WINGS wingsmagazine.com
A SHARED VISION
Service excellence drives 2017 FBO winners
Dimming the light
New laser strike tool
Expanding its role
Oshawa Executive Airport is in growth mode
Key leaders of the Skyservice Toronto team
SEP OCT 2017 CANADA’S NATIONAL AVIATION MAGAZINE
A six-time winner of Robb Report’s Best of the Best award in the entry-level segment, the Phenom 100 comfortably carries up to 8 occupants. Its avionics suite - the Prodigy® Touch, based on the Garmin G3000 - features the first-ever touchscreen glass flight deck designed for light turbine aircraft. With its exclusive OvalLite® cabin, the Phenom 100 delivers the roomiest-in-class cabin, a modern, sophisticated design with abundant leg and head room, plus the largest windows and baggage capacity in its class. The aircraft’s private lavatory is the only one in its category with windows, for plenty of natural light. Showcasing an enviable ramp presence, the signature air stair leads to the largest entrance door in its class. Delivering exceptional jet performance with operating costs similar to a turboprop, the Phenom 100 truly stands out among entry-level business jets.
PHENOM 100: REMARKABLE “The Phenom 100 has been remarkable in almost every respect — the cabin, the size of the airplane, the ramp presence is second to none in this category of airplane. Embraer has done a brilliant job of simplifying the operation of the aircraft, and as such, I feel extremely confident as a single pilot flying with my family in the airplane. The Prodigy Touch system in the front of the airplane, the office as they say, is so intuitive. The airplane’s ability to deal with weather, bumps, things of that sort, things that my wife does not like, is just really remarkable. I feel incredibly safe in the airplane. It has been a stable platform, reliability has been fantastic. I use the airplane for business now, primarily going to our real-estate development sites in New Jersey, which is a short hop. I can deal with multiple projects very efficiently and be home more than I would be if I was traveling commercially and staying in hotels. The value proposition of a Phenom 100 is significant. In my humble opinion, there isn’t really much of a decision to make. You can’t get that cabin comfort in other entry-level aircraft. Embraer stands alone as an aircraft manufacturer that takes that reliability, the technology, the experience down to the entry-level jet, and there’s nobody else that compares.”
- Bill Midon, Owner, Intervest International Ltd. Watch Bill’s story and request more information at EmbraerExecutiveJets.com/Bill
SEPT/OCT 2017
UPFRONT 8 Leading edge
The best of both worlds
10 On the fly
News and opinion
14 Alternate Approach
Boom Technology’s SST premise
16 At the Gate
Keeping up with demand
18 Glidepath
Viking’s value proposition
BACK 51 MRO Directory 66 Marketplace 70 On final
In the final stages
Tog dog: Skyservice Toronto FBO staff celebrate finishing top in the annual Wings 2017 FBO survey
FEATURES 20 A SHARED VISION
Service excellence drives Skyservice YYZ team, 2017 Canadian FBO leaders BY MATT NICHOLLS
From top: Boom’s SST premise. P.14 Keeping up with demand. P.16
28 EXPANDING ITS ROLE
The Oshawa Executive Airport is focusing on enabling key partners BY MATT NICHOLLS
PHOTOS: PETER REIDEL (TOP); BOOM TECHNOLOGY (TOP LEFT); CAE (BOTTOM LEFT)
34 STRIKING OUT A POTENTIAL THREAT
Shedding some light on laser strike prevention for pilots BY BRIAN DUNN
38 YVR’S ROADMAP TO 2037
Setting a sound course for international growth and expansion BY DAVID CARR
46 VIVA LA FRANCE!
Launch of Boeing MAX 10 highlights Paris Air Show BY DAVID CARR
COVER PHOTO: PETER RIEDELL
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Dimming the light New
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2017-08-22 7:42 AM
LEADING
EDGE
By Matt Nicholls |
The best of both worlds
Joint CBAA 2017/ADSE convention showcases B.C. aerospace might
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issues in Wings.” ADSE delegates heard presentations from Minister of Defence Harjit Sajjan – who made a $350,000 funding announcement to support ADSE and B.C. aerospace initiatives –; Bruce Ralston, B.C.’s minister of jobs, trade and technology; lieutenantgeneral Michael Hood, commander of the Royal Canadian Air Force; and brigadiergeneral Michel Lalumiere, director-general of air force development. The show marked the seventh year for ADSE, but the first in partnership with the CBAA. Following a one-year break – the 2018 CBAA event will touch down June 19-21 at the Waterloo International Airport – the association’s will join forces and colocate in Abbotsford in August 2019. “I was very pleased with the show,” Jim Quick, president and CEO of the Aerospace Industries Association of Canada (AIAC), told Wings. “The CBAA is a big part of our
TOP DATA BURSTS… in this issue
1. Vector Aerospace generated some US$705 million in revenue in 2016 (Pg. 10). 2. Boom’s XB-1 supersonic aircraft will go for US$200 million each (Pg. 14) 3. 255,550: CAE’s global pilot shortage projection over the next decade (Pg. 16). 4. Oshawa Executive Airport has 300,000 sq. ft. of hangar space available. (Pg. 28). 5. A record 22.3 million passengers streamed through YVR last year (Pg. 38).
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WINGS | September/October 2017
industry and we felt it was a good fit. This helped us raise the stature of ADSE as one of the premier aerospace and defence events in Canada. “In terms of the B.C. aerospace footprint, three years ago, the leaders of industry in B.C. came to me and said, we think we have all the tools here to be a significant aerospace cluster inside of a national framework. And it’s certainly the case – we have world-class companies that are globally focused. There are academic institutions that are some of the best in the world. You have research capability here and companies that are also the best in the world. Add in a new provincial government that is very supportive, and you have the ingredients that fuel the development of a solid cluster.” Quick and his team are now diligently preparing for the Canadian Aerospace Summit Nov. 7-8 in Ottawa. A must-attend event, this year’s focus on innovation promises to give Canadian firms ideas and strategies to make inroads in the global aerospace market. “Our object is to get thought leaders from around the globe, people that head our industry to come and tell us what the future of our industry looks like,” Quick said. “For them to come to Canada and share their perspectives – it’s pretty powerful stuff.” Powerful stuff indeed. Kudos to the CBAA and AIAC for laying the foundation for growth and cohesion within important sectors of Canadian aviation. | W
This helped us raise the stature of ADSE as one of the premier aerospace and defence events in Canada.
@Wings_Magazine WWW.WINGSMAGAZINE.COM
PHOTO: PAUL DIXON
hen Rudy Toering sat down with Wings last year for a comprehensive one-on-one conversation about the state of the Canadian business aviation industry, several things piqued my interest. Perhaps the most telling was the decision to bring the annual CBAA convention and exhibition to Abbotsford, B.C. and partner with the Aerospace Defence and Security Expo (ADSE) – and the popular Abbotsford International Air Show – to create one large mega conference. It made sense – an opportunity to bring two important industry associations together to showcase B.C.’s aerospace might, as well as the West Coast’s BizAv footprint. True to Toering’s word, the joint CBAA 2017/ADSE conference Aug. 7-12 did precisely that – enabling attendees a chance to comprehend the sheer potential that exists for future growth and development within the B.C. aerospace sector and business aviation. Final numbers from the show were solid. According to the CBAA, the show brought in more than 1,000 exhibitors and attendees and some 100 booths. A varied static display outside the TRADEX centre also tempted attendees. The team from ADSE noted 400-plus delegates took part in its educational program and the tradeshow. Key CBAA sessions included updates and progress reports from Denis Guindon, director of civil aviation at Transport Canada; a report on ADS-B and more from NAV CANADA’s executive vice president Rudy Kellar; an analysis of the BizAv footprint at various Canadian airports; and an update on the CRA’s current tax conundrum with operators from Jamieson Collins, a barrister and solicitor with Jamieson Collins & Company (more stories to follow on these
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THE LEAD BIZJETS COMMERCIAL PEOPLE
THE LEAD
STANDARDAERO TO ACQUIRE VECTOR Veritas Capital Fund Management, owner of StandardAero, has agreed to purchase Vector Aerospace from Airbus Group for an undisclosed amount, placing Canada at the centre of a global MRO powerhouse employing approximately 5,700 in 35 locations around the world, plus regional service and support centres. Both StandardAero and Vector have long since slipped from Canadian hands, but the roots of their operations remain the single largest employer for both companies, accounting for approximately 40 per cent of the global workforces of the two companies. “StandardAero is proceeding with the regulatory review process to finalize (the sale). Upon closing, this acquisition will put StandardAero in the position to be one of the most cost-effective and clientfocused MRO companies in the world,” Kyle Hultquist, StandardAero’s senior vice president of marketing and communications said in a prepared statement. The sale comes less than seven years after EADS (rebranded Airbus in 2014)
bought Toronto-based Vector for a reported US$638 million through its Eurocopter business unit. In 2011, EADS wanted to reduce its dependence on the cyclical commercial airplane market by diversifying into aircraft maintenance and repair, and expand its revenue base outside of Europe to reduce exposure to currency fluctuations. “This is an important acquisition for Eurocopter,” Boris Zaitra, EADS’ head of mergers and acquisitions told the Globe and Mail at the time. “It positions us very well in North America and allows for a base to build on through other potential acquisitions.” Three years later, there’s a new strategy. Airbus quietly began shopping Vector around as it sought to jettison non-core assets to refocus exclusively on civil and military aircraft, helicopters and space. Airbus sold its remaining 23.6 per cent interest in Dassault Aviation in 2016. A deal was estimated to be valued at more than US$800 million, based on a heated market for other aircraft service companies such as British-based BBA Aviation’s takeover of Landmark Aviation for US$2.1 billion. It is unclear how much an $800 million benchmark from two years ago will guide the StandardAero transaction. Vector Aerospace was formed in 1998, when then parent CHC Helicopters rolled its Canadian-based ACRO Aerospace, Atlantic Turbine and U.K.-based Sigma Aerospace MRO units into a whollyowned subsidiary, selling 80 per cent of the business through an IPO that same
The G550 has the longest range of any business jet in its class.
year. CHC would sell its remaining 20 per cent stake in Vector one year later. When Airbus acquired Vector, the company had already expanded into the U.S., Kenya and South Africa, largely through acquisition. Maintaining the Vector brand name, Airbus transferred its Paris-based SECA engine MRO business to its acquisition, and expanded into Australia and Singapore. Vector provides turbine engine, component and helicopter airframe support for 3,000 civil and military fixed- and rotary-wing customers worldwide, and generated revenue of almost US$705 million in 2016. Approximately 900 of the company’s 2,200 employees worldwide work at major facilities in Canada, including Summerside P.E.I. (formerly Atlantic Turbine. StandardAero is one of the largest independent aerospace MRO service providers in the world. The company was founded in Winnipeg in 1911, and has changed hands several times. It was acquired by New York-based Veritas Capital from Dubai Aerospace in 2015 for US$2.1 billion.
BIZJETS
WHAT’S IN A NAME?
StandardAero is based in Phoenix, Ariz., however Winnipeg remains its single largest facility. 10 WINGS | September/October 2017
The business jet that helped pioneer the ultra-long-range segment when it entered service in 2003, is living up to its name. Gulfstream delivered the 550th G550 in July, cementing the aircraft’s position as one of business aviation’s most popular jets. The G550 remained Gulfstream’s WWW.WINGSMAGAZINE.COM
PHOTOS: STANDARDAERO (FET); GULFSTREAM (TOP)
10 10 12 13
flagship jet until the arrival of the larger G650 (no pressure there) in 2012. Powered by twin Rolls Royce BR710 C4-11 engines, the G550 has the longest range of any business jet in its class. It will carry up to 19 passengers between many city-pairs, or eight passengers and four crew on ultra-long-range flights such as New York and Dubai, or London and Los Angeles. Cruising at speeds up to Mach 0.885, the aircraft has amassed more than 50 city-pair speed records since entering service, including London to Tokyo in just over 11 hours, and Beijing to New York in just under 14. “This milestone delivery affirms the continued demand for the G550, one of the most dependable and sought after aircraft in the world today,” said Mark Burns, president of Gulfstream. The G550 currently lists at $61.5 million a unit. Savannah, Ga.-based Gulfstream reports a US$13 billion backlog for the G550 and G450, its production stable mate.
DASSAULT HITS 2,500 MARK, 5X MAKES FIRST FLIGHT
PHOTOS: DASSAULT AVIATION (TOP); BOMBARDIER BUSINESS AIRCRAFT BOTTOM)
Dassault Aviation has delivered its 2,500th business jet. The Falcon 900LX, wide-cabin trijet was recently handed over to a long-time, U.S.-based operator at the French aviation company’s completion centre in Little Rock, Ar. Dassault delivered its first airplane, the twin-engine Mysée 20 (branded the Fan Jet Falcon
If the 5X is to enter service in 2020, the Safran Silvercrest engine snafus must be resolved.
20 in the U.S.) to Pan American World Airways in 1965. “Over the half century it has been in operation, the Falcon fleet has amassed an amazing 17.8 million hours of flight time with some 1,230 operators in 90 countries,” said Eric Trappier, chairman and chief executive of Dassault. “Moreover, of the 2,500 Falcon’s delivered to date, more than 2,100 are still flying.” Founder Marcel Dassault once said, “for a plane to fly well it must be beautiful.” With its signature third engine on several of the models, the company that bears his name has been producing some of the most eye-pleasing sculptured designs in the industry. On July 5, the latest airplane, a preliminary version Dassault’s cleansheet Falcon 5X made its first flight from the company’s final assembly plant in Bordeaux-Merignac, France. Development problems with the 5X Safran Silvercrest engine has delayed the program by more than three years. The first test aircraft took off with preliminary Silvercrest engines. Commencement of a full-fledged flight test campaign will begin
in 2018 when the full-tested engines are to be delivered. “We’re committed to liming the consequences of the four-year engine development delay as much as possible, and the short preliminary flight test campaign is part of this effort,” Trappier said. The purpose of the preliminary flighttesting, which will last only a few weeks, is to help streamline the development process. “We will closely monitor the validation tests on the modified Silvercrest, which are scheduled by Safran in the coming months,” Trappier said. It is critical that Safran meet the revised schedule if the 5X is to enter service in 2020. The cabin of the 5X will be the tallest and widest in the industry. “Our customers are anxious to fly our new wide-body Falcon,” Trappier added.
BOMBARDIER RAMPS UP GLOBAL 7000 PRODUCTION Bombardier reports that production of the first four Global customer aircraft is
The US$73 million Global 7000 is scheduled to enter service in the second half of 2018. WWW.WINGSMAGAZINE.COM
September/October 2017 | WINGS
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ON THE
FLY
progressing smoothly at the company’s Toronto final assembly plant. “The aircraft’s high degree of maturity is very encouraging as we continue to push the limits of every aspect of this game-changing aircraft’s performance,” said Michel Ouellette, senior vice president of the Global 7000 and Global 8000 program. Meanwhile, the Global 7000 test program has surpassed the 500-hour mark with three flight test vehicles in flighttesting. Two remaining flight test vehicles – named Architect and Masterpiece – are currently in final assembly and will be delivered to Bombardier’s flight testing centre in Wichita, Kan. “The three flight test vehicles have been meeting all performance and reliability expectations for this stage in the flight test program, and the pace of testing will continue to accelerate with the two remaining [flight test vehicles] progressing well towards their respective first flights,” Ouellette said. The advanced wing design on the Global 7000 aircraft was conceived to optimize
12 WINGS | September/October 2017
speed, range and control. The aircraft has a maximum range of 13,705 kilometres at Mach 0.85. The US$73 million jet is scheduled to enter service in the second half of 2018.
