WINGS - September - October 2021

WINGS

SEP OCT 2021 CANADA’S NATIONAL AVIATION MAGAZINE

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Top FBOs in Canada Coast to coast coverage

Luxury Tax Details Inside the industry altering proposal

ADS-B IN Comes to Canada

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12 pilots build a cross-country network

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September/October 2021

UPFRONT 6 LEADING EDGE

Funding push for Canadian aviation

10 ON THE FLY

Porter to add Embraer jets, Twin Otter fire support, BFC milestone

14 ALTERNATE APPROACH Pan Am Space Clipper and dawn of the Billionaire Space Age

BACK 34 MARKETPLACE 37 ATAC LETTER

Aviation is not an election issue in Canada

38 ON FINAL

Developing future pilots in Woodstock

From top: Aviation and tax lawyer Steven Sitcoff outlines the impact of the proposed luxury tax. P. 24. Theory of Flight students at Woodstock High School with instructor Pierre Ouellette. P. 38

LUX Ground Services started up in 2018 at Montréal Saint-Hubert Longueuil Airport under parent company Chrono Aviation, itself a relatively young charter airline founded in 2012.

FEATURES 16 TOP FIXED BASE OPERATORS IN CANADA

Results form the 2021 FBO survey, including the near future mindset of customers and service providers

BY JON ROBINSON

20 ADVANCING AME REMOTE LEARNING

Sponsored Content: Flightline develops Canadian-first technology to deliver maintenance training

BY DAVID CARR

22 ADS-B IN COMES TO CANADA

A group of 12 pilots form CIFIB are building a cross-country, in-cockpit communications network

BY PHIL LIGHTSTONE

24 INSIDE THE LUXURY TAX PHOTO: MCMILLAN LLP (TOP), TIM WRIGHT

The finer details of a proposed tax program that will impact Canada’s entire aviation industry

BY STEVEN SITCOFF

27 2021 MRO DIRECTORY

Detailing some of the leading Maintenance, Repair and Overhaul facilities in North America

COVER PHOTO: ROBERT KARAM

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September/October 2021 | WINGS

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WINGS | September/October 2021

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By Jon Robinson |

Funding push for aviation

Ottawa sets money in motion for Canadian aviation after months of delay

T

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from at least three different streams, including Transport Canada’s Airport Critical Infrastructure Program (ACIP); RATI, which is being administered regionally; and a third relief fund for projects to enhance airport operations and safety. Combined, COPA notes these three funds will provide slightly more than $760 million over the next two to five years.

In mid-July, the Liberal government announced an investment of up to $440 million in Quebec’s aerospace industry to subsidize large companies operating in a key sector of the province’s economy.

Coupled with $245 million from the Quebec government, the new aid package for the aerospace sector will total as much as $693 million, primarily earmarked for

TOP DATA BURSTS… in this issue 1. CAE to invest up to US$40 million to meet Volocopter early pilot demand. (P.13). 2. Pan Am issued more than 93,000 First Moon Flights Club cards. (P. 14) 3. CIFIB aims to deploy its ADS-B IN network to 100 sites across Canada.

(P.22) 4. CRA to apply its Luxury Tax to aircraft with a date of manufacture after 2018. (P.24) 5. Eight Woodstock High School students graduate from a new ground school. (P.38)

WINGS | September/October 2021

progressive programs underway at Bell Textron Canada, CAE and Pratt & Whitney Canada. The projects include Pratt’s development of a hybrid electric turboprop engine for a Dash 8-100 in cooperation with De Havilland Aircraft, as well as Bell Textron Canada’s focus on lower-emission helicopters, namely its Electrically Distributed Anti-Torque system and potentially industry-altering variants.

Ottawa states this money invested into Quebec alone should create or support 12,000 jobs and make internships available to more than 6,200 students. The Liberals also announced an investment of $92.5 million over three years in Quebec under the Aerospace Regional Recovery Initiative, which is a fund dedicated to help small- and medium-sized firms recover from the pandemic. Quebec is as important to any Federal election win as it is to the future of Canadian aviation.

Despite all of the money starting to flow into aviation, the industry now faces a significant challenge in the newly proposed January 2022 Luxury Tax (see Steven Sitcoff ’s article on page 24 for a detailed breakdown of what he describes as “several troubling concerns”). The purpose of using the term Luxury Tax is not lost on members of the aviation industry, even if the true impact of the tax may not have been properly assessed by the government. | W

$42 million in funding to help build a new air terminal building at Inuvik Mike Zubko, YEV.

