrett, Richard Dabkowski, Andrew Laba

7605 Bath Rd., Mississauga, ON L4T 3T1 Tel: 905-677-8747, 1-800-2689900 Website: hopeaero.com Email: goodtogo@hopeaero.com Personnel: Terry Hope, Jasper Megelink, Chris Howick, Gabe Marcucci, Craig Grant, Cathy Dunn, Dana Ladd, Michael Hope, Joel Chlan, David Hope

46 WINGS | September/October 2016

Chartright is a Transport Canada Approved Maintenance Organization (AMO #196-92) with an approved FAA Supplement with maintenance facilities in Toronto and Kitchener are capable of performing maintenance on a wide array of fixed and rotary wing aircraft offering a full array of services from line maintenance servicing to large inspections, avionics, and structures. Chartright is an authorized AgustaWestland Service Centre. Contact us to discuss your next maintenance event.

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ENTAIR INC.

With over 30 years’ of experience supporting rotary wing aircraft across Canada, Airbus Helicopters’ dedicated team of licensed Technical Experts, Customer Service Representatives and MRO Specialists are committed to guaranteeing the highest level of service.

Airbus Helicopters offers a range of industry leading inspection and repair and overhaul capabilities, with guaranteed turn-around-times and cost efficiency. At Airbus Helicopters, we provide comprehensive MRO services including; Dynamic components, Blades, Airframe and Equipment, to keep your aircraft operating at peak performance.

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Major repairs, sheet metal work, altimeter re-certification, data correlation, battery capacity checks

EntAir Inc. (Enterprise) is a full service, Transport Canada Approved Maintenance Organization located at the Oshawa Municipal Airport (CYOO). Approved to certify work on commercially operated Beech King Air, Falcon 10/100 & 20/200, Pilatus, Piaggio P-180 Avanti, Douglas DC 3, Cessna single turbo propeller and small piston aeroplanes. Capable of performing specialized and non-specialized work. Experienced with Falcon C checks. Extensive parts resources and supplies. Equipped for aircraft salvage and insurance repairs.

Flying Colours Corp is an Aviation Services company with facilities in Canada, USA, & Singapore. Flying Colours brings its over 25 years of experience and international outlook to every facet of its business with primary focus in Green Completions, Interior Refurbishment & Modifications, Heavy Maintenance, Exterior Paint, Special Mission Modifications, and Avionics Installations. Flying Colours is a Bombardier Authorized Service Facility & Bombardier Preferred Completion Center.

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Propellers, Wheels, Brakes, Dynamic Balance Equipment

Hope Aero specializes in the sales and service of propellers, governors, wheels, brakes and Honeywell Dynamic Balance Equipment.

WWW.WINGSMAGAZINE.COM

LEVAERO AVIATION

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NEW UNITED GODERICH INC.

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SKYSERVICE BUSINESS AVIATION

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2039 Derek Burney Dr., Thunder Bay, ON P7K 0A1 Tel: 807-475-5353, 1-844-538-2376 Website: www.levaero.com Email: info@levaero.com

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ONTARIO

Levaero Aviation, the exclusive Pilatus Authorized Sales & Service Centre in Canada, offers extensive maintenance services and a OneStop Service Solution to Canadian and international general aviation owners. We are an Authorized Service Centre/Dealer and preferred installer for numerous industry products and services. Qualified, experienced, factory trained maintenance staff and managers ensure your aircraft is always maintained to the highest standards. Levaero Aviation’s Thunder Bay service centre operates 24/7/365.

VIP Conversions & Modifications, Avionics Installations, Exterior Refinishing, Interior Refurbishments, and Maintenance Services.

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403 Canada Ave., Huron Park, ON N0M 1Y0 Tel: 519-228-6052 Website: www.newunitedgoderich.com Email: sales@newunitedgoderich.com

6120 Midfield Rd., Mississauga, ON L5P 1B1 Tel: 905-678-5844, 1-877-759-5656 Website: skyservice.com Email: maintenancesales@skyservice.com Personnel: Mark Rinaldi

NDT, Gulfstream Authorized Maintenance Facility for all types, Bombardier Authorized Facility for all types.