COMMERCIAL
AT GIVES A321NEO A NORTH AMERICAN BREAKTHROUGH Air Transat has given itself a birthday present. The Montreal-based leisure airline, which turned 30 this year, has placed an order for 10 Airbus A321neo longrange (LR) jets. The A321neo is the largest airplane in Airbus’ single-aisle, new engine option family. The first A321neo was delivered to Virgin America this April. Air Transat is the North American launch customer for the LR variant, which has a capacity for up to 236-seats and a range of 7,400 kilometres. The aircraft is
being targeted by Airbus as a replacement for the long-range, single-aisle Boeing 757, a type once operated by Air Transat. The aircraft are being leased over 12-years from Dublin-based AerCap, the world’s largest A320neo family lessor, and a company Air Transat has had a longstanding business relationship with. “The A321neo LR will significantly improve Air Transat’s fleet with the most efficient, longest-range, single-aisle aircraft,” Aengus Kelly, chief executive of AerCap said. Air Transat said that the A321neo is ideally suited for its combination of routes. Specifically, its size, which provides the carrier major flexibility in terms of flight commercialization and frequency, while its fuel efficiency will keep down costs per seat. Air Transat currently operates a fleet of 31 Airbus wide-bodies and Boeing 737s. The company operates a flexible-fleet strategy, using leasing agreements with Transavia France, a low-cost subsidiary of the Air France/KLM Group, and others, which enables the airline to operate more
WWW.WINGSMAGAZINE.COM
PHOTO: DASSAULT AIRCRAFT SERVICES
wide-body aircraft during the summer transatlantic months and the 737s during the busy sun destination winter period. The A321neo LR is expected to have operating costs that make it a versatile aircraft, year-round, so is unlikely to be deployed the same way. “This is an ideal aircraft for the North American market, and particularly for a carrier like Air Transat,” said John Leahy, Airbus’ chief operating officer-customers. “It gives a highly efficient and affordable modern option for their transatlantic routes, and we look forward to other North American carriers following Air Transat’s example.” Leahy estimates that the A321neo LR will have operating costs 30 per cent less than the 757. Air Transat will start taking delivery of its A321’s between spring 2019 and fall 2020, and will start replacing the airline’s fleet of aging A310s, which will be gradually retired from the fleet. The average age of the nine-strong A310 fleet is almost 27 years old. The airplanes will have 200 seats in a two-class configuration, and will be deployed across the entire Air Transat network, enabling the carrier to serve longer and thinner passenger routes previously out of reach with its medium-range 737s. To date, the A321neo has outsold the smaller Boeing 737 MAX 9 by at least three-to-one. Boeing responded at this year’s Paris Air Show with the launch of the 737 MAX 10 (see feature story). The MAX 10 will have capacity for up to 230-seats, but will not match the A321neo LR in range.
PEOPLE
OZENICK JOINS DASSAULT AIRCRAFT SERVICES TEAM Aviation industry veteran Mark Ozenick has been named president of Dassault Aircraft Services (DAS), Dassault Falcon Jet’s company owned service centre network. In his new role, Ozenick will oversee DAS operations in North, South and Central America and will be responsible for elevating the DAS brand and optimizing service to Falcon operators within the region. Newly minted Dassault “Mark brings extensive industry Aircraft Services president experience to DAS and has a proven Mark Ozenick brings commitment to providing a superior considerable experience customer experience and best-into his new role. class quality of service while maximizing customer satisfaction,” said Geoff Chick, senior vice president of customer service at Dassault Falcon Jet.
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Toronto Montreal Calgary Ottawa info@skyservice.com 1.888.759.7591 www.skyservice.com WWW.WINGSMAGAZINE.COM WG_skyservice_SeptOct17_CSA.indd 1
September/October 2017 | WINGS 13 2017-08-14 3:14 PM
ALTERNATE
APPROACH By David Carr |
Boom Technology’s SST premise Supersonic demonstrator aircraft will take to the skies in 2018
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14 WINGS | September/October 2017
and New York. No doubt recent technology will make the Boom SST cheaper to operate than Concorde, but what of the other controversy that followed the newer airplane’s predecessor; the supersonic boom? Half a century later, it ain’t going away. NASA and Lockheed Martin believe they have cracked the code with a design for a Quiet Supersonic Transport (QueSST), which reduces the sonic boom to a “soft thump,” opening the door to supersonic passenger travel over land. The next step is to build and test fly a Low Boom Flight Demonstration experimental airplane or X-plane. The Boom SST is expected to be only 30 per cent quieter than Concorde, limiting the aircraft to routes over water. Boom plans for a range of up to 17,600 kilometres, putting many Asian destinations with reach of Vancouver. The company has identified 500 viable ‘over water’ city pairs. Boom is not the only company hoping to re-ignite the passion for supersonic travel, although its timetable appears the most aggressive. The X-plane will not fly before 2021, and Aerion Corporation is planning the first flight of its AS2 supersonic business jet for 2023, the same year the Boom SST is expected to enter service. | W
“recent technology will make the Boom SST cheaper to operate than Concorde.” to fly 10 per cent faster than the aluminum Concorde. Still, there are many impressive names along for the ride, including General Electric, which will supply engines, avionics giant Honeywell and Virgin’s Richard Branson, who will provide engineering, manufacturing services and flight testing support through Virgin Galactic. It is estimated that British Airways made a profit of up to $30 million a year on its Concorde operations, although much of that was from the novelty charter market. Scholl argues that even with just 100 seats the aircraft was too large and too expensive to operate, and the market too small to support the cost of all first class tickets with a supersonic premium. “Since the Concorde was developed, the amount of international business and travel has skyrocketed,” he told the Los Angeles Times. “You can find a huge market.” Even so, Boom is meeting market demand with a 55-seat airplane that the company says will have the same operating costs per seat mile as a business class seat on a subsonic aircraft. Roughly the cost equivalent of an all premium-class A320 flying between London City Centre Airport
David Carr is a Wings writer and columnist. WWW.WINGSMAGAZINE.COM
PHOTO: BOOM TECHNOLOGY
t’s perhaps the cheekiest name in air transport. Boom Technology made noise at this year’s Paris Air Show, announcing it would start testing a supersonic demonstrator aircraft in 2018; a one-third scale prototype leading to a supersonic airliner faster but with almost half the capacity of the 100-seat Concorde. It is expected to enter passenger service in 2023 – 20 years after Concorde exited the field. Despite a yawning 50-year technology gap from when Concorde first flew, comparisons with the earlier supersonic transport (SST) are inevitable. “Concorde designers didn’t have the technology for affordable supersonic travel, but now we do,” said Blake Scholl, founder and chief executive of Denver, Col.-based Boom. After Concorde, air transport slowed down rather than pick up speed for the first time in its history. Now a new burst of speed could be on the horizon. At US$200 million a copy, Boom has orders for 76 airplanes from five airlines, including 10 by launch customer, U.K.-based Virgin Atlantic. It’s certainly an impressive start. By 1967, Concorde had booked options for 68 SST’s from 16 airlines. Fifty-two of those options would vanish by early 1973, including four headed to Air Canada. Only nine would enter service. The difference is Concorde options offered no customer risk whereas, according to Scholl, customers for the next generation SST have plunked down non-refundable deposits in the tens of millions of dollars. “We now have everything required to build history’s first independently developed supersonic aircraft – the funding, technical design and manufacturing partners,” Scholl told the U.K. Telegraph. Thanks to venture capitalists, Boom has approximately US$41 million in the bank to build the single pilot XB-1 demonstrator – nicknamed “Baby Boom” – and complete a flight test program, including supersonic boom testing. That amount likely won’t cover the sales tax on the final bill to develop and bring an SST to market, even with the design’s use of technologies already in service, including three modified, conventional turbo-fan engines and carbon composites, which will enable the aircraft
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AT THE
GATE
By Brian Dunn |
Keeping up with demand
A closer look at CAE’s new Pilot and Technician Outlook
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16 WINGS | September/October 2017
“This
Next
Generation
Global airlines will need 255,000 Training System is the stepping-stone to reaching a new commercial pilots over new level in pilot training efthe next decade. ficiency,” AirAsia CEO Tony innovative ways to train pilots. One of those is the Multi-Crew Pilot Licence (MPL) program, launched in 2010 with AirAsia to accelerate 200 cadets into the right-hand seats of narrow-body airliners. “We’ve proven that the cadets are very high calibre as it’s not the flight hours that count, but their competency and we’re seeing increasing demand from various areas of the world,” Parent said. The first nine AirAsia MPL cadets, who graduated in 2011 and have since been flying as first officers on the airline’s Airbus A320s have since became captains. Since 2010, more than 85 AirAsia cadets have been training through the MPL program. Earlier this year, India’s Jet Airways and CAE launched a new Commercial Pilot Licence (CPL) cadet pilot training program aimed at creating more than 380 professional pilots over the next five years. The first set of 60 cadets began training in the second half of 2017. Also with Air Asia, CAE is developing its Next-Generation Training System (NGTS), which builds on years of training advances with innovative data-collection and analysis techniques that measure and rate the skill performance of the pilot.
Fernandes said. The NGTS is in beta-phase testing with several other airlines, and CAE hopes to formally launch it later this year. NGTS will help airlines promote younger pilots to captain with training based on competency rather than flight hours. In addition to its civil and military training activities, CAE sold 50 full flight simulators last year, recording eight per cent growth with revenues of US$2.7 billion. CAE maintains Asia will continue to be a hot spot, with new routes to accommodate a growing middle class, particularly in India and China. In all, the company says 70 new pilots will have to be trained daily globally to meet the demand, which the International Air Transport Association (IATA) projects will grow be 4.2 per cent annually until 2027. Last year, 20,000 new pilots were trained by the industry at airline-focused flight academies, universities, military and small regional flight schools. That is expected to increase to 25,000 per year by 2027, with a growing percentage coming from academies, CAE said. | W Brian Dunn is a Wings writer and columnist. WWW.WINGSMAGAZINE.COM
PHOTO: CAE
AE unveiled its first Pilot and Technician Outlook at the Paris Air Show in June, and the report paints an intriguing look at growth propositions for global airlines. According to the report, airlines around the world will need 255,000 new commercial pilots over the next decade, and a third of those will be required in North America. The report also notes there are about 290,000 commercial pilots working now, but 440,000 will be needed by 2027. That’s also the last year of Boeing’s 20year Current Market Outlook (CMO) forecast for jetliner demand. This year marks the halfway point in that forecast which predicted 17,650 single-aisle jets, 6,290 twin-aisle jets and 960 very large jets would be delivered by 2026. Since 2007, the industry has delivered 8,490 single-aisle jets (excluding Embraer and Bombardier’s CRJ which are covered in another part of the CMO), leaving 9,160 single-aisles to be delivered over the next 10 years. During the same period, 2,890 twin-aisle jets, including very large aircraft, were delivered, leaving 4,648 twin-aisles to be delivered between now and 2026, based on the CMO projections. The CAE report notes that 105,000 pilots will be needed just to replace pilots who retire in addition to 150,000 new pilots to meet growing global demand. “Rapid fleet expansion and high pilot retirement rates create a further need to develop 180,000 first officers into new airline captains, more than in any previous decade,” the report concludes. These numbers mean that more than 50 per cent of the pilots who will fly the world’s commercial aircraft in 10 years have not yet started to train. Interestingly enough, the report does not mention the word “shortage.” In 2016, approximately 20,000 pilots entered the airline profession around the world and the industry will need to build on that momentum to meet future demand, says CAE president and CEO Marc Parent. There needn’t be a shortage, he maintains, if the airlines and the training industry recognize the future demand and prepare for it now. CAE is playing its part, working with airlines and regulatory authorities to develop
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18 WINGS | September/October 2017
was introduced, it is still the only western purpose-built firefighting aircraft. At least one operator has been using the aircraft as on maritime patrol and SAR missions in addition to firefighting and while there had been some discussion about marketing the aircraft as a multimission platform, it never seemed to gain traction. In an era where budgets are increasingly tighter for both governments and private operators, it’s difficult to operate an aircraft in a single mode for a few hundred hours a year. It will be interesting to see where the 415 is headed if it is to become that multi-mission platform. Now that it has found a good home with a stable family, the application of a little TLC may provide a new dawn. Earlier this year, I wrote about the importance of seaplanes on Canada’s West Coast – in the growth phase over the past 60 years and today as an important part in the transportation web that ties this province and its economy together. Now, we can see these same aircraft taking Canada to every corner of the world. In many cases, a ride on one of these aircraft may be someone’s only connection to Canada. When I hear someone say, “the world needs more Canada,” this is what I think of. | W
The Twin Otter Series 400 is always on display with the big boys and it fits right in. aircraft, but they got much more than just the keys to the aircraft. Their personnel came to Canada and received a comprehensive training and education package that saw them leave here fully qualified to operate those new aircraft. There’s no better way to ensure success, which translates into satisfied customers. In June of this year, an announcement was made that the Peru Air Force, incidentally the largest fleet operator of Series 400 Twin Otters, would be the first customer to benefit from the new Series 400 “Level D” flight simulator program offered through Viking’s sister company, Pacific Sky Aviation. Offered at Pacific Sky’s Calgary facility, the simulator offers comprehensive training in both wheeled and float operations across a wide range of conditions, with the result being a higher level of competency for the customer. Last year, Viking made another significant move acquiring Bombardier’s 215/415 program. Think of it as a big brother to the existing DHC progeny – another Canadian designed and built aircraft that operates around the world and can rightly be described as an icon in its own right. Now past a half century since the original CL-215
Paul Dixon is a freelance writer and a photojournalist living in Vancouver. WWW.WINGSMAGAZINE.COM
PHOTO: VIKING AIRCRAFT
s we navigate our way through this year of Canada 150, we’ve heard a lot about Canadian values. And yes, it sounds great, but as with many things in life, Canadian values are difficult to articulate. I’ll give you some living examples of Canadian values and they’re brought to you by the letters “D,” “H,” and “C.” That’s right, these aircraft have played such a huge role in this country’s expansion, and have helped put the baby boomers where we are today. Viking Aircraft’s Chipmunk, Beaver, Otter, Cariboo, Buffalo, Twin Otter and Dash 7 are still flying – some more than others, but what put them there and what keeps them there are the intangibles that we’re thinking about when we say, “Canadian values.” These are attributes we can’t quite put our finger on. They’re tough, no doubt about it; hardworking, for sure and and built to last and then some. I like these as values, because they’re enduring and not part of the flavour-of-the-month club. Proof positive for me was the way the world greeted the Series 400 Twin Otter when Viking Air made the decision a decade ago to re-introduce the aircraft. It was an instant success, as the order book quickly demonstrated. The irony was, none of the orders were for Canada because the Twin Otters in service with Canadian operators weren’t ready to be replaced. Viking Aircraft president and CEO David Curtis has travelled the world selling the new Twin Otter. He’s been to Farnborough, Paris, Singapore, Oshkosh and many other key air shows and conferences. The Twin Otter Series 400 is always on display with the big boys and it fits right in. The aircraft have been sold to operators around world and along with their older relatives, they are flying on every continent and literally from pole to pole. And new operators are embracing the concept of float-equipped aircraft servicing areas where airstrips and runways are rare, but water abounds. It’s the same way those early DHC aircraft served in Canada. In fact, Viking has gone a step further and for me it’s a true Canadian moment. The government of Vietnam recently purchased Series 400 Twin Otters as maritime patrol
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A SHARED V SERVICE EXCELLENCE DRIVES SKYSERVICE YYZ TEAM, 2017 CANADIAN FBO WINNERS
BY MATT NICHOLLS 20 WINGS | September/October 2017
WWW.WINGSMAGAZINE.COM
PHOTO: PETER REIDEL PHOTOGRAPHY
VISION T
he Halifax International Security Forum in Nova Scotia’s capital city is arguably one of the most important events on Canada’s right coast. For the fixed based operators (FBOs) located at Halifax Stanfield International Airport, the annual late fall gathering brings not only a bump in corporate and military traffic, but heightened demands for customer service from all members of WWW.WINGSMAGAZINE.COM
their respective FBO teams. Providing red carpet service is paramount for FBOs nationwide at all times, but major events tend to set that bar even higher – and with more than 300 dignitaries, government officials and top leaders in the security industry from more than 70 countries, this event is indeed a big deal. Being ready for all requests is paramount. Dennis FitzGeorge Hall, base manager for Innotech Execaire Aviation
Group-Halifax – one of the airport's most established FBOs – knows the drill. His team services a steady stream of both military and corporate clients, and the small, experienced group routinely rises to the occasion to provide clients with impeccable service and safe, care-free experiences – even when there’s a bit of a curveball involved. To say last year’s event brought with a bit of curve ball, would be a bit of an understatement.“We always get a number September/October 2017 | WINGS 21
TOP FBO IN CANADA – SKYSERVICE TORONTO (YYZ) TOP FBO IN WESTERN CANADA (B.C., ALTA., Y.T., N.W.T.) Signature Flight Support Edmonton (YEG)
TOP FBO IN CENTRAL CANADA (SASK., MAN., NUNAVUT) KREOS Aviation Inc., Saskatoon (YXE)
TOP FBO IN ATLANTIC CANADA (N.B., N.L., N.S., P.E.I.) PAL Aviation Services St. John’s (YYT)
TOP 5 IN WESTERN CANADA Signature Flight Support Edmonton (YEG) Carson Group of Companies, Kelowna (YLW) Skyservice Calgary (YYC) Million Air Calgary (YYC) Million Air Vancouver (YVR)
TOP 5 IN CENTRAL CANADA KREOS Aviation, Saskatoon (YXE) Saskatoon Aerocentre (YXE) Regina Aerocentre (YQR) Exchange Petroleum, Winnipeg (YWG) Kelly Western Jet Centre (YWG)
TOP 5 IN ATLANTIC CANADA PAL Aviation Services, St. John’s (YYT) PAL Aviation Services, Halifax (YHZ) Gateway Facilities FBO, Halifax (YHZ) Innotech Execaire Aviation Group – Halifax (YHZ) Irving Oil, St. John’s Nfld. (YYT)
RISING STAR AWARD (FBO making the largest jump in votes from last year) Innotech Execaire Aviation Group – Halifax (YHZ) MOST POPULAR FUEL CARDS (Ranked in order of popularity) • AvFuel • World Fuel • Amex Services • UVAir • Visa • Multi Service • Mastercard POPULARITY OF BRAND • 71.7 per cent of respondents indicated they select an FBO based on brand and services the FBO provides. NUMBER OF FBOS RECEIVING VOTES • 68 • Number of provinces covered – eight HAPPIEST FBO • Happy Gas, Grand Prairie, Alta.