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PHOTO: GOVERNMENT OF NORTHWEST TERRITORIES

he Canadian Federal government in March 2021 introduced the Regional Air Transportation Initiative (RATI) to support the continuation of existing air routes and to ensure airports remain operational as they adapt to new economic realities created by the Covid-19 pandemic. With a national budget of $206 million, the government in June began to award some of its RATI funding to help prop up dozens of smaller airports and the many communities that depend on them.

This support, along with a range of other well-funded programs, arrives after a long delay since the pandemic began in March 2020 and, as we later learned, just before the Liberal government on August 15 moved for a snap election on September 20, 2021. Regardless of the potential for cynicism because of this timing, more support for aviation – and acknowledging the dynamics of its local importance to a country as large as Canada – has started to flow into areas where it is greatly needed.

Canada’s northern and remote regions received much of the initial funding, which can certainly help tamper any cynicism, including a combined $42 million for the construction of a new air terminal building at the Inuvik Mike Zubko Airport, YEV. The Government of Canada is investing $31.5 million into this project through the Green Infrastructure Stream of the Investing in Canada plan and the Government of the Northwest Territories is providing $10.5 million.

Keeping proper track of all of the new Federal and provincial funding programs for industry at large will be a momentous task placed on Ottawa over the next few years. As the Canadian Owners and Pilots Association (COPA) pointed out in midAugust, regional airports stand to gain

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THE LEAD ELECTRIC PROPULSION AERIAL FIREFIGHTING AIRPORTS EVTOL BUSINESS AVIATION

THE LEAD

PORTER ORDERS EMBRAER JET AIRCRAFT Porter Airlines in mid-July outlined plans to acquire up to 80 Embraer E195-E2 aircraft, valued at US$5.82 billion, with 30 firm commitments and 50 purchase right options. The airline expects the aircraft, being acquired through Porter Aircraft Leasing Corp., to start entering service in the second half of 2022, with an ability for Porter to convert purchase rights to smaller E190-E2s.

Porter intends to operate the E2s out of Ottawa, Montreal, Halifax and Toronto Pearson International Airport, with the jets providing significant expansion of non-stop service and higher-frequency route service. “We are bringing Porter’s distinct style of service to dozens of new North American cities,” said Michael Deluce, president and CEO, Porter Airlines.

“We believe that now is the right time to make this investment as the pandemic resets the aviation landscape.”

In establishing service at Pearson

Airport for the first time, Porter emphasises regional service on turboprop flights (De Havilland Dash 8-400s) from its existing hub at downtown Toronto’s Billy Bishop Airport – scheduled to restart on September 8 – remains core to its business. The Embraer E195-E2 accommodates between 120 and 146 passengers.

Canada-based aerospace companies contribute greater than 37 per cent of the E2’s main systems, including engines produced

by Pratt & Whitney in Quebec. “With this order for up to 80 of our largest aircraft, the E2 is making a stunning North American debut,” said Arjan Meijer, CEO, Embraer Commercial Aviation.

ELECTRIC PROPULSION

CANADIAN HYBRID ELECTRIC INVESTMENT Pratt & Whitney Canada in July announced plans to advance its hybridelectric propulsion technology and flight demonstrator program as part of a $163 million investment, supported by the governments of Canada and Quebec.

Pratt & Whitney Canada (P&WC) explains the new hybrid-electric propulsion technology, focusing on optimizing performance across different phases of flight, will allow the demonstrator to target a 30 per cent reduction in fuel burn and CO2 emissions, when compared to a modern regional turboprop airliner. P&WC is

Porter Airlines plans to extend its services throughout North America with the introduction of up to 80 Embraer E195-E2 aircraft, which would see the airline for the first time operate out of Toronto Pearson.

10 WINGS | September/October 2021

Building from Project 804 launched in 2019, the new $163 million investment plan for a hybrid electric demonstrator involves Pratt & Whitney Canada, Collins Aerospace and De Havilland Aircraft.

working with De Havilland Aircraft to integrate this hybrid-electric technology into a De Havilland Dash 8-100 flight demonstrator. The demonstrator will include an advanced electric motor and controller from Collins Aerospace, which, like P&WC, is also a Raytheon Technologies business.