Award winning maintenance and FBO facilities in Toronto, Montreal and Calgary. Skyservice focuses on a large range of technical services including but not limited to: aircraft maintenance, aircraft inspection services, avionics upgrades and support services, sheet metal, nondestructive testing, strategic sourcing and parts services. With over 550 employees and over 600,000 sq.ft. of state-of-the-art hangar and maintenance facilities to support aircraft operators, Skyservice is one of the largest aviation companies in Canada that offers maintenance, charter, aircraft management, aircraft sales and FBO services.

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' $- $' - ) Sales Manager blair@newunitedgoderich.com OFFICE

519-228-6052 ext. 1118 IATA: YCE - ICAO: CYCE 403 Canada Avenue Huron Park, Ontario N0M 1Y0

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YOU FLY. WE SUPPORT.

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P 519-228-6052 F 519-228-7117 www.newunitedgoderich.com

www.airbushelicopters.ca September/October 2016 | WINGS 47

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VOYAGEUR AEROTECH INC.

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ONTARIO

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Special Mission Aircraft, Air Ambulance, Design Approval Organization, Engineering Services

Voyageur Aerotech is an Approved Maintenance Organization (AMO) and Design Approval Organization (DAO), specializing in comprehensive regional aircraft maintenance, repair and overhaul (MRO) activities, and aircraft design engineering. Our AMO approvals are designed to satisfy our worldwide client base and include Transport Canada Civil Aviation (TCCA), the United States Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA). We specialize in client-dedicated solutions for all levels of aircraft inspections, heavy checks, modifications, installations, and repairs.

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Engineering & Certification Services.

Full check capabilities.

With 20 years of experience, Avianor Inc. is an MRO who offers full check capabilities in our hangar located in Mirabel, QC. We offer complete turnkey solutions and are able to provide TCCA, FAA and EASA certification. Our Engineering Department takes projects from the design stage to final delivery & certification. We maintain seats and cabin interior components, manufacture new products, and have a large warehouse of aircraft interiors. We support our customers with an experienced team of technicians, engineers and support personnel.

Non-destructive Testing Services

Transport Canada AMO # 46/90. Radiographic, Ultrasonic, Eddy Current, Magnetic Particle and Fluorescent Penetrant inspections.

Welded plate certification. Lab and field services.

L-3 MAS also offers turn-key solutions for the design, prototyping, manufacture, repair and overhaul and certification of aerospace components

L-3 MAS is Canada’s premier In-Service Support (ISS) integrator. L-3 MAS delivers innovative and integrated solutions, spanning fleet and life cycle management, Electronic Information Environment (EIE) applications, systems engineering, maintenance, material management, technical publications and data management, and the full spectrum of ISS solutions, to maximize customer platform effectiveness. L-3 MAS is the ISS provider for a variety of fleets, including Canada’s CF-18 Hornet fighter, CC-150 Polaris transport, CH-148 Cyclone maritime helicopter and CT-114 Tutor demonstration aircraft. The company is headquartered in Mirabel, Quebec, and employs 700 people at operating centres across Canada.

NDT, Thermographic inspection.

M1 Composites is an AME and DAO specializing in advanced composites and sheet metal structures. Our services include engineering, certification (STC’s & PMA parts), manufacturing, repair, and NDT (LPI, Eddy current, ultrasonic, thermography, borescope, ELCH). We repair and overhaul nacelles, flight control surfaces, radomes, doors, interiors, fairings, cargo nets and much more. We are licensed by Airbus and Boeing, ISO9001/AS9100 certified, Controlled Goods Program approved, and are the exclusive Canadian calibration provider for HEATCON Composite Systems.

Technical and engineering support, avionics and structural modifications, NDT

IMP Aerospace & Defence, along with its six Operating Units, provides turn-key military and civilian engineering and maintenance and modification services in ISO 9001 certified facilities. IMP Aerospace & Defence is an Accredited Maintenance Organization (AMO); Transport Canada delegated design approval organization (DAO); Accredited Technical Organization (ATO); a Sikorsky licenced Sea King/S-61; Bell 412; Cormorant CH149/AW/EH101; Lockheed Martin authorized C-130, C-130J, CP140/P-3 modification and maintenance support provider.

IMP also manufactures aircraft structural assemblies, wire harness assemblies and space products.

Repair Capabilities PT6A, JT15D, PW100 & PW150A. Foreign Object Damage (FOD) repair, Engine or module performance testing, Service bulletin compliance, Component repair- Engine and airframe

Vector Aerospace Engine Services - Atlantic is a fully-authorized Pratt & Whitney Canada (PWC) Distributor & Designated Overhaul Facility (DDOF) for the PT6A engine series, as well as a PWC Designated Overhaul Facility (DOF) for the PW100 and JT15D engine series.