of high clients that come in,” Hall said. “These are lavish FBO_MAP.indd 1 people and certain items on their wish lists are almost impossible to find. Last year, some of them were requesting very expensive wines and rum – names I had never heard of. My CSRs, God bless them, went to all lengths to fulfill every request. They searched long and hard on Google . . . finally we found everything at a specialty liquor store downtown.” KREOS Aviation Inc. assistant manager Dalena Juárez can relate. KREOS Aviation is based in Saskatoon, Sask. and the northern lakes that dot the province north of the city are a fisherman’s paradise, offering some of the finest angling opportunities in the world. KREOS once again did very well in the annual Wings report, capturing top honours in the Central region (see “Adding it all up,” above). Earlier this year, a pilot that had brought a group in wanted to relax with an afternoon of fishing. He asked Juarez where some top spots might be, but not being an angler, she didn’t really know. No fishing experience, no problem. She immediately tracked down an angling aficionado who had the right knowledge to present a few options. 22 WINGS | September/October 2017
TOP FBO IN ONTARIO Skyservice Toronto (YYZ)
TOP FBO IN QUEBEC Skyservice Montreal (YUL)
TOP 5 IN ONTARIO Skyservice Toronto (YYZ) Skyservice Ottawa (YOW) Innotech Execaire Aviation Group – Ottawa (YOW) Porter FBO, Toronto (YTZ) Executive Aviation Services, London, Ont. (YXU)
TOP 5 IN QUEBEC Skyservice Montreal (YUL) H-18 FBO, St. Hubert, Que. (YHU) Signature Montreal/Starlink Aviation (YUL) Innotech Execaire Aviation Group – Dorval, Que. (YUL) Avjet FBO, Quebec City (YQB)
“Top-notch service at an FBO is not about the amenities,” Juarez told Wings. “It’s mainly about the people. Sherry (FBO manager Franks) has set up a strong training and customer service program here, and this environment inspires people to do great things – it shows in the final product. It’s about catering to and respecting the little things. If a client or pilot needs a ride somewhere, for example, we take them in our own car – there is absolutely no hesitation. It’s the personal connection that sets you apart.” A VIEW FROM THE TOP Going all out for clients no matter what – and showing that commitment from the top down –seems to be the mantra that connects Canadian FBOs from coast to coast. The 2017 Wings Canadian FBO report shows countless examples of customer service excellence from not only line crews and maintenance teams, but customer service representatives (CSRs) and fuel providers. Understanding client needs – tendencies, buying habits, desires and more – and anticipating how to deliver the goods, goes a long way in maintaining a strong
customer base. Keeping the FBO fresh with constant renovations, upgrades, a 2017-08-29 and 9:24 AM commitment to the smallest details is also important. Gordon Livingstone, president of H-18 FBO at Montreal’s St.-Hubert Airport, told Wings the secret to success remains consistency in the delivery of all aspects of the overall product. “A lot of it has to do with the records we keep on our customers,” Livingstone said. “We highlight their preferences, what the caterers or drivers do for them. And we work hard to keep this information up to date. That brings a personal touch to it. What also works in our benefit is the fact our staff has such little turnover. The living memory stays with our team. Even if there was a plane that was there two years ago, our guys will be able to recognize the customers. That makes all the difference.” H-18 FBO finished second in voting in Quebec in this year’s report. With its 200,000 sq. ft. of ramp space, 30,000 sq. ft. of hangar space (with 48-ft. of clearance) all within 15 minutes of downtown Montreal, the FBO is a sound option for business travellers travelling to Montreal for corporate meetings. The H-18 team is also WWW.WINGSMAGAZINE.COM
Your Safety Our Support
Congratulations to the following Shell AeroCentres® for being voted among the top 2017 FBO Regional Winners1 Carson Group of Companies, Kelowna (YLW) Exchange Petroleum, Winnipeg (YWG) Innotech Execaire Aviation Group, Ottawa (YOW) Innotech Execaire Aviation Group, Dorval (YUL) Innotech Execaire Aviation Group, Halifax (YHZ) To learn more about the Shell Aviation network, visit www.shell.com/aviation. 1
WINGS Magazine – 2017 Canadian FBO Survey
A partnership from the ground up
developing a second FBO property (opening in 2018) aimed at higher-end customers. Coupled with major enhancements at the St.-Hubert, Que. airport, it may entice more business travellers to utilize the space.
IN THE END, YOU CAN INVEST IN A COUCH OR YOU CAN INVEST IN PEOPLE – AND THE RIGHT NUMBER OF PEOPLE TO DO THE JOB. “Business aviation professionals are starting to realize there is a potential benefit of the ease of operations of a secondary airport, not just Dorval,” noted Livingstone. “There are many head offices that are setting up on the south shore and their operations are coming through more than they were in the past. As the mining market grows, there is a large potential for business aviation.”
THE VALUE OF EXPERIENCE They say you can’t teach an old dog new tricks, but that does not apply to the team from Skyservice Business Aviation. Refining and implementing new services, processes and techniques at all of its FBO properties across Canada is a daily ritual that continues to pay off. As was the case in last year’s survey, Skyservice FBOs did very well in this year’s report, with Skyservice Toronto capturing first place in Canada and Ontario, Skyservice Montreal placing first in Quebec, Skyservice Calgary finishing third in Western Canada and the company’s newest FBO property in Ottawa finishing second in Ontario. Skyservice Business Aviation chairman and CEO Marshall Myles was understandably thrilled with the news and quick to point out that each property offers customers topnotch facilities and amenities. More importantly, however, is the experienced team he has
SURVEY STATS
How it all breaks down
WINGS FBO SURVEY WAS DESIGNED TO IDENTIFY PROPERTIES that deliver on these important value propositions. For the eighth consecutive year, we asked readers to identify their top Canadian FBOs, fuel cards or credit cards. In an industry driven by service impressions as well as price, the survey offers a unique overview of the Canadian market and this market alone. The survey was conducted online for eight weeks from late May to early 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 also 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 FBOs receiving votes this year, winners were selected region to region across the country – including a “Top 5” 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.
24 WINGS | September/October 2017 Untitled-2 1
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The small but capable team at Innotech Execaire Aviation Group – Halifax consistently rises above in a competitive environment.
note that they choose an FBO based specifically on the amenities, services it provides and people on staff. Brand consistency is imperative. “Most FBOs are chains,” noted Myles.
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assembled nationwide. “We keep re-investing in our facilities to ensure we have every convenience,” Myles told Wings. “But this is only one aspect of the business. In Toronto, for example we have an incredible team with more than 200 years experience collectively at our front desk. So, when clients and customers come in here, they are comfortable – you are delivering that consistency they expect. I get compliments on our people all the time.” To that end, Skyservice Toronto customer service supervisor Emmanuel Rodrigues prides himself in ensuring staff deliver prompt and efficient service in all aspects of the business. It’s all about preparation, care and commitment. “To achieve No. 1 FBO status, you have to be able to deliver efficiently,” he said. “It’s knowing who is coming in the door, whether they be someone we see on a weekly or daily basis or someone we haven’t seen. You need to know by the tail number and who you are dealing with. Being prepared, understanding the little things, being efficient – it’s all critical to the final product.” Refining training processes, safety management systems (SMS) and meeting all brand expectations is also critical. In fact, some 71 per cent of survey respondents
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GETTING THE WORD OUT
HOW IMPORTANT IS THE CANADIAN FBO SURVEY? VERY IMPORTANT! “We worked hard to share the
importance of this survey with clients. We had a computer set up in our pilot lounge, we made quarter page flyers made to hand out . . . we’re a smaller FBO but we have many key repeat clients.” – Dalena Juarez, FBO assistant manager, KREOS Aviation
people working here than we ever have (more than 650 employees). “We also have added more support to the team that is here. Imperial Oil sold its assets in Canada to World Fuel Services, and we are now part of the World Fuel family. We are attending all of the new conferences and training. In the end, you can invest in a couch or invest in people – and the right number of people to do the job.” Having a passion for aviation also helps. This holds true at PAL Aviation Services in St. John’s and Halifax, two locations that finished in the two top spots in Atlantic
Canada. “I find aviation is one of those industries that if you’re in it, you love it,” Stephen Dinn, vice-president of business development with PAL Aviation Services, said. “It’s one of those things that comes with a good deal of energy; people embrace it. We’re very lucky to have people like that in both locations.” Passion for the product, passion for the clients that keep coming back. Congratulations to the passionate folks at Canadian FBOs across Canada who keep delivering the goods. | W
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“Our target is to be the No. 1 FBO
in Canada by 2019. So, working with clients to promote the survey is very important to us.” – Gordon Livingstone, president, H-18 FBO
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A view from above: the Oshawa Executive Airport is critical to the growth of southern Ontario’s Durham Region.
EXPANDING ITS KEY
BY MATT NICHOLLS
B
uilding and delivering on its role as a community leader. Servicing the developing corporate market. Providing a safe, functional location for flight training and the development of future pilots, engineers and other aviation professionals. Acting as a Canadian sales and service hub for a variety of key aircraft parts suppliers and valued aircraft brands. Ask Oshawa Executive Airport (OEA) manager Stephen Wilcox to pinpoint precisely what he feels his airport’s specific area of expertise is and the answer is straightforward, despite the airport’s eclectic mix of businesses and services. “Airports are seldom the highest or best use of land but they are solid infrastructure,” Wilcox told Wings during a recent tour. “They are enablers. At Oshawa Executive Airport, we move people and goods
28 WINGS | September/October 2017
– and we have services that do that. I tell everyone it’s like the common area in a mall . . . you can’t have other businesses there without this key enabler.” Situated on some 484 acres of land in southern Ontario’s Durham Region, the OEA is located north of the city centre, conveniently based within minutes of a number of transportation routes connecting it to the city of Toronto, some 45 minutes to the west. With two paved runways – 2,654 and 4,246 ft. respectively – 18 commercial and aviation businesses, 242 airplanes (50 corporate) and two helicopters based at the airport, plus 300,000 sq. ft. of available hangar space, OEA is a bustling hub within the southern Ontario airport landscape. The airport is classified as an airport of entry by NAV CANADA and is staffed by the Canada Border Services agency. CBSA officers can handle aircraft with no more than 50 passengers. And with 70,000 aircraft movements last year, the airport boasts a strong mix of end users covering a variety of sectors. It’s also a key economic driver for the city of Oshawa, generating some $1.2 million in property taxes annually – which represents a 1,000 per cent growth rate since 2005.
History lesson
The airport opened in June 1941 under the British Commonwealth Air Training Plan as No. 20 Elementary Flying School RCAF Station Oshawa. Student flyers used Tiger Moth aircraft and were trained by civilian instructors from Oshawa, Kingston and Brant Norfolk flying clubs. The school closed in 1944, but the training legacy lives on today, as Durham Flight Centre and Canadian Flight Academy/Toronto Airways call the airport home. Both offer comprehensive flight training options for developing pilots, in both a SIM and aircraft driven environments. Legend has it as well, that one or two Tiger Moths are buried somewhere on the airport property (which prompted much debate amongst several aviators on the field when Wings came to visit.) Durham Flight Centre recently invested $750,000 to upgrade its aircraft fleet and added a new SIM. Oshawa-based Canadian Fight Academy acquired Toronto Airways (which moved from Markham, Ont.’s Buttonville Airport) and implemented a $7 million investment to accommodate 27 new aircraft, four SIMs and 60 new staff. WWW.WINGSMAGAZINE.COM
PHOTO: OSHAWA EXECUTIVE AIRPORT
THE OSHAWA EXECUTIVE AIRPORT IS FOCUSING ON LOCATING DYNAMIC PARTNERS
Two flight schools are based at the airport: Durham Flight Centre and Canadian Flight Academy/Toronto Airways.