This demonstrator project is a successor to Project 804, launched in 2019 as a joint development program between P&WC and Collins. P&WC will target ground testing in 2022, leading to flight testing of the Dash 8-100 demonstrator in 2024.

SKYE ORDERS 15 EFLYER 800S Bye Aerospace in late July announced Skye Aviation LLC, an aircraft leasing company headquartered in Denver, Colorado, completed purchase deposits for 15 eFlyer 800 aircraft. “Skye Aviation is the first all-electric aircraft leasing company in the world,” said George Bye, CEO of Bye Aerospace. “We are honoured by their selection of the eFlyer 800 to be the foundation for their fleet.”

Bye Aerospace introduced its eFlyer 800 program earlier this year based on what the company sees as growing demand for regional all-electric planes. The company estimates the eFlyer platform will eventually eliminate the release of millions of metric tons of CO2 each year.

Bye Aerospace is in the process of obtaining FAA Part-23 certification for the eFlyer 2 designed for flight training WWW.WINGSMAGAZINE.COM

IMAGES: PORTER AIRLINES; DE HAVILLAND AIRCRAFT, PRATT & WHITNEY CANADA

10 10 11 11 12 13

missions and the four-seat eFlyer 4 for air taxi, cargo and advanced training uses.

The company currently has approximately 800 airplanes in its production backlog over its three eFlyer models.

AERIAL FIREFIGHTING

VIKING, PAL TO DEVELOP TWIN OTTER FIREFIGHTING SYSTEM Viking Air Limited and PAL Aerospace Canada on August 3 announced the establishment of a contract to support the Twin Otter Fire Attack System. The agreement includes the design, manufacturing, installation and certification of the Aerial Firefighting System for the Twin Otter DHC-6 300 and 400 aircraft. The companies anticipate that the Aerial Firefighting System will be certified in 2022 and that an international customer will receive the first converted aircraft. The airtankerconfigured Twin Otter aircraft is being developed to drop up to 700 US gallons of water or retardant.

“As an established DHC-6 Twin Otter Operator, we know firsthand the capability and versatility of the aircraft and consider it a privilege to bring our comprehensive design, engineering and modification capabilities to bear in developing this new capability,” said Phillip Garbutt, Senior Vice President of Global Support, PAL Aerospace.

The companies explain the firefighting system will allow the Twin Otter to transition effortlessly between global firefighting missions and more traditional mission profiles, including transporting passengers and cargo.

Part of Brampton Flying Club’s fleet, which includes aircraft for one of Canada’s most prominent training centres.

and recreational pilots.

Brampton Flying Club is a non-profit corporation with approximately 1,000 members. Initially based near McLaughlin Road and Queen Street in Brampton, the club moved to its present location in 1970.

It owns 240 acres and two paved runways with 162 hangars and has about 200 private aircraft based at the airport. Brampton Flying Club operates a restaurant,

FLAIR ESTABLISHES YEG BASE, ADDS U.S. DESTINATIONS Ultra-low-cost carrier Flair Airlines announced it has established a new base at Edmonton International Airport

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BRAMPTON FLYING CLUB 75 YEAR MILESTONE PHOTO: BRAMPTON FLYING CLUB

aircraft maintenance shop, pilot shop, and an fuel facility. The club notes the airport is also home to numerous businesses and aviation-related organizations such as the 892 Snowy Owl Air Cadet Squadron and the Recreational Aircraft Association or RAA, Toronto Chapter.

With a focus on fostering Canadian aviation history, the club recently restored its de Havilland DH.82 Tiger Moth. Originally built in 1942, the British bi-plane served as the club’s first training aircraft.

Brampton Flying Club is also home to the Great War Flying Museum, housing one of the largest displays of WWI aircraft and artifacts in Canada.

Brampton Flying Club based in Caledon, Ontario, this year is celebrating a significant milestone by reaching 75 years of operation. Founded in 1946, the club owns and operates the Brampton-Caledon Airport, which it describes as the largest privately owned airport in the country, and the Brampton Flight Centre. Brampton Flying Club explains its flight centre has now trained thousands of commercial

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ON THE

FLY

December. Between direct and indirect employment, Flair estimates 50 new jobs being created in addition to the 75 operations and business staff already headquartered in Edmonton.

EVTOL

JOBY FLIGHT OF MORE THAN 150 MILES Joby Aero on July 27 announced its fullsize prototype vehicle flew more than 150 miles on a single charge, including a vertical take-off and landing. The flight was completed at Joby’s Electric Flight Base in Big Sur earlier this month as part of the company’s ongoing flight test campaign.