Headquartered in Slemon Park, Prince Edward Island (PEI), Canada; Vector operates a 140,000-square-foot facility, complemented by fly-in capabilities and hangar space. Vector has grown significantly since opening in 1991 with only 4 employees. Today, the Summerside facility employs over 450 staff and is PEI’s largest aerospace company. In addition to its headquarters in PEI, Vector also has a service center in Calgary, AB.

1500 Airport Rd., North Bay, ON P1B 8G2 Tel: 705-476-1750 Website: www.voyav.com Email: jeff.cooke@voyav.com Personnel: Jeff Cooke, Chief Operating Officer

QUEBEC AVIANOR INC.

12405 Services A-2, Mirabel, QC J7N 1E4 Tel: 450-476-9075, 888-631-9696 Website: www.avianor.com Email: info@avianor.com Personnel: Earl Diamond, CEO

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HEATHAIR INTERNATIONAL (1991) INC

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681 Avenue Lepine, Dorval, QC H9P 1G3 Tel: 514-636-1000 Email: daheath@heathair.com Personnel: David Heath

L-3 MAS

10000 Helen Bristol, Mirabel, QC J7N 1H3 Tel: 450-476-4000 Website: www.L-3com.com/MAS Email: info-marketing@l-3com.com Personnel: Paul Mercier, Vice President, Business Development, Sales and Programs

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M1 COMPOSITES TECHNOLOGY INC.

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IMP AEROSPACE & DEFENCE

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2460 Michelin, Laval, QC H7L 5C3 Tel: 450-686-8864 Website: www.m1composites.com Email: info@m1composites.com Personnel: Lorenzo Marandola

P.O. Box 970, Enfield, NS B2T 1L5 Tel: 902-873-2250 Website: www.impaerospaceanddefence.com Personnel: David Gossen, President; Carl Kumpic, VP International Marketing

VECTOR AEROSPACE

Hangar 8, 800 Aerospace Blvd., Slemon Park, PE C0B 2A0 Tel: 902-436-1333, 866-436-1333 Website: www.vectoraerospace.com Email: sales.esa@vectoraerospace.com

48 WINGS | September/October 2016

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DUNCAN AVIATION

15745 S. Airport Rd., Battle Creek, MI 49015 Tel: 269-969-8400, 800-525-2376 Website: www.DuncanAviation.aero Email: webmaster@DuncanAviation.com

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DUNCAN AVIATION

3701 Aviation Rd., Lincoln, NE 68524 Tel: 402-475-2611, 800-228-4277 Website: www.DuncanAviation.aero Email: webmaster@duncanaviation.com

FLIGHTCRAFT

7777 Northeast Airport Way, Portland, OR 97218 Tel: 503-331-4200, 1-800-547-9307 Website: www.flightcraft.com Personnel: Mike Fantaski, mike. fantaski@flightcraft.com, 503964-4779; Bryan Robbins, bryan. robbins@flightcraft.com, 503331-4212; Eric Buller, eric.buller@ flightcraft.com, 503-331-4227

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U.S.A

Fuel, Engineering & Certification, Parts, AOG engine and avionics assistance

Duncan Aviation is an aircraft service provider supporting the aviation needs of government and business operators. Services include major and minor airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint and interior services and preowned aircraft sales and acquisitions. Duncan Aviation also has international aircraft components solutions experts available 24/7/365 at +1 402.475.4125 who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/ instrument/accessory repairs and overhauls.

Fuel, Engineering and Certification, Aircraft Sales and Acquisitions, Parts Support, AOG engine services, AOG avionics services

Duncan Aviation is an aircraft service provider supporting the aviation needs of government and business operators. Services include major and minor airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint and interior services and preowned aircraft sales and acquisitions. Duncan Aviation also has international aircraft components solutions experts available 24/7/365 at +1 402.475.4125 who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/ instrument/accessory repairs and overhauls.

AOG support, Landing gear inspections

Flightcraft, located in Portland, OR, offers exceptional service for your Falcon, Citation, Hawker, Gulfstream, Challenger and King Air aircraft.