PHOTO: MATT NICHOLLS
ENABLER ROLE (for more on airport businesses, see “Fully on Board,” pg. 30). The town of Oshawa – now the city of Oshawa – took control of the airport in 1947, but significant growth to the city and region have brought many challenges to ensure the airport remains an economic enabler and important community partner. In 2006, Wilcox’s firm, Total Aviation & Airport Solutions Limited, was awarded the contract to manage OEA on behalf of the city. Under his leadership, the airport has made significant airport improvements including the installation of the first privately operated NAV CANADA Airport Weather Observation System (AWOS), two new taxiways, 19 fully serviced airport development properties and just over 250,000 square feet of new general and corporate aviation aircraft hangars. Wilcox has also worked closely with industry stakeholders and regulators as Oshawa prepares to absorb a significant percentage of the aircraft traffic resulting from the pending Buttonville closure. Several businesses have since moved over to OEA including Aviation Unlimited, Air Partners Inc., Canadian Flight Academy/ Toronto Airways and more, bringing an WWW.WINGSMAGAZINE.COM
influx of new blood and vastly diversifying product offerings. “Oshawa Executive Airport had fermented for a number of years, but it has really taken off in the last 10,” Wilcox said. “The city has – by design and by accident – made a lot of good, solid decisions in the development of this airport . . . this is an important airport for a number of reasons. We are strategically located on the east side of the GTAA and it’s critical that the right type of infrastructure is in place here.” Key enhancements include the continued development of the north side of the property to attract new business, the addition of a four story, $9-million NAV Canada tower to replace the current 50-year-old navigation tower, the creation of earthen noise berms to mitigate noise, and arguably the largest project of them all – the proposed runway reconstruction of 12/30, to include new pavement, lighting, improved drainage and the creation of new runway end safety areas. This project
means a complete closure of the airport for 35 days beginning in early September while work crews work 24/7 to get the job done. “We have had millions of dollars of private investment in the airport over the last number of years and this runway has not been touched since 1941,” Wilcox said. “There are drainage problems, topography issues . . . it just had to be done. To create the lowest amount of impact, we decided to go this route with our timing. The later you wait into fall, the more rain days you get. ”
“I tell everyone it’s like the common area in a mall . . . you can’t have other businesses there without this enabler.”
Growth propositions As one of 11 members of the new Southern Ontario Airport System network (SOAN), the OEA is working together with other regional airports to develop solutions to deal with capacity issues facing southern Ontario over the next few decades. By 2033, Toronto Pearson will reach 85 million passengers and in excess of one million tonnes of freight, putting it at or September/October 2017 | WINGS 29
There are some 18 commercial aviation businesses located at the Oshawa Executive Airport, including new tenants and established vets. Here are seven super leaders making their mark both in Canada and around the globe.
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aviation firm at OEA, Aviation Supplies carries parts for an aircraft all over North America. Located at the airport since 1963 (originally on the south side), the company focuses on a variety of aircraft part streams including avionics, airframe spares, accessories, engine components, tools and more. Many operators at the airport rely heavily on this diverse parts company. QUOTABLE: “We work hard to fulfill operators’ needs to keep aircraft flying. It’s as simple as that.” – James Cox, president, Aviation Supplies
WHAT THEY DO: Aviation Unlimited
is the sole distributor of four aircraft brands in Canada: Piper, Diamond, GippsAero and Kodiak. The company also provides maintenance to all of its brands in its hangar based at Buttonville. The company moved to the Oshawa Executive Aircraft from Buttonville a couple of years back and is pleased with the transition. They have just added a gleaming new 20,000 ft. hangar. QUOTABLE: “We have convinced several companies to move over from Buttonville and all are very pleased. But we aren’t done – we need to get even more companies here to help grow general aviation.” – Solly Capua, president, Aviation Unlimited
Air Partners Inc. relocated part of its business from Buttonville in 2014. The company maintains and services the successful Cirrus brand of aircraft, offering pre buy inspections, imports/ exports MRO services and more. QUOTABLE: “We look after turbine aircraft, King Airs and are an authorized dealer for Cirrus. It’s a solid aircraft, doing very well in the market. We also operate an aircraft in Guyana for the mining business to move people back and forth.” – Ron DeConcilys, president, Air Partners Inc.
WHAT THEY DO: Another longtime
client at OEA, Corporate Aircraft Restoration is a Dahler TBM service centre for Canada with a full avionics shop. The company also supplies line maintenance for private operators and provides exclusive aircraft restoration to vintage airplanes. QUOTABLE: “What do we do here? So much really! It’s a very diversified business offering a little bit of everything.” – Maurice Nesbitt, director of maintenance, Corporate Aircraft Restoration
The Oshawa Executive Airport is home to a wide mix of businesses and aviation leaders.
30 WINGS | September/October 2017
“AIRPORTS ARE SELDOM THE HIGHEST OR BEST USE OF LAND BUT THEY ARE SOLID INFRASTRUCTURE.” “We all have very different governing requirements as a group,” Wilcox said referring to SOAN. “And for us, we are a regional airport that is operated by a local municipality. We compete for opportunities as a group, but the goal is to ensure we continue to serve southern Ontario in the most effective way. This is the economic engine of Canada.”
A look to the future Having made significant progress in enhancing the airport from a quality control, safety and economic enhancement point of view, Wilcox continues to be cautiously optimistic about the future for the OEA. The airport is a key cog in the SOAN plan and it will remain that way for some time, no matter what happens with the proposed development of the Pickering Airport, which Durham Region has been aggressively pushing for a number of years. An announcement on that project should come within the next few months. The fact OEA is hemmed in by the community, is limited with its focus, does not (and will not have) commercial service, means the Pickering Airport model looks like a logical step. And if you look at the GTAA as a mega metropolis – which over the 20 years will happen – a major airport like Pearson on WWW.WINGSMAGAZINE.COM
PHOTO: MATT NICHOLLS
FULLY ON BOARD
near capacity. Finding nichés at network airports will help deal with this capacity challenge. “It’s very important for us to be part of the network and be one of the five regional airports that serve the Toronto area,” noted Wilcox. “And when Buttonville finally closes, we will be the next best choice for the businesses there. We need to be very focused and strategic in the development of our airport plan.” In finding specific nichés for OEA, it’s not a case of being all things to all people, Wilcox noted. “We don’t want to take everything we can get – it’s about being selective and strategic about what fits the needs of the airport while still respecting the needs of the community,” he said. Expansion in general aviation (with an emphasis on corporate aviation), medical and police, military and recreational are all key growth areas. However, potential expansion must conform to the overall Durham plan.
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WHAT THEY DO: The international flight and training school moved over from Buttonville in November 2016. The brand new training centre offers a variety of training options and programs with a modern fleet and simulators. QUOTABLE: “This is a better location from a training standpoint. It is a controlled airport, the transition from the practice area is better . . . it’s a more cohesive unit with the renovation.” – John Davis, president, Canadian Flight Academy/Toronto Airways
DURHAM FLIGHT CENTRE (DFC)
WHAT THEY DO: Established in 1997,
ENTERPRISE AIRLINES INC. (ENTAIR INC.)
WHAT THEY DO: Enterprise
Airlines began operations in 1994 offering clients a range of services including a full-service boutique FBO, charter operations, aircraft maintenance, corporate travel and more. Enterprise also operates Basler BT-67s for airborne 3D and tensor gravity gradiometry survey work in international locations including the Antarctic. QUOTABLE: “People like our FBO here because it is intimate, attentive and welcoming. But the big picture here is the airport. We have to work together to grow . . . the weakest link breaks the chain. And you know, I often need to check’s Stephen’s (Wilcox) shoes for dampness . . . I think he can walk on water.” – Manny Rosario, director of flight operations, EntAir Inc.
32 WINGS | September/October 2017
Oshawa Executive Airport manager Stephen Wilcox explaining new enhancements at the airport.
Organized by the local Oshawa Lion’s the east side of the GTAA seems inevitable. Regardless of what happens, Wilcox and Cub, the Easter Eggstravaganza is a sight his team have negotiated a deal with the to behold – hundreds of kids lined up, paregion that ensures OEA will stay open un- tiently awaiting the arrival of their furry til 2033 regardless of Pickering – and that friend to oversee the hunt for 8,000 candy date could move back even further. filled eggs hidden carefully around the “The longer term future for Oshawa will airfield. be dependent on what Pickering is,” Wilcox “It’s such a good time,” Wilcox said smiling. “But that’s what this said. “Even big airports airport provides for comdo many things . . . and munity. We have to work you need all segments of “WE HAVE TO WORK with this community to aviation cooperating. If keep it informed and rePickering can serve all WITH THIS aspects of aviation, you COMMUNITY TO KEEP spect the complexities it brings.” need to ask yourself why IT INFORMED AND In addition to the ando you need two regional RESPECT THE nual community Easairports in the region? I ter Egg hunt, other key think if that happens, Os- COMPLEXITIES IT hawa will be an incubator BRINGS.” events include: an annual for Pickering, but it will women's in aviation day be dependent on that.” to help ignite the passions Wilcox jokes that by the time he re- of young women interested in aviation and tires, he will work at least one day at the aerospace; the annual young Eagles Day to Pickering Airport – he is sure it will hap- introduce Durham residents between the pen eventually. But until that time, he ages of 8-17 to flying; and various events will continue to concentrate on what he’s for the Oshawa Chadburn Air Cadet doing right now – strategically increasing Squadron, and the Whitby Vandenbos Air the value of OEA to ensure it remains a Cadet Squadron. key enabler to both the economic engine “It's critical that we work with young of Canada and the community of Oshawa. people to drive the future of aviation," WilAnd that means balancing necessary busi- cox said. "It's also so important to be good ness objectives with precious community community neighbours. Again, that's really events – like the annual Easter egg hunt, an important part of what we do here.”| W for example. WWW.WINGSMAGAZINE.COM
PHOTO: MATT NICHOLLS
DFC has been training pilots for more than 15 years. The company offers a variety of training programs. Located in the Enterprise Airlines hangar building, DFC prides itself in taking a personalized approach to flight training.
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STRIKING OUT A POTENTIAL THREA SHEDDING SOME LIGHT ON LASER STRIKE PREVENTION FOR PILOTS BY BRIAN DUNN
L
34 WINGS | September/October 2017
A laser strike can cause considerable distraction or temporary flash blindness to a pilot usually during landing or take off.
reaches the threshold of the runway and touches down. For one or both pilots to be temporarily blinded at this critical phase of flight is our biggest concern,” captain Ed Bunoza, chair of ACPA’s Flight Safety Division, noted. “But over the longer term, our pilots are also worried that being exposed to such a laser strike might lead to vision impairment or damage that could effectively prevent them from pursuing their career.” While there is no law in Canada preventing the personal ownership of dangerous laser devices powerful enough to impede aviation and endanger pilots, pointing a laser at an aircraft is illegal and a criminal offence. Offenders will be charged and could face fines up to $100,000, five years in prison, or both, according to the ACPA. “ACPA encourages the inclusion of Class IIIB and Class IV lasers to the Prohibitive
Weapons List so that law enforcement is empowered to confiscate lasers without having to wait for it to be used maliciously. We do not believe there is a practical application for these devices. The Canadian government should consider imposing even stricter fines and stronger sentences for individuals charged with these malicious offences.” With laser strikes on aircraft on the rise, there may be an easy solution at hand. Airbus wholly-owned subsidiary, Satair Group and Metamaterial Technologies Inc. (MTI) and its optical filters division Lamda Guard of Halifax, N.S., have signed a Memorandum of Understanding (MoU) which will lead to an exclusive multi-million-dollar global distribution agreement to bring MTI’s laser protection product metaAIR TM to the civil aviation market. metaAIR is nanofabricated as a flexible metamaterial optical filter which can be WWW.WINGSMAGAZINE.COM
PHOTO: MTI
aser strikes against aircraft have been a concern since the 1980s, and part of the problem is that handheld laser pointers are becoming both less expensive and more powerful. A handheld laser capable of distracting a pilot can cost as little as US$15. Their strength has also increased. Ten years ago, a green 300-milliwatt laser was usually only available to researchers. Today, 300 mw green lasers are easily available online for as little as US$17. When a laser beam hits an aircraft windshield, tiny scratches and dirt on the windshield create a glare effect which spreads the light across the pilot’s field of vision. Pilots do not see this light as a small beam or dot. Instead they experience a large glow which can be difficult to see through. A laser beam becomes wider over long distances and may grow to a few inches or even a few feet in diameter. A laser strike can cause considerable distraction or temporary flash blindness (lasting a few seconds or minutes) to a pilot usually during a landing or takeoff. Most laser strikes occur during the approach phase of a plane’s descent. Laser strikes have increased so significantly over the past few years that many countries have banned handheld lasers, including New Zealand, New South Wales, and Australia, making carrying a laser illegal without a good cause. Both in Canada and the United States, there are currently no legislative measures preventing high-powered lasers from being purchased for personal use. The head of the Air Canada Pilots Association wants Ottawa to put handheld lasers on its list of prohibited weapons. That would allow police and border agencies to seize devices that are increasingly being used to target crew while in Canadian airspace. “An aircraft on final approach at 1,000 feet has less than one minute before it
AT
Authority and Transport Canada. The top five U.S. cities affected by laser strikes in 2014 were Houston, Los Angeles, San Juan, Phoenix, and Las Vegas according to the FAA. Laser illuminations were up 33 per cent between 2015 and 2016. The Top five cities in Canada affected by laser strikes are Toronto, Montreal, Vancouver, St. Hubert, Que. and Ottawa, notes Transport Canada.