The aircraft, piloted from the ground

by Joby’s Chief Test Pilot, Justin Paines, took off vertically before transitioning to forward flight and completing 11 laps of a predefined circuit. After more than one hour and 17 minutes in the air, the aircraft

Joby expects its aircraft to start commercial passenger service in 2024, transporting a pilot and four passengers at speeds of up to 200 mph.

landed vertically, having covered a total distance of 154.6 statute miles.

Joby’s prototype aircraft uses commercially available lithium ion batteries that have been adapted for aerospace use. An

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PHOTO: JOBY AERO

(YEG) and an expansion of service to four non-stop U.S. destinations. The new Edmonton-U.S. routes will start this Fall and include non-stop service to Las Vegas, Phoenix, Palm Springs and Hollywood Burbank. Flair is also expanding its domestic network from Edmonton.

In addition to existing winter service to Kitchener-Waterloo, Vancouver, Abbotsford and Toronto, Flair is expanding its current summer service from Kelowna and Victoria to extend throughout the winter season.

The four new non-stop U.S. destinations served through Edmonton are scheduled to start in December and will extend through spring of 2022. The first US flights will begin December 16 to Las Vegas and Hollywood-Burbank, with other routes starting later that week.

Flair plans to offer two flights per week to Phoenix, Palm Springs, and HollywoodBurbank and three flights per week to Las Vegas. Flair states it will base an aircraft and flight crews in Edmonton starting in

811 NMC cathode and a graphite anode cell were selected, following internal testing. Joby states it has demonstrated in the lab that this battery is capable of more than 10,000 of its expected nominal flight cycles.

PHOTO: VOLOCOPTER

CAE, VOLOCOPTER AIR TAXI PILOT TRAINING CAE and Germany’s Volocopter to reached a deal to develop, certify and deploy a pilot training program for electric vertical takeoff and landing (eVTOL) operations.

Described by the companies as a first in the industry, this eVTOL pilot training program aims to develop what they describe as the pilot workforce of the future and to help ensure safe introduction of eVTOL operations globally.

Volocopter’s family of electric aircraft includes the VoloCity and VoloConnect eVTOLs, as well as the VoloDrone for transporting goods. The company’s

training network with a forecasted investment of up to US$40 million to meet Volocopter’s early projected pilot demand.

BUSINESS AVIATION

BOMBARDIER NAMES DIAMOND SUPPLIERS CAE training expertise will benefit Volocopter’s entry-into-service timeline and scale, including its newest VoloConnect vehicle concept.

VoloCity aircraft is into its certification program with the EASA and the company is positioned to launch first services in time for the 2024 Olympics in Paris.

Through existing agreements and partnerships with company’s like Daimler, Aéroports de Paris, Microsoft Azure, and now CAE, Volocopter plans to launch its services in a number of cities globally within the next five years. CAE has committed to expanding its worldwide

PILOTS ARE OUR TOP

Bombardier in mid-July awarded 13 of its suppliers with its Diamond certification. Noting the significance of performance in a pandemic year, the 2020 Bombardier Diamond Suppliers are: AIDC (Taiwan), Avis Budget Group (Quebec), Axiscades Technology Canada (Quebec), Fastenal Mexico (Mexico), Fuel Transport (Quebec), Groupe Meloche (Quebec), Kuehne + Nagel (Quebec), MSB, Ressources Globales Aero (Quebec), Placeteco (Quebec), Plastiques Flexibülb (Quebec), Sealth Aero Marine (USA), Sterling Global Aviation Logistics (Quebec), and Tech Mahindra (India). | W

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September/October2021-08-17 2021 | WINGS 13 8:09 AM 2021-08-17 3:38 PM

ALTERNATE

APPROACH

By David Carr |

Pan Am Space Clipper: 2001

The dawn of the Billionaire Space Age presents commercial opportunity

B

14 WINGS | September/October 2021

the legacy of NASA and the original space race.

But did Branson and Bezos truly venture into space. “No,” says noted astrophysicist Neil de Grasse Tyson. Dr. Tyson, noted it takes eight minutes to get into orbit and three days to reach the moon. “That is actually space travel,” he told CNN on the morning of Branson’s flight. “What you are going to have is a nice view of the earth.” Dr. Tyson has always been a cold marker, having earlier stripped Pluto of its planetary status, disrupting the planet chain many of us grew up with.