We provide heavy maintenance, avionics installations, structural repair and AOG airframe assistance in the field. Our airframe teams consist of factory-trained technicians, as well as A&P and IA-qualified aircraft inspectors. With specialized tooling and exceptional parts services, Flightcraft is well equipped to assist you with any of your upcoming maintenance and avionics requirements.

Business Aircraft Service & Support ■ ■ ■ ■ ■ ■ ■ ■

Aircraft Acquisition & Consignment Airframe Maintenance Avionics Installation Engine & APU Government & Special Programs Paint & Interior Parts, Avionics, Instruments & Accessories Emergency Assistance (AOG)

Duncan Aviation, Inc. has a strong reputation for providing premier aircraft services—delivered on time—for a wide variety of business aircraft. Learn why Duncan Aviation is an experience, unlike any other: www.DuncanAviation.aero/videos/experience.

+1 402.475.2611 ■ www.DuncanAviation.aero ■ 800.228.4277

WWW.WINGSMAGAZINE.COM

September/October 2016 | WINGS 49 WINGS MRO Directory-Duncan Aviation-Due Aug 20-2015.indd 1

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MINT TURBINES LLC

2915 N State Hwy. 99, Stroud, OK 74079-4756 Tel: 918-968-9561 Website: www.MintTurbines.com Email: Info@MintTurbines.com Personnel: Danny Hickman (T53), Katrina Clovis (PT-6)

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U.S.A

Honeywell Authorized T53 Service Center; Pratt & Whitney PT6A and PT6T Service Center. We have supported our customers with the industry’s most experienced team of technicians, engineers, and support personnel since 1981.

NATIONAL AVIATION CONFERENCE & TRADESHOW 2016!

TUESDAY, NOVEMBER 15 to THURSDAY, NOVEMBER 17 The major Industry Networking Event not to be missed!

WESTIN BAYSHORE HOTEL VANCOUVER, BC ATAC’s National Aviation Conference and Tradeshow has been the national gathering for operators, industry suppliers and government stakeholders involved in commercial aviation and flight training in Canada for over 80 years!

BE PART OF ATAC 2016 TRADESHOW 500+ PARTICIPANTS AND 50+ EXHIBITORS 50 WINGS | September/October 2016 WG_ATAC_HALFPAGE_MAYJUNE2016_ASK.indd 1

For more information contact: Debbie Simpson, Tradeshow Manager 613-233-7727 ext. 312 tradeshow@atac.ca www.atac.ca

WWW.WINGSMAGAZINE.COM

2016-04-22 12:42 PM

#175

The official publication of the Canadian Business Aviation Association

NEWS BRIEF

CBAA’s Exclusive Promotional Opportunity at NBAA

For the third year in a row, CBAA will open its exhibit space, known as the Canadian Pavilion, to members who want to get a start at NBAA’s convention and exhibit, to be held in Orlando, Florida, November 1 – 3, 2016.

“With 1,100 exhibits and 27,000 delegates, the sheer size of NBAA can be overwhelming to newcomers” said CBAA president & CEO, Rudy Toering.

“This program is aimed directly at our smaller members who may not have the financial or human resources to sign on for a full booth at NBAA, but have exportready products and services. We have CBAA staff there to help them make the most of the event, www.cbaa-acaa.ca

introduce them to key buyers and generally ease their introduction to NBAA.” There is room for up to ten member companies at the CBAA Canadian Pavilion. Thanks to the NBAA, which has been fully supportive of CBAA’s initiative, we have been able to keep participation fees to a minimum.

Participating members will get two complimentary registrations to NBAA 2016, a presence at the CBAA Canadian Pavilion located in a central and hightraffic area, the ability to display their materials and information, access to CBAA private meeting space, promotion pre-event and on-site, signage and more.

Registration is limited to

companies which have never exhibited at NBAA. In 2015, CBAA was joined by members CASP Aerospace Inc., Beyond Risk Management Ltd., Fliteline Services, Kinnear Upholstery Inc., Magnes Group Inc., Maxcraft Avionics Ltd., RAMM Aerospace, Region of Waterloo International Airport and Aerofoil Consulting Inc. The CBAA Canadian Pavilion is also a welcome gathering spot for the many other Canadian vendors at the event.

“A lot of business takes place informally at the CBAA booth.” said Toering.

For more information on this exclusive offer, please contact Lindsay Berndt, lberndt@cbaa.ca.