“AN AIRCRAFT ON FINAL APPROACH AT 1,000 FEET HAS LESS THAN ONE MINUTE BEFORE IT REACHES THE THRESHOLD OF THE RUNWAY AND TOUCHES DOWN.” The biggest targets in the U.K. are Heathrow, Glasgow, Birmingham, Manchester and London City Airport. “This (agreement) marks a key milestone for MTI. Satair Group is a global leader in aerospace supply management and known for their innovative products, said George Palikaras, MTI founder and CEO. “We are very pleased to have Satair Group as our exclusive distributor for our laser protection products. They are one of the top logistical companies in the world. Through our partnership with Satair Group, we will introduce metaAIR to the commercial aviation market in 2018, offering a solution to the increasing threats of laser strikes in global aviation." While Airbus and its airline partners have been onboard with their support since Day 1, the technology will be driven
applied to any transparent surface, such as the inner surface of an aircraft’s cockpit windscreen, to control unwanted light sources while not interfering with visibility. The filter deflects harmful laser beams aimed at aircraft windscreens even at high power levels and from wide angles preventing the beam from reaching the inside of the aircraft cockpit. In addition to laser protection at night, metaAIR also features new types of optical protections such as Ultraviolet ray protection for daytime operation at cruising altitudes, another long-established concern for many flight crews. Lasers can distract and even harm pilots during critical phases of flight and can cause temporary visual impairment. More than 2,000 laser incidents were recorded in the U.S. in the first four months of 2017 alone according to the Federal Aviation Administration (FAA). In 2015, there were some 10,000 laser incidents reported to the FAA, the U.K. Civil Aviation WWW.WINGSMAGAZINE.COM
by the airline industry as a whole, including regulators, added Palikaras. Laser strikes are a global concern, although it would appear it’s a bigger problem in North America, only because the media tends to give them more coverage than elsewhere, said Palikaras. There is also a correlation between population density and air traffic volume. “Europe and North America tend to report strikes more. Asia is becoming a hot spot, but tend to underreport the problem,” Palikaras said. “In the U.S. alone, there were 7,700 attacks in 2015. Another side of the problem is overall under-reporting by pilots. If a pilot experiences five to 10 strikes, he’ll stop reporting them. And business jet pilots report even less.” In fact, the biz jet market could be an interesting one for MTI, since VIPs who fly on them, likely have bullet-proof cars or vests for personal safety, so this laser strike technology would have a natural appeal for them, Palikaras suggested. “About 90 per cent of laser strikes are green, because the human eye is more sensitive to green than either red or blue which are at the far end of the spectrum,” he explained. “Our technology protects a pilot enough by blocking a strike, but we also want a pilot to see the light to be able to report a strike.” Satair Group’s involvement follows two previous agreements signed between Airbus and MTI’s Lamda Guard division over the past three years. In 2014, MTI entered Airbus Corporate Innovation’s Start-Up 2 Partner program, which aims at building mutually beneficial partnerships with disruptive innovators (an innovation that creates a new market and value network and eventually disrupts
MTI founder and CEO George Palikaras announcing the Satair Group as its exclusive distributor of MTI’s laser protection products. September/October 2017 | WINGS 35
an existing market and value network) and start-up companies. While setting the ground for future business arrangements, with the support of the Airbus Aircraft Security team, the program also evaluated, tested and tailored metaAIR for potential application on to its aircraft. Earlier this year, a new agreement for the validation, certification and commercialization of the product was announced. Satair Group is now moving this relationship to commercialization and will deploy its global presence and extended
distribution and parts support services to all commercial aviation market segments with a full metaAIR service-offering package. While other companies offer protection against laser strikes, MTI’s technology is unique in that the optical filter can be applied without removing an aircraft’s windshield, explained Palikaras. The value proposition goes beyond anything else on the market, he added. “We are delighted to pick up the baton for this exciting technology from our colleagues at Airbus Corporate Innovation
and Airbus Aircraft Security who have steered it through the verification and testing stage. With our first mover advantage and through our global reach and excellent relationships with operators we will ensure metaAIR gets exposure to all aircraft categories and to airlines, MROs and corporate operators worldwide,” Bart Reijnen, CEO of Satair Group, said. Satair will choose an experienced partner for Supplemental Type Certificate (STC) development to ensure metaAIR meets airworthiness and certification requirements for different aircraft types. Certification approval initially from the FAA, European Aviation Safety Agency and Transport Canada Civil Aviation is expected to be granted in early 2018 with other relevant jurisdictions following later. Certification should be straightforward, said Palikaras, since the product doesn’t have any moving parts. The metaAIR product will be developed initially for the Airbus A320 family, followed shortly afterwards by all other Airbus and also Boeing types, as well as for other commercial airliners. Satair also sees demand for this product coming from business and general aviation and rotary wing customers. | W
JUST THE
FACTS
LASER STRIKE DATA BY THE NUMBERS
500+ – Number of reported laser
strikes in 2016 in Canada
If convicted, offenders could face UP
TO $100,000 IN FINES, five years in prison (or both) Top locations under siege – Toronto, Montreal, Vancouver, St.-Hubert, Que., Ottawa 2,000 – Number of attacks in the first four months of 2017 in the U.S. 10,000 – Number of reported attacks in the U.S. and Canada in 2015 by FAA, TC, U.K. Civil Aviation Authority QUOTABLE “It was when I looked over to him that I could see the green light was being reflected off the cockpit window. He looked at me and said, ‘I am have trouble seeing out of my right eye.’ ” – Air Canada pilot Ian Smith, quoted in a CBC article last year, describing his first officer’s reaction to a laser strike on approach. Smith would like lasers to be banned and put on the list of prohibited weapons. 36 WINGS | September/October 2017 startpac (kirby) 4.625 x 7.5.indd 1 WG_StartPac_MarchApr17_CSA.indd 1
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YVR’S ROAD
TO 2037
SETTING A COURSE FOR GROWTH
BY DAVID CARR 38 WINGS | September/October 2017
WWW.WINGSMAGAZINE.COM
Traffic growth at YVR for the first six months of 2017 is on pace with 2016.
PHOTO: VANCOUVER AIRPORT AUTHORITY
DMAP I
t is starting to get a bit crowded at Vancouver International Airport, Canada’s busiest and a consistent chart topper in global rankings as one of the best airports in the world. A record 22.3 million passengers streamed through YVR in 2016, a year-over-year increase of almost 10 per cent, with growth coming across the board. With new international and transborder destinations being added, most WWW.WINGSMAGAZINE.COM
significantly by Air Canada, YVR is on track for another banner year. Traffic growth for the first six months of 2017 is on pace with 2016, including a record breaking 25.2 per cent spike in the Latin America market, largely attributed to the removal of tourist visas for Mexican visitors. “It has been an exciting first half of the year for YVR with the addition of nine new services since January,” said Craig Richmond, the airport’s chief executive. “We
expect this momentum to continue through the latter half of the year as Air Canada continues expansion of their transpacific hub out of YVR, and we see our tourism sector grow in markets like Mexico.” YVR is expected to hit capacity of 25 million passengers by 2020, with a four-gate expansion of the international pier expected to be completed in 2021. The expansion is the first step for Flight Plan 2037, a $5.6 billion plan to expand terminal capacity, September/October 2017 | WINGS 39
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and the authority rode an early wave of global airport privatization through its subsidiary, Vantage Airport Group. YVR sold its final 50 per cent stake in Vantage in 2016. Interestingly, the airport is opposed to domestic privatization, and has joined with Calgary and Ottawa international airports to urge Canadians to resist any potential selloff by the federal government. “We have been actively engaging with all levels of government to maintain the current Canadian airport governance model,” Richmond said. “It’s not that privatization is bad, it’s not what is required or suitable for Canadian airports at this time,” Murray adds. “We’ve seen the benefits over the past 25 years of having a not-for-profit company operate here in Vancouver and elsewhere in Canada. In our analysis, selling airports off to raise money for government will increase prices for consumers, passengers and air carriers.” Earlier this year, YVR was voted Best Airport in North America for an unprecedented the eighth consecutive year at the Skytrax World Airport Awards. The latest Skytrax award was added to a trophy case that includes a 2016 Airport of the Year award by the CAPA Centre for Aviation, for its contribution to advancing the progress of the aviation industry. Expansion of the international and transborder areas will be critical to maintaining YVR’s position as a sustainable hub between Asia, Canada, the U.S. and South America. Murray noted that YVR has many unique marketing advantages, including geography, which is likely the strongest calling card outside of the airport itself. “If you draw a string across the great circular route, Vancouver has a strong geographic advantage over other North American airports,” she said.
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PHOTO: VANCOUVER AIRPORT AUTHORITY
add a new taxiway and make land side upgrades to support growth to 35 million passengers over the next 20 years. “We will likely need a new terminal in the future,” Anne Murray, YVR’s vice president for marketing and communications told Wings. “What this plan does is outline what is going to happen at YVR for the next 20 years. It is a very flexible, adaptable and incremental approach to meet demand as it approaches. We can build in smaller pieces and better utilize the existing terminal.” “Quite frankly, we’re running out of space for international carriers,” Richmond told reporters at the launch of Flight Plan 2037. Expansion of the international pier will be followed by adding capacity to the transborder area. One of the first airports to be commercialized and spun off to a local, not-forprofit operating authority in 1986, YVR has long been a trail blazer and innovator for Canada’s $34 billion airports industry. It was the first to introduce a passenger terminal fee to support expansion, has been a Canadian pioneer in growing nonaeronautical revenue and the first airport to connect with its downtown core by rail. YVR invested $300 million in the Canada Line, a multi-stop light rail system.
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Air Canada, which accounts for almost two-thirds of YVR’s passenger growth over the last two years, has been aggressively to the U.S. from Vancouver, in part to support its transpacific growth strategy. Many routes would not be viable without a healthy injection of passengers from points in the United States. “You look at Air Canada’s growth at YVR and what you see is the hub in action,” Murray explained. The clearest example is Air Canada’s daily Boeing 787 service to Brisbane, Australia. The aircraft continues to Newark, N.J., giving New Yorker’s the fastest service to the Australian business hub and tourism gateway. “Basically, we’re able to offer service to Australia and to the U.S. East Coast on the same aircraft,” Air Canada chief executive Calin Rovinescu told the Greater Vancouver Board of Trade last spring. In the last year, Air Canada has launched new services to Taipei, Melbourne (seasonal), Frankfurt, Nagoya (using Rouge equipment), Boston, Chicago and Dallas. “Air Canada is a huge reason for YVR’s ongoing success,” Richmond told Business in Vancouver. WestJet, which launched Boeing 767 service to London Gatwick last year is expected to introduce transpacific services out of YVR when it takes delivery of its 787s beginning in 2019. Other recent developments include 44 WINGS | September/October 2017
China Southern Airlines’ launch of a service between Guangzhou and Mexico City via YVR, China Eastern Airline’s new route to Nanjing, Hong Kong Airline’s inaugural North American route, the expansion of seasonal service to Reykjavik by Icelandair to year-round, a return of British Airways A380 flights during the busy summer period and Cathay Pacific increasing its double-daily flights to Hong Kong to 17 flights a week bringing the first Airbus A350 aircraft to Canada. (YVR has an office in Hong Kong to market the airport to Asian operators.) In 2016, YVR strengthened its hand by launching ConnectYVR, a new rate structure that slashed terminal and landing charges by an “industry-beating” 15 per cent, making YVR’s fees the lowest among Canadian and U.S. competing airports, and reducing ground handling fees. “By incenting airlines to grow . . . we can continue to attract new airlines to YVR and position ourselves as a major international hub in the increasingly competitive aviation industry,” Richmond said. ConnectYVR has been helped along through increases in non-aviation related revenue, including the export of Border Xpress and a designer outlet centre featuring discounted European luxury goods located on airport lands. Total nonaeronautical revenue at YVR have grown
marketedly over the past five years, accounting for a healthy percentage total airport revenues. “Part of the customer experience is to provide good products, good selection and good pricing. Passengers are very interesting in shopping at YVR,” Murray said. Absent from Flight Plan 2037 is additional runway capacity. Indeed, YVR does not see the need for a fourth runway for the next 20 years, although Richmond told the Vancouver Sun that, “runways remain the ultimate capacity arbiter of any airport.” (The Fraser River also serves as a runway to support YVR’s float-plane activity.) Public support for a new runway is evenly divided between for, against and undecided. According to the International Air Transport Association (IATA) traffic in the Asia-Pacific region will increase 89 per cent to 7.2 billion passengers annually 2035. If YVR does have a barrier to capturing more of this growth, it may come from capacity constraints at other airports. During his speech to the Greater Vancouver Board of Trade, Air Canada’s Rovinescu noted a lack of slots at Beijing Capital International Airport, the world’s second busiest. Other airports such as Singapore and Hong Kong are operating near or above capacity. With prudent planning and the flexibility of Flight Plan 2037, YVR is not expected to be one of them. | W WWW.WINGSMAGAZINE.COM
PHOTO: VANCOUVER AIRPORT AUTHORITY
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VIVA LA FRANCE! E
The 737 MAX 10 launched with 361 orders and commitments from 16 airlines and leasing companies.
LAUNCH OF BOEING MAX 10 HIGHLIGHTS PARIS AIR SHOW
xpectations for Le Bourget were marginal this year as customer airlines begin digesting a backlog of eyepopping orders from previous shows. The media were already reporting on a scaling back of display space by exhibitors and cutting back on the mountains of nosh, rivers of booze and other freebies that traditionally accompany the world’s largest air show. Still Paris was not to be outdone, delivering a civilian order book that was larger than Farnborough last year, and roughly equal to its own output in 2015. “We are concluding the air show with solid momentum, and I am very pleased with the level of interest and activity we are seeing in all of our aircraft programs,” Fred Cromer, president of Bombardier Commercial Aircraft said. Bombardier pocketed orders and options for 60 Q400s 46 WINGS | September/October 2017
turboprops, including up to 50 of the extra-capacity, 86-seat version by SpiceJet, an Indian-based low-cost airline. Based on list price, the completed order would be valued at up to US$1.7 billion, making it the single largest order for the Q400. PAL Express, a subsidiary of Philippine Airlines, was the launch customer for what has been billed as the world’s first 86-seat dual class airplane. PAL, which took delivery of first of four aircraft in July, firmed up orders for an additional seven Q400s in Paris. “With our unique product portfolio, we are the leader in the market segment below 150 seats,” Cromer said, adding that Bombardier is also meeting market demand for larger and higherperformance turboprops. Less successful were new orders for the C Series, although Russia’s Ilyushin Finance and Co. (IFC) finalized a “framework agreement” for the lease of six CS300 aircraft with an undisclosed WWW.WINGSMAGAZINE.COM
PHOTO: BOEING
BY DAVID CARR
Canada’s leading national aerospace event
WELCOMES THE WORLD
November 7-8, 2017 Shaw Centre, Ottawa, Canada + 1200 participants / 100 exhibitors Conference / B2B / Trade Show
REGISTRATION IS NOW OPEN VISIT AEROSPACESUMMIT.CA FOR ALL INFORMATION
BOMBARDIER POCKETED ORDERS AND OPTIONS FOR 60 Q400S TURBOPROPS. passengers and our launch operators,” Cromer added.
Bombardier arrived in Paris with a CS300 in the colours of launch customer, airBaltic
airline. IFC ordered 20 CS300 in 2013. Bombardier had arrived in Paris with a CS300 in the colours of launch customer, airBaltic. Bombardier was also armed with almost a year of performance data since the CS100 entered service with SWISS. The airplane builder had delivered 14 C Series aircraft to SWISS and airBaltic by the opening of the show, with both operators reporting that entry into service went smoothly and the aircraft was beating performance expectations, including fuel burn. “Our flight operation performance with the CS300 jet airliners is exceeding
expectations,” Martin Gauss, chief executive of airBaltic said shortly after the larger aircraft had entered service. “The smooth operational performance is complimented by a lot of positive feedback that we receive from our customers and the improved flying experience.” “As the momentum continues to build up following the successful first year in service of the C Series aircraft, we are pleased that airlines around the world are demonstrating growing interest as they witness the C Series performance and hear about the overwhelming positive feedback from
Returning to the regional sector, Pratt & Whitney Canada (P&WC) extended its presence in China’s rapidly growing aviation industry by signing a definitive agreement to supply AVIC Aircraft with its latest PW150 engine – the PW150C to power the Chinese company’s 78-seat MA700 turboprop. P&WC has a long-standing relationship with AVIC dating back to the late 1980s, when the PT6 engine was selected to power its Y12 utility aircraft. The engine maker has also supplied PW127J engines for the MA60/600 aircraft, based on the Antonov An-24. To date, more than 100 MA60’s have been delivered to operators in China and elsewhere. The MA700 will be the world’s first flyby-wire turboprop. The PW150C engine control will be integrated with the aircraft’s avionics and controls system to reduce
Applied Informatics & Research Flight Data Monitoring (FDM) Flight recorder readout & playback services Data readout software sales Fuel, economic analysis and carbon emissions tracking
Transport Canada AMO 42-13 Authorized by Honeywell Approved by L-3 & Universal Avionics 400- 205 Catherine Street, Ottawa, ON, Canada, K2P 1C3 Tel: +1.613.749.1015 airinc.ca for more information sales@airinc.ca to contact us 48 WINGS | September/October 2017 WG_Airinc_NovDec16_CSA.indd 1
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PHOTO: BOMBARDIER COMMERCIAL AIRCRAFT
Pratt & Whitney Canada grows presence in China
pilot workload. It will offer enhanced dispatch availability and reliability in the hot and high environments of western China. “Enhancements we have built into the PW150C engine include advanced high-efficiency technologies, materials and manufacturing processes, including a third-stage power turbine, a modified reduction gearbox to support the aircraft’s larger-diameter propellers and an optimized low-pressure compressor,” said Frédéric Lefebvre, vice-president of marketing for P&WC. The low-cost MA700 is being pitched to airlines in Asia and Africa that operate with lower load factors to connecting hubs. Engine certification is on target for the end of 2019 to support the new regional turboprop’s entry into service in 2021.