Nevertheless, he supports the billionaire’s ambitions: “I am delighted that this is a new tourist attraction. It should have happened decades ago. It shouldn’t take 60 years for a private company to end up doing what NASA did in 1961.”

Space travel captured the imagination of the airline industry in the sixties. In 1965, Braniff International introduced the astronaut inspired “rain dome” for its inflight crew. A plastic bubble nod to America’s spacemen. Pan Am’s Moon Club gimmick was a belt tightening casualty of the airline’s financial woes. In 1991, the world’s most iconic airline would be shut down. In a new generation of space travel, it is Virgin that will go where no airline has gone before. | W

Pan Am, between 1968 and 1971, issued more than 93,000 first moon flights club cards.

President Kennedy ratcheted up the U.S.USSR space race with a plan to put a man on the moon before 1970. An aggressive timetable that most certainly would have been slowed except for JFK’s assassination in ’63 (a week after making what would be his last visit to Cape Canaveral).

Space exploration has always been a multi-billion-dollar enterprise. The dawn of the new space race is transferring some of the billions over to the private sector.

Space tourism, which has been too easily dismissed as a joy ride for multi-millionaires is expected to be a US$2.5 billion a year business by 2031. One that always belonged in the hands of the private sector.

For trivia buffs, the first billionaire in space was not Virgin’s Branson, but Canadian businessman and co-founder of Cirque du Soliel, Guy Laliberté who blasted into orbit aboard a Russian Soyuz rocket in September 2009 to promote awareness of water issues. The efforts of a new generation of space pioneers will reduce the cost of space travel (the price for a ticket on Virgin Galactic will be US$500,000 versus the US$41.8 million Laliberté ponied up), and will be a platform for scientific breakthroughs and new technologies. That too is

David Carr is a former editor of both Wings and Helicopters magazines.

WWW.WINGSMAGAZINE.COM

PHOTO: SCIENCE MUSEUM GROUP

etween 1968 and 1971, Pan American World Airways (Pan Am) took over 93,000 reservations for flights to the moon. There was no charge to book a seat and everybody who did received a First Moon Flights Club card.

Business boomed after Apollo 11 and the first landing on the moon. Reservations were non-transferrable and, according to the Los Angeles Times, one eager customer sent the airline a $1 million cheque to secure his seat. It was returned.

“Flying people to the moon would be [a] normal commercial endeavour,” a Pan Am spokesperson said at the time. “Commercial flights to the moon are going to happen. They might not happen next year they might not happen in five years. But they will happen.” Pan Am had scheduled it’s first Space Clipper for 2001.

Twenty years later, Virgin’s Sir Richard Branson and Amazon’s Jeff Bezos have brought the commercialization of space even closer with high-profile flights aboard their personal spacecraft. Branson took off first, but Bezos flew higher. It wasn’t the moon, but Pan Am was never going to land there anyway. Still, three generations after NASA launched the first manned Mercury rocket, can a billionaire’s vanity project pay for itself and open up space flight to the masses?

Branson, Bezos and Tesla’s Elon Musk would bristle at calling their space adventures “vanity projects”. These are serious enterprises. Virgin Galactic, a publicly traded company, Blue Origin and Space X have strategic missions including cargo flights, astronaut shuttles, launching satellites and space tourism. Approximately 700 individuals have shelled out US$250,000 for one of the first flights on Virgin Galactic. Likely in 2022. Musk has a longer-term vision to settle Mars. Besides, as Miles O’Brien, CNN’s aerospace analyst, reminded us on the day Branson’s VSS Unity took off, “Space is hard and people have died along the way.” Including Michael Alsbury, a Virgin Galactic test pilot.

The loudest complaint over billionaire’s blasting off into space has been the cost, and what else could have been achieved with the money, including tackling climate change. But that has been the case since

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TOP FBO IN CANADA LUX Ground Services, St. Hubert (YHU)

RISING STAR AWARD FBO making the largest jump in votes from the prior year HUB FBO (YHU)

Top FBO in Western Canada (BC, ALTA, YT, NWT)

Top FBO in Atlantic Canada (NB, NL, NS, PEI)

Sunwest Aviation, Calgary (YYC) Skyservice Business Aviation, Calgary (YYC) Landmark Aviation, Signature Flight Support, Vancouver (YVR)