CEO’S CORNER

SHARING OUR STRENGTHS One of CBAA’s most important roles is to educate Canadians on the true value of business aviation, and how it contributes to jobs, opportunity and wealth in every region of the country. As our new Economic Impact of Business Aviation demonstrates, the catalytic impacts of business aviation are profound -- benefiting corporations’ bottom lines, increasing shareholder value, providing high-paying jobs and allow manufacturing and service businesses to operate out of small communities and stay connected to the global market.

Armed with our latest statistics, I can have a serious discussion with politicians and bureaucrats. Each Canadian business aviation aircraft operating in this country provides a total of 12.4 person years of employment, $820,000 in wages, $1.4 million in GDP and $2.9 million in economic output every year. Put in that context, we can argue that any government action that results in the loss of even one

continued on page 2 CBAA-ACAA News Brief

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CONTENTS 3

CBAA Continues to Push Back Against CRA Interpretation of Personal Use

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Guidance Material Available

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CBAA’s New Business Aviation Economic Impact Study Released in Both Official Languages

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International Air Show, Aerospace Security Expo to enhance CBAA 2017 experience CBAA 2016 wrapped up with a near-record number of 730 delegates, 65 exhibits and 19 aircraft converging in Calgary.

Welcome New Sponsors JOIN THE CBAA TODAY! Thank you to our convention sponsors

continued from page 1 business aircraft is a major The NBAA’s No Plane No economic loss to entire Gain awareness program country. has been expanded This type of information and enriched, featuring can literally change how a dedicated web site, government responds thorough research, paid to business aviation – advertising, news media Rudy Toering, and hopefully makes interviews, online education President & CEO regulators and others stop offerings and more. and consider potentially But we can only gain so negative impacts of their decisions much ground acting alone. We need before they act. to share our strengths and our stories if We have already seen attitudes shift we are to advance business aviation even further. among politicians and civil servants, but Over the next few months, you will there is much more to be done. CBAA see us work more closely with our – and Canada – are not alone in this counterparts to share ideas, statistics challenge. Our counterparts in other and information to strengthen the jurisdictions share the same challenges message that business aviation and, like us, have posted some recent matters to everyone. I’ve already wins. The Secretary General of ICAO, Dr. initiated discussions with NBAA and Fang Liu recently addressed IBAC with IBAC and am excited by some of the a speech that could have been written opportunities in front of us. by business aviation – outlining concerns Working together, we can accomplish ranging from airport access to the need more for you. to create standards and regulations specifically aimed at business aviation.

2

CBAA-ACAA News Brief

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

STAFF MEMBERS President and CEO Rudy Toering, rtoering@cbaa.ca Executive Assistant and Director of Administration Aime O’Connor, 613.236.5611 ext. 228, aoconnor@cbaa.ca Vice President, Government and Regulatory Affairs Merlin Preuss, 613.656.0505, mpreuss@cbaa.ca Membership Sales & Communication Services Manager Lindsay Berndt, 613.236.5611 ext. 221, lberndt@cbaa.ca Marketing & Industry Relations Debra Ward, 613.274.0619 dward@cbaa.ca Events Coordinator Lise Hodson, 613.854.4686, lhodgson@cbaa.ca

Finance accounting@cbaa.ca 613.236.5611 ext. 222

BOARD OF DIRECTORS EXECUTIVE COMMITTEE Chair • Rod Barnard Director Aviation and Travel Services and Chief Pilot Kal Aviation Group Past Chair • Dave Hall Maintenance Manager/General manager Irving Air Services Inc. Vice Chair • Anthony Norejko Director, Travel Services & Aviation/Chief Pilot Walmart Canada Corporation Secretary • Bill McGoey President Aurora Jet Partners Treasurer • Michael Fedele Vice President and General manager Execaire , a division of I.M.P. Group Limited

BOARD MEMBERS AT LARGE Peter Bing • Chief Pilot Sobeys Inc. Louise Dunlop • President Sterling Aviation Services James Elian • AirSprint Jean-Christophe Gallagher, Eng. • Vice President/Business Aircraft Bombardier Clement Nadeau • Operations Manager/Chief Pilot A.G. Aviation Ltee.