Boeing the toast of Paris But it was the launch of the Boeing 737 MAX 10, the largest member of the best-selling MAX family that really stole this year’s show, and propelled Boeing ahead of Airbus in show orders and commitments for the first time since 2012. The airplane launched with 361 orders and commitments from 16 airlines and leasing companies. Approximately 200 of those orders were from customers like United Airlines that swapped existing MAX commitments for the larger airplane. “There’s no doubt the 737 MAX 10 was the star of the Paris Air Show,” Doug Alder, a Boeing spokesperson told Wings. “A lot of people were predicting the Paris show would be fairly sleepy this year, but the MAX 10 really shook things up. The customers who have already signed up represent some of the top airlines and leasing companies around the world.” The 737 MAX continues to be the fastest-selling airplane in Boeing history, accumulating more than 3,700 orders to date. However, the type has struggled against the Airbus A321neo, the largest member of the A320neo family. It appears that Boeing has closed the gap. Design changes for the MAX 10 include a fuselage stretch of 1.68 metres compared to the 737 MAX 9, and capacity to carry up to 230 passengers. “Our customers told us to build it bigger and build it better,” Alder said. “The MAX 10 will be the largest and most efficient member of the MAX family. It has a five per cent seat cost and trip cost advantage over our competitor. Simply put, it will be the most efficient single-aisle airplane in the world.” Neither Air Canada nor WestJet, have indicated they will swap out a portion of existing MAX orders for the larger model. “This airplane is designed for airlines that need more capacity,” Alder pointed out. “The preference for a specific model really comes down to what a particular airline needs. With the MAX 10, you gain new capacity. With the MAX 9, you have range. With the 50 WINGS | September/October 2017
MAX 8, you’re in the heart of the market and with the MAX 7, you get an airplane for longer, thinner, high-hot routes.” The MAX 10 will have a range of 5,954 kilometres, further than a standard A321neo but approximately 1,500 kilometres less than the A321neo long-range (LR) that recently made its North American breakthrough with an order from Air Transat (see On the Fly). But the LR carries three auxiliary fuel tanks, reducing cargo space, and has more take-off weight. Still, the market remains alive for the so-called middle-ofmarket (MoM) aircraft to replace the Boeing 757, almost 14 years after production ended on the long-ranger twin jet. While in Paris, Kevin McAllister, chief executive of Boeing Commercial Airplanes told the London Financial Times that the market for such an airplane could be close to 4,000 – much higher than previous estimates, including an earlier Boeing forecast of 3,000 jets. “We see size of the market is maybe bigger than in some of those reports,” he said. “We see a bigger market. I am more bullish towards the higher side of that range.” Alder cautioned against mistaking the MAX 10 as a bridge solution for a clean sheet 797. “Let’s be clear, these are two different markets we’re talking about. By going forward with the MAX 10, we’ve protected our position at the top end of the single-aisle market and can now grow that share. The [MoM] airplane would serve a space between the MAX 10 and 787-8. There may be some slight overlap into those areas, but you’re really opening up a market that hasn’t been served before.”
Au revoir Leahy The 2017 edition of Le Bourget will also be known for the announced retirement of John Leahy, Airbus’ chief operating officer of commercial customers, and one of the most colourful and quotable personalities in aviation. The native New Yorker joined Airbus from Piper in 1985. Bloomberg Businessweek has called him Airbus’ “one trillion-dollar man”. The London Financial Times estimates that Leahy’s fingerprints are on approximately 15,000 of the 16,700 airplanes sold by Airbus. He has outlasted 12 Boeing top sales executives. An air show legend, Leahy appears to have little love for the Paris and Farnborough extravaganzas, and saw the annual exhibitions as a line in the sand to finalize orders. “Air shows are hot and sometimes very wet, they can be cold and windy, they are crowded, you never have enough time for people,” he told Business Insider. “If you didn’t get [the best deal] from me during the air show, what makes you think you are going to get it from me the week after it? So, it becomes a deadline: that is about the only use I see in air shows.” | W WWW.WINGSMAGAZINE.COM
PHOTOS: BOMBARDIER COMMERCIAL AIRCRAFT (TOP LEFT); AIRBUS (TOP RIGHT)
Bombardier received orders for up to 50 extra-capacity, 86-seat version Q400s John Leahy, Airbus’ chief operating officer of commercial customers, by SpiceJet. announced his retirement at this year’s show.
CASCADE AEROSPACE
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CONDOR AIRCRAFT ACCESSORIES
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OKANAGAN AERO ENGINE(1999) LTD.
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PROPWORKS PROPELLER SYSTEMS
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WESTERN PROPELLER
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WESTERN CANADA
Program management, fleet management, engineering services and fully integrated logistics support (ILS) for commercial and military transport aircraft.
1337 Townline Rd. Abbotsford, BC V2T 6E1 Tel: 604-850-7372 www.cascadeaerospace.com info@cascadeaerospace.com
Repair,overhaul and sales of aircraft components and accessories. These components would be categorized as Fuel, Hydraulic, Pneumatic, Electro-Mechanical,and Electronics. Supporting Dehavilland, Boeing,Bombardier, Metro, Bell, Beech, HS748, and various other aircraft.
Hgr 5, 620A McTavish Rd. NE Calgary, AB T2E 7G6 Tel: 403-250-3032 www.condorac.com viki@condorac.com Personnel: Victoria Reeves
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NDT
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.
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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
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For over 70 years we’ve been Canada’s #1 Component MRO shop specializing in all makes & models of Propellers, Governors, Wheels & Brakes and more. We are Transport Canada & EASA Certified with in house NDT capabilities, new and used propellers, governors, wheels & brakes in stock for outright purchase or exchange. Two full service MRO facilities in Vancouver & Calgary to service the Canadian market as well as our international partners. Calgary Office - Bay Q 1003 55th Ave NE, Calgary, AB T2E 6W1
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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.
1-5550 Aerospace Dr. Kelowna, BC V1V 1S1 Tel: 250-765-9718 okaero@shaw.ca Personnel: Fred Haasdyk, president. Dan Fedun, manager.
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15357-114 Ave. Edmonton, AB T5M 3S9 Tel: 780-457-1910 www.propworks.ca carntson@propworks.ca Personnel: Cliff Arntson, Manager
wheel and brake overhaul, service and sales. Cessna 208 Latch Kit STC, NDT, chroming, plating, machining & manufacturing.
124-7080 River Rd. Richmond, BC V6X 1X5 Tel: 604-273-4561 www.wpl-app.com csloane@wpl-app.com Personnel: Chad Sloane, President; Dave Taylor, Director of Sales; Rob Heath, DOM
CENTRAL CANADA ADVANCED COMPOSITE STRUCTURES INC.
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43 Muir Rd. Winnipeg, MB R2X 2X7 Tel: 204-982-6565 www.acs-composites.com acs@acs-composites.com Personnel: James Anning
CANADIAN PROPELLER LTD.
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NDT testing, Accessories, Governors, Consulting, Exchanges & Sales
EASA Approved. Specialized support, MRO and exchange of propellers, governors and components. MT Propeller distributor. NDT services. On wing maintenance and 24/7 technical and AOG support. Metal and composite propellers, turbine and reciprocating governors. Servicing across North America. Western Canada’s Factory Authorized Service Centre for Hartzell & McCauley. Now an authorized BLR dealer. ** DASH 8 & ATR Blades & Component, MRO***
PROPWORKS PROPELLER SYSTEMS
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Parts sales, Non Destructive testing. Exchange governors, Propeller Overhaul and Repair.
Propeller and governor overhaul and repair. Full service propeller and governor overhaul facility. Transport Canada & EASA approved. Factory trained technicians. Avia, Dowty, Hartzell, Hamilton Standard, Hamilton Sundstrand, McCauley, MT Propeller, Sensenich propellers
462 Brooklyn St. Winnipeg, MB R3J 1M7 Tel: 204-832-8679 www.canadianpropeller.com info@canadianpropeller.com: dwills@canadianpropeller.com
53 Bannister Rd. Winnipeg, MB R2R 0P2 Tel: 204-837-4961 www.propworks.ca mhudec@propworks.ca Personnel: Mike Hudec, Jim Ross
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STANDARDAERO
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AIRBUS HELICOPTERS CANADA
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CENTRAL CANADA
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.
707 Flight Road Winnipeg, MB R3H 1C6 Tel: 204-775-9711 www.standardaero.com
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and connected services as well as, innovative solutions for spare parts and MRO services. Airbus Helicopters offers a range of industry leading inspection and repair and overhaul capabilities, with guaranteed turnaround-times and cost efficiency.
1100 Gilmore Rd, Fort Erie, ON L2A 5M9 Tel: (905-871-7772 1-800-267-4999 www.airbushelicopters.ca benoit.marcoux@airbus.com Personnel: Benoit Marcoux Director, Support & Services
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 provides comprehensive MRO services including; Dynamic components, blades, airframe and equipment repair, to keep our aircraft operating at peak performance. At Airbus Helicopters we work tirelessly to ensure that our customers enjoy a seamless transition from the acquisition of their helicopter, through to-years of hassle-free flying. We are dedicated to ensuring the best interests of our operators, including but not limited to; Maximizing flight revenues, ensuring public safety and saving lives.
Aircraf t Delivery ON TIME
Project management and communication are vital for a successful project that is completed on time and on budget. Nine of 10 Duncan Aviation customers report that their aircraft project was completed on time with no budgetary surprises.
www.DuncanAviation.aero Experience. Unlike any other.
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CHARTRIGHT AIR
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ENTAIR INC.
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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 www.enterpriseair.ca mproulx@enterpriseair.ca Personnel: Martin Proulx, Kevin Duncan, Jamie Lee
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901 Airport Rd Peterborough, ON K9J 0E7 Tel: 705-742-4688 www.flyingcolourscorp.com info@flyingcolourscorp.com Personnel: John Gillespie, Eric Gillespie, Sean Gillespie, Tony Barrett, Richard Dabkowski, Andrew Laba
7605 Bath Rd. Mississauga, ON L4T 3T1 Tel: 905-677-8747 1-800-268-9900 hopeaero.com goodtogo@hopeaero.com Personnel: Terry Hope, Gabe Marcucci, Jasper Megelink, Chris Howick, Craig Grant, Cathy Dunn, Dana Ladd, Michael Hope, Joel Chlan, David Hope
LEVAERO AVIATION
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SKYSERVICE BUSINESS AVIATION
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EntAir Inc. (Enterprise) is a full service, Transport Canada Approved Maintenance Organization with newly expanded maintenance facilities in Oshawa (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.
Engineering and Certification, Structural repair and modification
Flying Colours Corp is an Aviation Services company with headquarters in Canada and other full service facilities in the USA, & Singapore. Flying Colours specializes in Green Completions, Interior Refurbishment & Modifications, Heavy Maintenance & Repair, Exterior Paint, Executive Conversions, Special Mission Modifications, and Avionics Installations. Flying Colours is a Bombardier Authorized Service Facility and Bombardier Preferred Completion Center.
Propellers, Wheels, Brakes, Dynamic Balance Equipment, Non-Destructive Testing
Hope Aero specializes in the sales and service of propellers, governors, wheels, brakes and Honeywell Dynamic Balance Equipment and Non-Destructive Testing.
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Levaero Aviation, the exclusive Pilatus Authorized Sales & Service Centre in Canada, offers extensive maintenance services and a One-Stop Service Solution to Canadian and international general aviation owners. We are an Authorized Service Centre/Dealer and preferred installer for numerous industry products and services. Qualified, experienced, factory trained maintenance staff and managers ensure your aircraft is always maintained to the highest standards. Levaero Aviation's Thunder Bay service centre operates 24/7/365.
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Engineering and aircraft modification services.
With over 20 years experience with maintenance management and providing quality craftsmanship, New United Goderich Inc. employs over 100 professional individuals. Who provide aircraft owners with superior quality exterior refinishing, interior refurbishments, structural repair, heavy maintenance, modifications as well as avionics upgrades and installations. our multi-hangared facility boasts approx. 100,000 sq. ft. of work space. Allowing us to accommodate any aircraft from a Lear 24 to a BBJ. As dealers for Honeywell, BendixKing, Gogo Business Aviation, FDS and DAC international, New United Goderich is your one-stop shop for all your aircraft needs.
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NDT, Gulfstream Authorized Maintenance facility for all types, Bombardier Authorized Facility for All Types, Falcon Authorized Service Center for Falcon 900EX EASy and 2000EX EASy model families
Award winning Maintenance and FBO facilities in Toronto, Montreal, Calgary and Ottawa. 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, non-destructive testing, strategic sourcing and parts services. With over 650 employees and more than 600,000 square feet 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, aircraft management services, charter, aircraft sales and FBO services.
403 Canada Ave. Huron Park, ON N0M 1Y0 Tel: 519-228-6052 www.newunitedgoderich.com sales@newunitedgoderich.com
6120 Midfield Rd. Mississauga, ON L5P 1B1 Tel: 905-678-5844 1-877-759-5656 skyservice.com maintenancesales@skyservice. com Personnel: Mark Rinaldi 54 WINGS | September/October 2017
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Major repairs, sheet metal work, altimeter re-certification, data correlation, battery capacity checks
2039 Derek Burney Dr. Thunder Bay, ON P7K 0A1 Tel: 807-475-5353, 1-844-538-2376 www.levaero.com info@levaero.com
NEW UNITED GODERICH INC.
scr ipt io Chartright is a Transport Canada Approved Maintenance Organization (AMO #196-92) with an approved FAA Supplement. Chartright has maintenance facilities in Toronto and Kitchener and are capable of performing maintenance on a wide array of fixed and rotary wing aircraft offering a full array of services from line maintenance servicing to large inspections, avionics, and structures. Chartright is an authorized AgustaWestland Service Centre. Contact us to discuss your next maintenance event.
2450 Derry Road East, Hangar 3 Mississauga, ON L5S 1B2 Tel: 905-671-4674 1-800-595-9395 www.chartright.com mro@chartright.com
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ONTARIO
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VOYAGEUR AEROTECH INC.
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CASP AEROSPACE INC.