PAL Aviation, Halifax (YHZ) PAL Aviation, St. John’s (YYT) Capital Airways, Fredericton (YFC)

Top FBO in Quebec

LUX Ground Services, St. Hubert (YHU) HUB FBO, St. Hubert (YHU) Skyservice Business Aviation, Montreal (YUL)

Top FBO in Central Canada (SASK, MAN, NUNAVUT)

Kreos Aviation, Saskatoon (YXE) Kreos Aviation, Regina (YQR) Fast Air, Winnipeg (YWG)

Top FBO in Ontario

Skyservice Business Aviation, Toronto (YYZ) Skyservice Business Aviation, Ottawa (YOW) Skycharter, Toronto (YYZ)

459

Number of total votes in 2021

TOP FIXED BASE OPERATORS SURVEY RESULTS HIGHLIGHT THE POSITIVE POSITION OF BUSINESS AVIATION

BY JON ROBINSON

T

he 2021 Top Fixed Base Operators in Canada survey conducted by Wings received 459 responses in an open voting system through the months of April, May and June.

This number of responses is down slightly from the 2020 survey with its 542 respondents, while the pre-pandemic 2019 survey edition had 1,845 participants. The 2020 and 2021 editions of the survey were, of course, heavily impacted by the implementation of strict government travel restrictions, at various times relating to both transborder and even domestic provincial flights.

With the 10-year-plus history of this survey, however, the number of respondents in 2021 provides material results to determine Canada’s Top Fixed Base Operator (FBO) in Canada in 2021, as well as the Top Three FBOs by region and the country’s Rising Star, recognizing one operation that received the highest number 16 WINGS | September/October 2021

of votes, year over year, among all others. As with last year’s FBO survey, we asked participates a range of questions about operating in a pandemic environment and their near future plans to better understand the mindset of both customers and service providers. In addition to listing what they consider to be the best FBO in Canada, respondents were asked to rank eight factors in terms of what is most important to them in determining their favourite FBO. The 2020 survey asked respondents to share their primary reason for flying and where they are flying to. Respondents were also asked if the Covid-19 pandemic would encourage them to fly more often via private or corporate aviation through FBOs. LUX Ground Services of St. Hubert, Quebec (CYHU), this year received the most votes across all five Canadian regions to be named as Canada’s Top FBO, which marks the company’s first WWW.WINGSMAGAZINE.COM

such honour. PAL Aviation previously was named as Canada’s Top FBO for two consecutive years, including its operations in Halifax, Nova Scotia (YHZ), in 2020, and St. John’s, Newfoundland (YYT), in 2019.

The 2021 Top FBO in Canada recognition for LUX at YHU highlights a wellexecuted rise for the young operation, which started up in late 2018. It also hints at the growth of Montréal Saint-Hubert Longueuil Airport, located just 16 kilometres east of downtown Montreal. Prior to the pandemic, as passenger numbers were climbing steadily at large international airports, the clear importance of close-by regional airports handling more air traffic drew significant investment.

With the support of parent company Chrono Aviation, itself a relatively young charter airline founded in 2012, LUX in three short years has made a major impact in one of the world’s largest aviation hubs.

Chrono operates 737-200 flights from the LUX terminal in St. Hubert and the LUX team is now able to turn around a 737 within 60 minutes.

LUX began its operations at YHU with full ground and customs services, as well as fuel partnerships with both Avfuel and World Fuel. The LUX FBO network has now expanded to Quebec City, MontJoli and Trois-Rivières Airport. The St. Hubert location also just completed a 45,000-square-foot hangar expansion.

LUX holds a commercial terminal at YHU, indicating its importance to the growing airport.

Francois-Luc Jutras, Director and General Manager of LUX, was responsible for opening and the beginning of all operations out of the private airport terminal.

Coming from the banking world, with no prior aviation experience, Jutras has helped to steer the LUX operation from 15 people to more than 50 in this difficult operating environment. LUX is now looking at expanding its brand in three new cities in three different provinces. The company is also working with authorities to elevate YHU’s airport status, as it finalizes two deals with a regional carrier in Ontario and an ULCC. Jutras aims to turn LUX into the province’s most-active FBO in terms of aircraft movements.

The Wings 2021 survey recognizes the excellence of the Top Three FBOs across five regions. Moving from West to East, Sunwest Aviation (YYC) was named the Top FBO in the Western Region, followed

by Skyservice Business Aviation at YYC and Landmark Aviation, Signature Flight Support, at YVR. Another relatively new FBO to have developed under the region’s energy boom, Sunwest won the survey’s Rising Star Award in 2019.