Jim Thompson • Chief Pilot Saskatchewan Air Transportation Services Executive Air Services Mark Van Berkel • President & CEO True North Avionics Jamie Vins • CEO Vins Plastics Limited David Weger • Sr. Director Administration Services Potash Corporation of Saskatchewan Inc. Gary Wood • Director – Corporate Sales & Marketing Flying Colours

ADVOCACY AND NEWS

CBAA Continues to Push Back Against CRA Interpretation of Personal Use

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BAA’s president, Rudy Toering has met with the Minister of Revenue’s senior officials to reverse Canada Revenue Agency’s unwarranted and unfair interpretation of the value of personal use of business aircraft. The new and far more costly interpretation has resulted in reports of operators cancelling or delaying aircraft purchases as a direct result of CRA’s actions. Follow up meetings with CRA senior bureaucrats are being held to ensure that the agency understands the harm its new interpretation can cause and to suggest alternative approaches.

“Each time a business aircraft stops operating, Canada loses a total of 12.4 full time jobs, $820,000 in wages, $1.4 billion in GDP and $2.9 billion in economic output every year.” said Toering. “CRA needs to understand that they are not closing a tax loophole – they are putting well-paying jobs risk, based on a deelply flawed understanding of our sector.”

DID YOU KNOW? Canadian BA pays three-quarters of a billion dollars in taxes every year! To find out how else business aviation contribution to our economy, download CBAA’s 2016 study, The Economic Impact of Business Aviation from cbaa-acaa.ca.

Breakdown of Tax Revenues

by Government Level

Guidance Material Available

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ransport Canada has issued an Advisory Circular (AC) that provides explanations and interpretations of the CAR 604 regulations and is meant for the use of both Industry and

TC inspectors given no Staff Instructions (SIs) will be issued to inspectors respecting CAR 604.

This guidance material, coupled AC on SMS for small operators (which as of early

August, is expected to be released shortly), should help CAR 604 operators “right size” their operation in accordance with the size, scope and complexity of the operation.

More information,

including the ACs plus comments and questions from CBAA members and responses from Merlin Preuss, can be found on the on-line CBAA Members Forum.

CBAA’s New Business Aviation Economic Impact Study Released in Both Official Languages

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BAA’s new economic impact study of business aviation, which shows the effect of both operations and aircraft manufacturing, reveal a large and dynamic sector, generating a total $10.7 billion in economic output annually.

It’s extraordinarily wellpaying, too --- 65% higher than the national average.

Combined, operations and manufacturing generate over $3.0 billion in wages and salaries. The average annual salary per full time equivalent (FTE) is $80,600; in contrast, the national average for Canadian wages is $48,600

www.cbaa-acaa.ca

(across all industries) per FTE, per annum.

The new report has grown significantly from CBAA’s earlier, and influential, Economic Impact Study, released in 2014, which measured only business aviation operations. The 2016 version has been expanded to include business aircraft manufacturing as well as operations, and make the entire report available in both English and French. Eleven case studies demonstrating the real-world, positive impact of business aviation are also included in the 2016 study.

“The depth and the quality

Annual Total Economic Impacts of Business Aviation Operations and Business Aircraft Manufacturing in Canada, 2015

of the information is incredible” said CBAA president and CEO, Rudy Toering. “We are indebted to our sponsors, Bombardier Business Aircraft, Pratt & Whitney Canada and CAE for providing support, and

to Innovations Canada – then called Industry Canada – for their support.”

The report is available on the CBAA website. For more information, contact Debra Ward, dward@cbaa.ca.

CBAA-ACAA News Brief

3

EVENTS CALENDAR

International Air Show, Aerospace Security Expo to enhance CBAA 2017 experience For the first time ever, Canadian business aviation’s annual convention and exhibit will be held in conjunction with two other major aviation events – The Abbotsford International Airshow and the Aerospace Security and Defence Expo (ADSE).

CBAA 2017, August 9 - 11, is hosted by Diamond sponsor, the Abbotsford International Airport.

We are working with the airport, the city of Abbotsford, the Air Show operators and with the ADSE organizer, the Aerospace Industries Association of Canada (AIAC) – Pacific to offer unique shared activities at the 120,000 sq. ft. Tradex facility.

“Bringing the three events together at Abbotsford gives Canadian aviation unprecedented level of synergy and focus. Both the airport and city of Abbotsford, which owns the airport, are strong business aviation supporters and 100% behind CBAA 2017 .”

Henry Braun, mayor of Abbotsford said “The Abbotsford International Airport is one of the fastest growing and most vital economic operations in Canada and we want everyone to know that we are open for business. The City of Abbotsford is very proud of our community’s link with the aviation community and we look forward to building a long-term partnership with the CBAA and its membership through events like this one.”