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1500 Airport Rd. North Bay, ON P1B 8G2 Tel: 705-476-1750 www.voyav.com jeff.cooke@voyav.com Personnel: Jeff Cooke, Chief Operating Officer
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ONTARIO
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. Our 200,000 square foot main maintenance facility at North Bay, Ontario, Canada provides the anchor facility for all of our MRO activities. Our staff of dedicated, highly trained, experienced and skilled technicians reinforce our well known reputation for quality workmanship and dependable project management. AMO activities are also supported by Voyageur's Transport Canada Approval for the Manufacture Certification of Aeronautical Products.
Repair, overhaul, exchange and sale of aircraft safety and life support equipment.
Repair, overhaul, exchange and sale of aircraft safety and life support equipment, including but not limited to, Fire Protection, Oxygen, Inflation & Pneumatic, Cartridges, Floor Covering, Crew Oxygen Masks, Securaplane Batteries and customized solutions.
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98 Columbus Ave. Pointe-Claire, QC H9R 4K4 Tel: 514-630-7777 www.caspaerospace.com info@caspaerospace.com Personnel: Alan Templeton
COMPLETE MAINTENANCE SUPPORT & SALES:
• Composite & Metal Propellers, Blades & Components • Turbine & Reciprocating Governors • NDT & On wing Maintenance • Experienced, factory-trained,
Recommended Service Facility Authorized Service Facility
licensed, certified personnel
1-800-773-6853 24/7 AOG Technical Support canadianpropeller.com September/October 2017 | WINGS 55
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HEATHAIR INTERNATIONAL (1991) INC
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QUEBEC
Transport Canada AMO # 46/90. Radiographic, Ultrasonic, Eddy Current, Magnetic Particle and Fluorescent Penetrant inspections. Welded plate certification. Lab and field services.
681 Avenue Lepine Dorval, QC H9P 1G3 Tel: 514-636-1000 daheath@heathair.com Personnel: David Heath
L-3 MAS
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L3 MAS is Canada’s leading In-Service Support (ISS) integrator. L3 MAS delivers integrated solutions, spanning fleet and life cycle management, Electronic Information Environment (EIE) applications, systems engineering, maintenance, material management, technical publications, and the full spectrum of ISS solutions, to maximize customer platform effectiveness. L3 MAS also offers turn-key solutions for the design, prototyping, manufacture, repair and overhaul and certification of aerospace components. The company is headquartered in Mirabel, Québec.
10000 Rue Helen Bristol Mirabel, QC J7N 1H3 Tel: 450-476-4000 www.L3T.com/MAS info.marketing@l3t.com Personnel: Jacques Comtois, Vice-President and General Manager
M1 COMPOSITES TECHNOLOGY INC.
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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.
2460 Michelin Laval, QC H7L 5C3 Tel: 450-686-8864 www.m1composites.com info@m1composites.com Personnel: Lorenzo Marandola
ATLANTIC CANADA IMP AEROSPACE & DEFENCE
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P.O. Box 970 Enfield, NS B2T 1L5 Tel: 902-873-2250 www.impaerospaceanddefence. com Personnel: David Gossen, President; Carl Kumpic, VP International Marketing
VECTOR AEROSPACE
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Vector Aerospace is a global provider of aviation maintenance, repair and overhaul services. Through facilities in Canada, the USA, the UK, France, Australia, South Africa, Kenya and Singapore, Vector provides services to commercial and military customers for gas turbine engines, components and helicopter airframes. Vector’s customer-focused team includes over 2,200 motivated employees, half of which are located in North America.
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Banyan Air Service based in Florida at Fort Lauderdale Executive Airport is an aviation complex that offers MRO services for Challenger, Hawker, Falcon, Citation, Learjet, HondaJet, King Air, Pilatus, Beechjet, Piaggio and Kodiak. In addition, we are factory authorized as service centers for Beechcraft, Piaggio, Quest KODIAK, and HondaJet. Our team provides maintenance inspections, modifications, avionics installations/repairs and specializes in ADS-B, FANS and STCs. Depend on Banyan to have your maintenance Done Right…On Time…As Quoted. For more information, visit banyanair.com
PT6A, JT15D, PW100 and PW150A Repair- Overhaul- Hot section inspectionForeign Object Damage (FOD) repair- Engine or module performance testing- Service bulletin complianceComponent repairEngine and airframe
Hangar 8, 800 Aerospace Blvd. Slemon Park, PE C0B 2A0 Tel: 902-436-1333 866-436-1333 www.vectoraerospace.com sales.esa@vectoraerospace.com Personnel: Jeff Holdridge Director, Engine and Component Sales
U.S.A. BANYAN AIR SERVICE
5360 Northwest 20th Terrace Fort Lauderdale, FL 33309 Tel: 954-491-3170 www.banyanair.com info@banyanair.com Personnel: John Mason, Director of FBO Sales and Client Relations, Charlie Amento, Director of Maintenance, Chris Jelinek, Avionics Service Manager
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Hangar and Office Space, Aircraft Sales & Service Center for HondaJet and Quest KODIAK and Pre-owned Aircraft Sales and Acquisitions, Aircraft Parts, Duty Free Shop, Jet Runway Cafe, and the largest, most unique Pilot Shop in the United States.
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DUNCAN AVIATION
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DUNCAN AVIATION
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n 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.
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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.
Transparencies, Sealants, Coatings
PPG’s aerospace business is a leading manufacturer of aircraft transparencies, aerospace sealants, aerospace coatings, specialty materials, aircraft maintenance products, and packaging & application systems for military aviation. PPG also offers chemical management services and operates a global network of Application Support Centers.
Certification, Parts, AOG engine and avionics assistance
and Certification, Aircraft Sales and Acquisitions, Parts Support, AOG engine services, AOG avionics services
3701 Aviation Rd. Lincoln, NE 68524 Tel: 402-475-2611 800-228-4277 www.DuncanAviation.aero webmaster@duncanaviation. com
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12780 San Fernando Rd, Sylmar, CA 91342 Tel: 818-362-6711 www.ppgaerospace.com
CANADIAN AVIATION CONFERENCE & TRADESHOW 2017 The major Industry Networking Event not to be missed! ATAC’s Canadian Aviation Conference and Tradeshow has been the national gathering for operators, industry suppliers and government stakeholders involved in commercial aviation and flight training in Canada for over 80 years!
BE PART OF ATAC 2017 TRADESHOW 500+ PARTICIPANTS AND 50+ EXHIBITORS
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crip tio
n Fuel, Engineering &
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#181
The official publication of the Canadian Business Aviation Association
NEWS BRIEF CEO’S CORNER
Meet CBAA’s new Vice President, Membership Relations and Development Anthony Norejko, CBAA’s recently appointed Vice President of Membership Relations and Development is a pilot and “serial entrepreneur” with a passion for solving problems. Anthony’s role will be to engage all CBAA members, and potential members, to be sure that we are addressing their needs and that they understand the value of their membership.
Anthony, welcome to CBAA’s team! What are your early observations about membership? We are fortunate to have a diverse membership group that exemplifies the broad scope of our operations across the country and globally. CBAA represents businesses and individuals looking to gain a competitive advantage. What do you see as our priorities? When I was interviewed for the role I declared my mission was to Engage and Empower our Operator and Associate Members. We need to leverage technology to bring this association together and identify our opportunities, share our success and plan for the future. What actions will you be taking to engage and empower our membership? Each area has a specific plan and target. To engage our members, and bring the association together, we will revamp and improve our social presence, and share the information that matters to broaden members’ perspectives. You will see a revamped Twitter presence, greater activity using LinkedIn and other social forums, as well as new information sources like podcast interviews from industry leaders, a refreshed focus on chapter meetings to promote grassroots feedback and hosted video conference meetings.
We will help our members achieve commercial success by empowering them. First, CBAA will take an active role in promoting biz av to companies and individuals: “See just how powerful a time machine can be!”. Second, we will ensure our offerings are relevant and scaled for our member operators. Third, we will create an environment that enables the achievement of our associate members’ goals. What do you see as the core member benefit? My goal is to help our membership group realize their fullest potential no matter their size, scale or location. My time at Walmart showed me how a “Fortune One Company” brings its scale to the business world. Interestingly it also taught me how isolating it can be for operators running a small flight department. Becoming a member and actively contributing ensures that together we create the conditions that lead our sector to success. Can you share your longer-term vision and goals for CBAA membership? I want to demonstrate that CBAA membership, whether operator or associate, is an incredible value because of WHY we exist: we engage and empower our membership. Membership in the CBAA will empower your people, improve profitability and shape policy with Parliament.
As you read this, we will have completed our first ever joint CBAA-ADSE Convention in Abbotsford, BC. It had all the markings of a great success, and our day-to-day work is boosted by the synergy it created. The annual convention is an extremely important aspect of CBAA value to members, as an arena to have important face-to-face discussions with customers, regulators and influential government officials. Our sincere thanks to everyone involved. With the convention behind us, and the fall Parliamentary session beginning, CBAA’s dayto-day work is now focussed on effective advocacy, to ensure that policies, procedures and regulations are well thought out and equally well implemented. Unfortunately, too often it seems that government officials suffer from selective listening, ignoring our most compelling and reasonable positions and cherry-picking pieces that fit into their pre-ordained direction.
continued on page 2 www.cbaa-acaa.ca
CBAA-ACAA News Brief
1
CONTENTS
3 3 4 4 4 5 5 5 5 5 6
Business aviation’s economic impact grew between 2015 and 2016 2017 Compensation survey CBAA 2017 Highlights THANKS TO SPONSORS! Upcoming Events and save the date 2018 New Board Ratified at AGM DID YOU KNOW…. Join CBAA’s Canadian Pavilion at NBAA-BACE in Las Vegas, NV CBAA Welcomes newest member 2017/2018 Buyers Guide online CONVENTION SPONSORS
1 Rideau Street, Suite 700 Ottawa, ON K1N 8S7 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 and Communication Services Manager Lindsay Berndt, 613.236.5611 ext. 221, lberndt@cbaa.ca Vice President Membership Relations and Development Anthony Norejko, 416.435.1942, anorejko@cbaa.ca Marketing & Industry Relations Debra Ward, 613.274.0619 dward@cbaa.ca Events Coordinator Lise Hodgson, 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 Vice Chair • Anthony Norejko President Crew Sked
continued from page 1
biased. That is not the case. While we frankly disagree I tried to put myself into with some government their shoes to see if I could direction, the fact is that figure out why this is the case. we are on the same side. I think part of it is the difficulty Everyone – the elected trying to maintain consistency government, civil servants, while having to serve different Rudy Toering, business aviation – we all President & CEO political masters, as priorities want a safe and professional shift between one elected sector, that creates jobs and government to another. opportunity. That requires fair regulations The other factor, I believe, is a lack of that work with – not against – operations. operational expertise. That leads them to Government officials who do not work make decisions that are not based on how with us as partners to find solutions are the real world operates, but rather in their leaving too much expertise – and good own internal version of risk management, will – on the table. Our sector – and our which at best is theoretical, and at worst, country – are poorer for it. ignorant of how their regulations will work I personally applaud our members for (or, more to the point, not work) when their focus on a safety culture. They take implemented. full responsibility to ensure their operations There is an answer to this: If you want are the best they can be. We have made real-world answers, look to people who some real progress with Transport Canada, have real-world experience – our own but we can do more together. CBAA will subject matter experts and operators. continue to pursue ways to increase our Government has a false notion that joint efforts – to the ultimate benefit of we are adversaries, and that our view is both our sector, and our country.
2
CBAA-ACAA News Brief
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. Jean-Christophe Gallagher, Eng. • Vice President/Business Aircraft Bombardier Clement Nadeau • Operations Manager/Chief Pilot A.G. Aviation Ltee. Mark Van Berkel • President & CEO True North Avionics David Weger • Sr. Director Administration Services Potash Corporation of Saskatchewan Inc. Gary Wood • Director – Corporate Sales & Marketing Flying Colours Scott Harrold • Regional Sales Manager Signature Flight Support James Elian • President & Chief Operating Officer AirSprint Susan Gunn • Operations P.M. Air Lisa Clarke • Regional Sales Manager FlightSafety Canada Ltd. Ehsan Monfared • Associate Clark & Company Lyn Shinn • VP, Central Region, HondaJet Sales and Pre-Owned Aircraft Sales Skyservice Business Aviation Inc.
ADVOCACY AND NEWS
Business aviation’s economic impact grew between 2015 and 2016
B
usiness aviation’s employment and economic impact increased across the board between 2015 and 2016, according to the latest report on the Economic Impact of Business Aviation in Canada, released at CBAA 2017. The increases were attributed to an increase in employment in BA manufacturing and new multipliers which are indicating that each job (i.e. one full-time equivalent) in business aviation is generating more in GDP and economic output than in previous years.
ECONOMIC IMPACTS OF BUSINESS AVIATION – 2015 vs. 2016 Employment (FTEs)
Wages ($ Billions)
2015
2016
% chg.
2015
2016
% chg.
DIRECT
22,300
23,000
3%
1.80
2.30
28%
TOTAL
43,200
47,100
9%
3.00
3.50
17%
GDP ($ Billions)
Output ($ Billions)
2015
2016
% chg.
2015
2016
%chg.
DIRECT
2.90
3.40
15%
6.80
7.80
15%
TOTAL
5.10
5.80
12%
10.70
12.10
13%
CBAA 2017 Compensation Survey Initial observations:
O
n behalf of the CBAA, the Wynford Group is pleased to present initial observations from its 2017 Aviation Compensation Survey. Collecting data from over 40 organizations, primarily from the corporate, private charter, and maintenance & manufacturing sectors, this survey summarizes employee practices and cash compensation data for 50 benchmark positions common to the aviation industry. In 2013 the Wynford Group conducted a similar Aviation Compensation Survey which included 20 organizations in the airline, private charter, and corporate sectors of the aviation industry. As analysis is still ongoing for the 2017 Aviation Survey, at this writing we would like to present some initial observations. Based on four common job families surveyed for the 2013 and 2017 Aviation Surveys, a summary of salary increases is presented below: 2013 - 2017 Salary Increases Job Family
% Increase
Management
11.3
Flight Crew
9.3
Maintenance
9.3
Sales/Administrative
4.4
* based on the 50th percentile(median)
www.cbaa-acaa.ca
Another key initial observation is the difference in pay between organizations reporting from the various aviation sectors. Based on our initial analysis, organizations reporting from the corporate aviation sector pay their employees the highest salaries on average. Similar to the data presented above, we have analyzed this data by job family in order to present the most accurate picture for 2017. Below is a summary of these results: Salary Differentials Job Family
Corporate vs. Corporate vs. Private Charter Maint/Manu
Management
1.1%
8.6%
Flight Crew
4.1%
4.4%
Maintenance
14.3%
15.2%
Sales/Administrative
10.0%
8.0%
Average
7.3%
9.1%
* based on the 50th percentile, where data was sufficient * maintenance & manufacturing grouped due to organization similarities
Participants will have received a copy of the full survey results which will include in depth analysis of employee practices & cash data by sector and revenue.
CBAA Honours Outstanding Individuals
T
he convention is an important occasion to recognize and honour outstanding individuals for their past, current and future contributions to Canada’s $12.1 billion business aviation sector. This year, the CBAA had the privilege of recognizing the following people. Doug Thierman, Director, Aviation and Chief Pilot at Shaw Communications, was given an Honorary Lifetime Membership to recognize his many contributions to business aviation and the CBAA. The presentation was made by his friend and colleague, CBAA board member, Scott Harrold of Signature. Three scholarships were awarded, part of CBAA’s committed to attract and retain “the best and the brightest” in business aviation. Owen Titerle, BC winner of the 2017 Webster Memorial Award was presented with a bursary to continue his education, as were the two recipients of CBAA’s new Schedulers & Dispatchers Scholarship: Shelby Schulte, Manager, Flight Coordination at AirSprint Inc. and Jill Dermott, Customer Service Representative at Skyservice FBO and First Officer, Lake Central Airways.