In Central Canada, Kreos Aviation in Saskatoon (YXE) came in first, followed WWW.WINGSMAGAZINE.COM

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September/October 2021 | WINGS 17

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dominance of the Atlantic Region with its Halifax, YHZ, operation coming in first (and also second overall in Canada) followed by PAL St. John’s (YYT) in second and Capital Airways, based at New Brunswick’s Fredericton International Airport, YFC, in third.

This year’s Rising Star Award, again recognizing which FBO received the most votes year over year, goes to HUB FBO at YHU. Formally known as CYHU H-18 Services Inc., HUB FBO has more than 200,000 square feet of available space, including a 47,000-square-foot hangar with a 28-foot-high opening for aircraft. HUB

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FBO is situated just off of the 7,800-footlong runway 24R at St. Hubert Airport.

When asked to rate what FBO services are most important, customer service was the number one consideration of survey respondents this year, followed by line service, facility, price, pilot amenities, hangars, and lastly if the FBO is part of a larger network.

The survey this year also aimed to find out more about the respondents themselves, to better understand the results, specifically asking what their role is when using FBO services, which included 33.0% of respondents indicating they were business executives, followed by 16.3% of the respondents being pilot/owners, 12.9% being crew members, and 11.8% being charter pilots. Singledigital percentage roles included, in order, AME, charter non-pilot (personal), government employee and aircraft owner non-pilot (whole or fractional).

When asked for what type of travel do you most often use an FBO, business/corporate was the overwhelmingly highest response at 65.0%, followed by personal at 25.8%, and government/professional services at 6.0%.

This closely mirrors last year’s responses with business aviation at 64%, personal at 23%, and government/professional services at 10% in 2020.

Along the same lines, when asked how they use private/business/corporate aviation in terms of destinations, 70.5% of respondents this year indicated they flew for domestic travel, which certainly lines up with the restrictions placed on international travel. Transborder flights into the United States came second at 17.0% followed by international flights at 12.5% of all survey responses.

When asked if the coronavirus pandemic will influence your decision to use private aviation more in the future, even after the crisis subsides, 65.8% of respondents indicated yes, and 34.2% said no. Possibly because of fourth-wave challenges presented by the Delta variant, this year’s yes number at 65.8% is greater than the yes count of 61% of respondents in 2020’s survey, indicating they will fly more via private/corporate aviation – even as travel restrictions were starting to ease and vaccinations were increasing in later in the voting period. | W

18 WINGS | September/October 2021

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by Kreos Aviation in Regina (YQR) and Fast Air in Winnipeg (YWG).

Skyservice Business Aviation in Toronto (YYZ) was named as the Top FBO in Ontario, and also placed third overall in terms of total votes among all others. In Ontario, Skyservice Ottawa (YOW) came second and Skycharter (YYZ) third.

With LUX placing first in all of Canada and earning the top spot in Quebec, HUB FBO, which is also based at YHU, came in second place in the province and Skyservice Montreal (YUL) came third.

PAL Aviation Services continued its FBO

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ADVANCING AME REMOTE LEARNING Flightline develops Canadian-first technology to deliver maintenance training around the world

•

BY DAVID CARR

R

emote learning has been Flightline Training Services’ bridge to overcome the Covid-19 downturn for aircraft maintenance type training. Virtual will be how Canada’s approved training organizations (ATOs) such as Flightline will deliver the majority of courses in the future.

Still, somebody had to go first.

“March 2020 was devasting for the airline industry,” says Phyl Durdey, chief executive of Toronto, Ontariobased Flightline. “We had to cease training courses immediately, which jeopardized our contractual commitments with our customers.”

Remote learning not only enabled Flightline to complete its existing course commitments, this opened the door to new and endless opportunities.

Prior to Covid, Flightline was already developing an advanced remote learning tool with its virtual reality platform. “We had to position an instructor to northern Manitoba for 90 minutes in order to certify one student on a practical course,” Durdey recalls. “This situation pressed our team to bring forward a different and unprecedented type of course delivery.” The pandemic accelerated the remote training process. Where a great number of ATOs had temporarily or permanently ceased all activities, Flightline’s staff were advising its customers that their ATO remained in operation and was offering approved training courses remotely.