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CBAA-ACAA News Brief

EVENTS AND MEETINGS

CBAA 2016 wrapped up with a near-record number of 730 delegates, 65 exhibits and 19 aircraft converging in Calgary.

“The event gets stronger every year – and the number of operators who attend has increased steadily since 2014” said CBAA president and CEO, Rudy Toering. “We owe a debt to our planning committees, sponsors, exhibitors, OEMs, volunteers and staff for their incredible work in making CBAA’s convention and exhibit a must-attend event. I would like especially to thank Diamond sponsor, Derek Stimson and his staff at the state-of-the-art Million Air hangar, for their phenomenal support.”

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CBAA-ACAA News Brief

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CANADIAN COMMERCIAL AVIATION COUNTING ON ACTION BY MINISTER GARNEAU ON TWO KEY ISSUES

Two aviation related issues on the government’s radar these days raise great concern in the industry: laser attacks on airliners and the possible sale of major Canadian airports.

Lasers Airlines have been complaining about the lack of a firm response by the authorities on the growing number of laser attacks on commercial aircraft in Canada. What should be a swift and strong response by government is another Ottawa-typical dragged out analysis of the issue.

Laser usage in Canada, particularly the longrange green lasers, needs to be regulated in the same way firearms are regulated because lasers can be just as dangerous to a low flying plane as a firearm. Canada has classified firearms in three categories: non-restricted, restricted and prohibited. A similar classification should be in place for lasers where the red lasers used for construction and such should continue to be easily accessible on the market with little oversight by government. Long range green lasers, such as those used in laser strikes against aircraft, should be restricted to those with a legitimate use for such a tool. In a controlled environment, a government issued acquisition and possession license should be required before one can purchase and use a green laser in Canada.

ATAC knows that Minister Garneau is very concerned with laser strikes and, contrary to other officials, he is not stepping back waiting for industry to come up with better shielding for the cockpits or goggles to protect pilots against laser strikes. As much as Minister Garneau is willing to champion this cause, he requires the collaboration of his colleagues at Global Affairs, Economic Development, Justice, and Public Safety if the sale and use of green lasers are to be restricted and prosecution against offenders to be a serious deterrent.

ATAC expects the government to restrict

the import of lasers, monitor their sale, issue permits to those with a legitimate use of restricted green lasers, inform the public of the dangers of using these lasers, and seriously penalize those who continue to deliberately strike against aircraft.

Misguided Suggestion of Selling Major Canadian Airports There is a lot of talk these days in Canada about the possible sale of Canada’s major airports to private interests. While Airport Authorities manage Canada’s airports through long-term leases, airports of the National Airport System still belong to the Canadian people and are part of Canada’s heritage.

ATAC opposes the recommendation included in the Emerson Report “Pathways: Connecting Canada’s Transportation System to the World” which proposes to move to a sharecapital structure with private sector equitybased financing. This would add huge financial costs to airports which would be passed down to the carriers. Institutional financing demands a reasonable return on investment and the assets to be financed would be appraised at current market value, much higher than the estimated value of $1.52B when divested in 1996.

Although the Canadian Government hasn’t invested in those infrastructures since then, we can easily estimate that the value of the assets to finance would be well over $10B. This would lead to very significant cost increases for air carriers as private equity funds would require a sound return on their investment, much higher than the already unreasonable airport rents paid out to Government. The achievement of those financial objectives could result in a drop in service levels to both passengers and air carriers.

Canada’s airports already have a tough time being competitive with the highly subsidized

US airports which are currently draining passengers away from Canadian airports.

Increasing fees and charges to passengers and air carriers would further cripple our air transport competitiveness internationally.

Should the Canadian Government decide to pursue that option, it would have to ensure that important oversights of those private entities be put in place, perhaps similar to the U.K.’s Economic Regulatory Group which oversees U.K.’s privatized airports and rules not only on airport charges but also on service levels.

Selling Canada’s major airports to finance infrastructure projects, as is apparently being discussed at Finance and proposed by at least one Conservative Party leadership candidate, would be a serious mistake which could permanently damage the air transportation industry of Canada.

ATAC IS PROUD TO WELCOME THE FOLLOWING NEW MEMBERS Applied Informatics Research Inc.