CBAA-ACAA News Brief
3
EVENTS AND MEETINGS
EVENTS
UPCOMING EVENTS September 26th 2017 CBAA Ontario Chapter Meeting September 27th 2017 Tentative CBAA Quebec Chapter Meeting October 10th to 12th 2017 CBAA’s Canadian Pavilion at NBAA-BACE October 24th 2017 CBAA Edmonton Chapter Meeting October 25th 2017 CBAA Calgary Chapter Meeting October 26th 2017 CBAA Vancouver Chapter Meeting February 6th to 9th 2018 Schedulers & Dispatchers Conference
CBAA 2017 Highlights
C
BAA 2017 broke new ground as one of the most exciting and value-packed CBAA conventions in years. Over 75 CBAA exhibitors joined ADSE’s vendors – delivering a record-shattering 100+ booths featuring aviation and aerospace products and services to over 1000 attendees. Speakers ranged from the political - the Honourable Harjit Singh Sajjan MP, Minister of National Defence and the newly-appointed BC Minister of Jobs, Trade and Technology, the Honourable Bruce Ralston, who addressed joint sessions of CBAA and ADSE to leaders in aviation community, including Steven J. Brown, COO of the NBAA and Craig Richmond, President and CEO of the Vancouver Airport Authority, YVR, among others. Session highlights included Denis Guindon, Director Civil Aviation, Transport Canada and Rudy Kellar, EVP, Nav Canada
who not only provided updates on their current activities but also focussed on answering delegates questions and concerns. The same was true of CBAA’s first Airport Panel, with senior representatives of two global hubs (Vancouver and Toronto), and two smaller international airports (Abbotsford and, Region of Waterloo) discussing ways BA
JUNE 19 - 21, 2018
Join us and our Diamond Sponsors, Region of Waterloo International Airport and Chartright Air Group for targeted educational sessions, networking events, exhibits and Canada’s largest static display of private and corporate aircraft. Contact Lise Hodgson at 613.854.4686 or lhodgson@cbaa.ca
cbaa-acaa.ca 4
CBAA-ACAA News Brief
and airports should work together to answer challenges and build lasting relationships SMEs provided key knowledge to build operational expertise and a competitive edge. Renown speakers included Dr. Antonio Cortés of Embry-Riddle Aeronautical University, Steve Cash, the Talus Group, and Mike Tretheway, InterVISTAS Consulting among many others. Specially-designed sessions aimed at dealing with Canadian operational issues were also on tap, providing how-to’s on CBAA’s RMS/SMS, regulatory and operational questions, ADS-B, and more. Our launch of two certified Professional Development courses aimed at 604 Canadian operations was a success and bodes well for similar programming in the future. Finally, our social networking soared, with over $25,000 raised at our Charity Golf Tournament for Hope Air and our sold-out unforgettable experience at the CBAA Chalet at the Abbotsford Airshow Twilight extravaganza! Thanks to our sponsors, including Diamond Sponsor Abbotsford International Airport, speakers, exhibitors, OEMs, volunteers, our colleagues at AIAC and the Airshow, and everyone else whose contributions made for one of the most important and exciting business aviation events ever!
MEMBERSHIP CBAA Welcomes newest member
New Board Ratified at AGM
C
BAA’s 2017- 2018 slate of directors was ratified at the August 10th AGM. We welcome new directors, Susan Gunn, Operations, PM Air; Lisa Clarke, Regional Sales Manager , FlightSafety International and Ehsan Monfared, Associate Clark & Company. Chair Rod Barnard, Director, Aviation and Travel Services and Chief Pilot, Kal Aviation Group, continues in this position for the second year of his term.
CBAA thanks its outgoing board members, Past Chair, David Hall, Maintenance Manager/General Manager, Irving Air Services Inc; Jamie
Vins, CEO, Vins Plastics Limited; Louise Dunlop, President, Sterling Aviation Services; Jim Thompson, Director Saskatchewan Air Ambulance, Government of Saskatchewan for their many contributions and service to the association and to business aviation. Please refer to page 2 of this News Brief or to our website, www.cbaa-accc.a for a complete list of our 2017/2018 board of directors.
DID YOU KNOW... Q A Do I have to have my TTPP approved by TC?
No approval is required. Just meet the conditions of the exemption. [Reference: NCR-033-2016 Application Criteria.] This is just one example of CBAA’s extensive Training and Proficiency FAQ available through the members forum. Logon for the full FAQ. For more information on membership, contact Lindsay Berndt, lberndt@cbaa.ca
Join CBAA’s Canadian Pavilion at NBAA-BACE in Las Vegas, NV
C
BAA is offering its members exclusive space at the CBAA Canadian Pavilion at NBAA BACE 2017, October 10 -12, Las Vegas, NV. Connect with the international business aviation community and showcase your products and services, with the marketing and logistics support of the CBAA. This opportunity is
intended for members who have not previously exhibited at the NBAA (Canadian Pavilion not included). We hope you will join us at our newly designed space, featuring iconic images of Canada and stunning Canadianbuilt aircraft. Contact Lindsay Berndt at lberndt@cbaa.ca for more information and to register.
THANKS TO SPONSORS!
CBAA sincerely thanks the many sponsors who contributed to CBAA 2017! We could not have done it without you! To see the full list of sponsors, please visit www.cbaaacaa.ca. www.cbaa-acaa.ca
HARRODS AVIATION Harrods Aviation is the leading London-based business aviation service provider, offering worldclass luxury FBO facilities and maintenance services at London Luton, London Stansted and now London Cranfield airports. There is also a dedicated Farnborough based Engine Shop providing global support to customers. Air Harrods offers several bespoke aircraft services including charter brokering, helicopter management, maintenance, and pilot supply. www.harrodsaviation.com NANAIMO AIRPORT The Nanaimo Airport (CYCD) has significant areas of developable land fronting both the main airport roadway and the primary taxiway. This location offers both general access for the public and restricted access for aircraft operations. YCD offers the advantage of locating an aviation business at a well serviced, mid-sized airport with the option of long-term land lease and very competitive development costs. Easy air access to YCD is a benefit for many aviation businesses who prefer to operate in un-congested airspace. http://www.nanaimoairport.com/
2017/2018 Buyers Guide online!
I
f you are looking for a product or service aimed at business aviation, look no further than CBAA’s 2017/2018 Buyers Guide. With full listings of all of CBAA’s associate members by category as well as information on CBAA and business aviation, it’s a resource you will turn to time after time. Access the Buyers Guide at www.cbaaacaa.ca.
CBAA-ACAA News Brief
5
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ATAC LOOKS AT TWO ISSUES BEFORE GOVERNMENT
THE SALE OF CANADIAN AIRPORTS AND CATSA FINANCING AND GOVERNANCE ARE TWO ISSUES BUZZING IN OTTAWA.
THE SALE OF CANADIAN AIRPORTS ATAC opposes the sale of major Canadian airports. We believe that the government’s intent to sell off major Canadian airports in the hopes of raising billions to finance its numerous non-aviation infrastructure projects is near sighted, extremely detrimental to the Canadian air transport industry, and will result in increased costs for the airlines and their passengers. Canada’s major airports pay over $300 million annually in airport rent to the Federal Government, at a cost of competitiveness with our US neighbours. C.D. Howe estimated up to 16.6 B$ could be raised from the sale of airports. This could result in over 500 M$ additional costs for airports, carriers and their passengers as the investors would expect a reasonable
THE CANADIAN AIR TRANSPORT SECURITY AUTHORITY (CATSA) The funding and the governance model of CATSA has always been a serious concern for our industry. For over ten years, we have been asking the government why it found it acceptable that the Air Travelers Security Charge (ATSC) collects over 100 million dollars more per year than is appropriated to CATSA. No answer has been forthcoming. CATSA operations have often been criticized by authorities and some industry stakeholders. Much of that criticism was misdirected as CATSA has no operational policy decision-making power. That responsibility rests entirely with Transport
return on their investments. Furthermore, airports could see their surpluses simply yield higher returns on investments rather than reinvestment in services and infrastructure. To meet their investors’ appetite for normal returns, airports will either have to cut services and investments or increase costs. An absence of strategy is obvious when on the one hand the Federal Government announces to increase foreign ownership of Canadian airlines from 25% to 49% to “facilitate low cost carriers in Canada” while at the same time selling airports which would drive up the costs. ATAC’s request through the Access to Information Act for a copy of the Crédit Suisse study has been denied. This is not surprising if the confidential report outlined the potential pitfalls as well as the benefits of this project.
The privatization of airports in Australia has resulted in costs per passenger to increase by 50%. To add insult to injury, the government would impose a huge new burden on our industry and its passengers while not reinvesting one penny of the billions generated back into aviation. The government would be hard pressed to find a consensus in the air transport industry in support of this project. ATAC is determined to lobby against such a misguided measure in the hopes that the Federal Government will not jeopardize the long-term well being of the air transport industry for a one-time cash grab. The Prime Minister’s Mandate Letter to the Minister of Transport instructs him to hold a “constructive dialogue with Canadians”. A real dialogue with the air transport industry would most certainly not result in an endorsement for the sale of these socio-economically critical assets.
Canada. While demand grows every year, CATSA budgets have been lagging behind. With one of the highest ATSCs in the world, Canada is also the exception in that the government has shouldered the travelling public with 100% of the security cost. The government is studying various business and governance models for CATSA and seems to favour a NAV CANADA type model. The pitfall of applying a user-pay model to a security agency is that the user would only be a payer and would have no decision-making power on the service standards. Consequently, the user could be shouldered with new security measures overnight and be expected to fund them, no questions asked. We would support a modification to
the status quo whereby the government works collaboratively with CATSA in policy applications and where the ATSC is transformed into a dedicated fee set by CATSA and adjusted to meet its changing needs. This is supported by the Report on Aviation Safety in Canada tabled in the House of Commons by the House Standing Committee on Transport, Infrastructure and Communities. Why isn’t the government sharing in the cost of protecting the Canadian air traveller? We hope that the government is engaged in a real dialogue with stakeholders on the future of CATSA and will consider the opinion of industry rather than simply use this consultation to justify a decision already made.
John McKenna President and CEO 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 By Kathryn McGoldrick |
In the final stages
Analyzing Transport Canada’s flight crew work/rest period regulations
O
70 WINGS | September/October 2017
the costs would be borne by 705 operators, TC acknowledges that the relative costs would be higher for smaller operators. The vast majority of the purported benefits are expected to come from a reduction in accidents, based on statistics that between 15 per cent and 20 per cent of aviation accidents are caused by fatigue. Consultation on the proposed regulations is open until September 29, 2017. Once the regulations are published in final form, 705 operators will have one year, and 703 and 704 operators will have four years, to comply. Given the wide range of operations affected and the potential costs, the proposed regulations are likely to remain contentious, as has been the case throughout consultations. Only time will tell whether TC will make changes in response to industry recommendations (and whether it will provide any flexibility depending on type of operation), and how the eventual implementation of the regulations will affect pilots and operators. | W
The draft regulations are the product of more than six years of work and consultation. in accommodation provided by the operator. Local night rest periods (beginning at 22:30 and ending at 07:30 at the location where the pilot is acclimatized) would have to be provided for “disruptive” schedules (e.g., where the pilot transitions from night duty to early morning duty), three consecutive night duty periods, or where there are time zone differences. The proposed requirements can be deviated from in certain circumstances. First, an operator may implement a Fatigue Risk Management System (FRMS) that demonstrates that they can provide the same level of safety as the regulations. An FRMS includes elements such as identification of fatigue-related hazards, fatigue reporting, and training. Second, in “unforeseen operational circumstances”, the pilot-incommand would have authority to extend a duty period by up to three hours, depending on the number of relief pilots and the number of flights. Third, the maximum flight duty period could be increased with a combination of relief pilots and rest facilities. Over a 15-year-period, TC has estimated the costs of the proposed regulations at $337.65 million and the benefits at $314.30 million. While a majority of
Kathryn McGoldrick 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, go to www.airlawblog.com WWW.WINGSMAGAZINE.COM
PHOTO: BRIAN LOSITO, AIR CANADA
n July 1, 2017, draft amendments to the Canadian Aviation Regulations (CARs) regarding pilot hours of work and rest periods were published. And according to Transport Canada (TC), the rationale for the new regulations is to ensure that they are based on the latest science regarding fatigue, to comply with ICAO standards, which require that regulations be based on scientific principles, and to bring Canada in line with the United States and Europe. The draft regulations are the product of more than six years of work and consultation. In 2010, a joint government/industry working group studied the issue, relying on the assistance of a scientific expert in sleep and performance. Comments were sought on three separate occasions. The proposed regulations would apply to CARs Subpart 703 (air taxi), 704 (commuter), and 705 (airline) operators. TC originally intended to also include Subpart 702 (aerial work) operators, but there was concern that the proposed regime was “less appropriate” to these operators given their “operational scales and uniqueness.” Although not required to abide by the new regulations, 702 operators may implement a fatigue risk management system. There are several key aspects to the proposed regulations. First, maximum annual flight time would be reduced from 1,200 to 1,000 hours. Second, the maximum flight duty period would be reduced from 14 hours to between nine and 13 hours, depending on the time that duty commences, and the number and duration of flights. The lower end of this range would apply to duty periods commencing between 23:00 and 03:59, reflecting research demonstrating particularly detrimental effects of fatigue during the “window of circadian low.” Duty time limitations are also proposed. These include an annual maximum of 2,400 hours, and limits within seven- and 28-day periods depending on time free from duty, timing of the flights, and longest flight duty period. Rest periods would also be increased, from eight hours (plus time for travel, meals, and hygiene) to between 10 and 12 hours, depending on whether the pilot is at home base, and whether the rest occurs
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Eastern Regional Sales Manager, Execaire
Vice President Aircraft Sales, Execaire
Vice President Sales, Textron Aviation
Trust Strengthens Our Relationships, Teamwork Drives Our Success. Execaire is proud to have earned the privilege of representing Cessna Citation in Canada for more than 22 years. So, we felt it was time to acknowledge the talented specialists that comprise Citation Team Canada – the country’s premier aviation sales, service and support organization, and Cessna’s exclusive Authorized Sales Representative in Canada.
Citation Team Canada offers comprehensive sales and support services for the entire family of Cessna Citations, the world’s best-selling business jets, for all corporate mission profiles and budgets. Call us. We’d love to show you how Citation Team Canada can help your organization rise to the next level of success.
Harald Maron (East) Tel: 905.673.0800 harald.maron@innotech-execaire.com
Mark Gardner Tel: 303.880.6372 mgardner@txtav.com
Ken Moon (West) Tel: 604.273.8686 ken.moon@innotech-execaire.com Cessna’s exClusive authorized sales representative for Citation Jets in Canada.
www.execair ejetsales.com
© 2017 Innotech-Execaire Aviation Group. All rights reserved. Citation is a trademark or service mark of Textron Aviation Inc. or an affiliate and may be registered in the United States.
Citation team
Canada