Applied Informatics & Research, Ottawa, ON Aviateurs et pilotes de brousse du Québec, St. Hubert, QC B/E Aerospace Canada, Winnipeg, MB Fraser Education Vital Aviation Division, Ladysmith, BC Lansdowne Technologies, Ottawa, ON Montair Aviation, Pitt Meadows, BC Prairie Aircraft Sales, Calgary, AB Terrace-Kitimat Airport Society, Terrace, BC

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

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FINAL Shaun Foster | guest columnist

When is an airline not an airline?

Breaking down the finer points of the NewLeaf low-cost alternative

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62 WINGS | September/October 2016

tariff sufficiently deals with such concerns.

It appears the Agency considered the trend of deregulation in the National Transportation Policy (Policy).

The Agency noted that compelling resellers to hold a licence (when a licence is already held by the entity operating the flights) would be inconsistent with the Policy, which declares the Agency’s objective to be a competitive, economic, and efficient national transportation system that meets the highest practicable safety and security standards.

Allowing NewLeaf to operate based on its current model is purportedly consistent with the Policy.

NewLeaf has now received the all clear to begin selling tickets. In compliance with the Agency’s decision, the company’s website currently indicates, “Flights operated

by Flair Airlines Ltd.” Passengers are promised low-cost tickets with the guarantee of only two essentials: “a seat and a seatbelt.” If you get thirsty on your flight, that will cost extra. | W

The Agency concluded that the Act does not require a reseller of air services to hold a licence.

Act does not require a reseller of air services to hold a licence, only that a licence be held in respect of that air service.

In terms of consumer protection in the NewLeaf situation, the Agency noted that the air carrier’s (in this case, Flair Airlines) protections would already be in place, even though the reseller is not governed by the same requirements.

The Agency decided that NewLeaf would only be allowed to operate if it did not hold itself out to the public as an air carrier. As such, promotional materials depicting planes branded with their logos, or phrases such as “our fleet of aircraft” or “we fly” would be inappropriate.

Although NewLeaf promoted itself as an air carrier in the methods described above for a brief period in January 2016, it has since removed those promotional materials.

While the Agency has stated that using them again would constitute holding itself out as an air carrier, it decided NewLeaf does not require a licence based on its current business model and practices.

While some may still have concerns with respect to consumer protection and passenger rights, the Agency sent a clear message in its decision that Flair Airlines’

Shaun Foster is an associate in the Aviation Practice Group at Alexander Holburn Beaudin + Lang LLP. The Aviation Practice Group handles legal matters of special concern to the aviation community across Canada and internationally. For more information, go to www.airlawblog.com.

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PHOTO: ALEXANDER HOLBURN BEAUDIN + LANG LLP

uropean and U.S. airlines such as Southwest, Spirit, easyJet, and Ryanair are synonymous with no-frills flying.

Passengers on these flights pay extra for each additional service, such as snacks, drinks, priority boarding and checked baggage.

In Canada, low-cost carriers have not seen the same success. NewLeaf, the new Canadian no-frills flying alternative, has garnered much media attention.

Interestingly, NewLeaf is not actually an “airline.” The Canadian Transportation Agency (Agency) reviewed NewLeaf ’s business model and determined that it is merely a ticket reseller and does not operate an air service.

The distinction between an air operator and a reseller is an important one, because the Canada Transportation Act (Act) prohibits any person (or company) from operating an “air service” unless that company holds a valid licence issued under the Act. In August 2015, the Agency initiated an inquiry to determine whether NewLeaf ’s business proposal would constitute an air service requiring a licence.

In response, NewLeaf argued that it was not operating an “air service.” It indicated that it planned to market and sell air services to the public, and would partner with Flair Airlines Ltd., a licensed air carrier, to operate the flights for which it sells tickets.

Consumer protection is a principle that guides the Agency’s licensing requirement.

For example, all air service providers are required to publish a “tariff,” which is a set of rules that are applied with respect to that service provider’s flights and addresses certain consumer protection matters.

In determining whether a company is an air operator, the Agency considers whether it is presenting itself to the public as an air operator.

In making this determination, the Agency may consider factors such as acceptance of financial risk for the sale of seats, non-disclosure of the identity of the actual aircraft operator, promoting oneself as an air carrier, the use the words “airlines” or “aviation” in business names, and not clearly conveying the role as a reseller.

In a recent Agency decision concerning NewLeaf, the Agency concluded that the

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