Industry changing seismic events are nothing new for Durdey, a former Canadian Forces Dash 8 instructor.

He started Flightline in 2001 after losing his position at FlightSafety International in the aftermath of 9/11. Durdey’s years of experience as an instructor showed him the missing link in the marketplace; namely affordability among ATOs

Flightline offers 237 courses on 40 aircraft with 45 trainers around the world, including a location in South Africa and a training campus in Nairobi, serving customers in 65 countries.

and improving flight safety by making type training available to more mechanics.

“I listened to my customers,” he says. “Maintenance training can become a substantial financial burden. We brought the training to the customer’s facility and made it more cost effective for the operators.

Based on our tuition structure, we enable our customers to train a greater number of technicians. As a result, the customer has more maintenance staff in the hangar with signing authority on the airplane.

This can improve their operation significantly.”

Bandwidth has now replaced on-site course delivery across all borders. On a recent course for an eastern Canada-based customer, technicians were located in multiple locations across North America, while the instructor was teaching from Germany.

Reaching this point did not come without challenges. Durdey presented Flightline’s first remote learning course to students at a western-based company in April 2020, talking into the camera in

looking forward to even better years ahead.

Flightline offers 237 courses on 40 aircraft. The majority are Transport Canada or European Union Aviation Safety Agency (EASA) approved, including type, familiarization courses and Level 4 in-depth training. With over 45 trainers posted around the world, a location in South Africa and training campus in Nairobi, the ATO serves customers in 65 countries. Remote learning will continue to drive growth, as will Flightline’s attention to detail.

Flightline is the only maintenance ATO in Canada to enhance its courses with Green Screen technology.

Flightline Instructor Bernd Zullus, specialist in Airbus and Boeing products, teaches students in Canada, from Hamburg, Germany, via Flightline’s signature Green Screen. front of a whiteboard. The reviews were mixed. The raw material was there and students learned about the aircraft, but they found the experience impersonal. That’s when Flightline notched it up by introducing Green Screen, the Academy Award winning technology first introduced to Hollywood in the 1940s. Today’s Green Screen, or chroma keying, inserts instructors into recorded video or digitally transferred images for a more comprehensive learning experience.

Flightline is the only maintenance ATO in Canada to enhance its courses with Green Screen technology. The graphics department has already built a virtual fleet of 14 aircraft based at a simulated airport with hangar and engine bay where students can explore the aircraft in a virtual environment. For a recent proposal to a government organization, a virtual reality CL-415 waterbomber was developed. The client was very impressed by the ability to walk

around and examine the aircraft.

At the onset of Covid-19, Flightline worked closely with its inspector at Transport Canada to overcome a hurdle associated with remote learning. The regulator did not have any processes governing remote learning for aircraft maintenance.

When Transport Canada did publish an Internal Processes Bulletin (IPB), Flightline was approved within 24 hours, as the bulletin was based on the Flightline model. To support the regulator, Flightline produced a 60page guideline on how to effectively do remote training. “It meant hanging out our dirty laundry to prove what works and what didn’t,” Durdey admits.

“I can’t express how proud I am of our staff and the impressive work they have done,” Durdey says. “We had a good year last year, even with the pandemic, because of the way everybody has stepped up.” As the aviation industry rebounds and Flightline adds more airplanes to the virtual reality fleet, the company is

Whereas most ATOs typically equip students with an iPad, Flightline provides laptops because the larger screen is better for teaching schematics and easier for students to manipulate. To support remote learning, Flightline added a second monitor so the student can have the training manual on one screen and the instructor on a second.

Prior to Covid-19, almost 100 per cent of Flightline’s training was completed at the operator’s facility. The company estimates it paid more than $300,000 a year on air fares alone. Durdey, who once spent over 32 weeks a year on the road, hasn’t delivered a course at customer’s facility in over 18 months and doesn’t see a need to do so in the future. A stumbling block to going 100 per cent virtual is the last mile; the five per cent of practical training Transport Canada insists must be completed on the airplane before it signs off. Overcoming that final hurdle is inevitable. “Virtual reality, if it is done properly is an amazing tool because we can show students parts of the aircraft that they would otherwise never see until they’re operational,” Durdey says. “How can that not be more effective training.”

•

CANADIAN ADS-B IN

CIFIB DEVELOPING IN-COCKPIT WEATHER AND TRAFFIC INFRASTRUCTURE FOR CANADIAN PILOTS

BY PHIL LIGHTSTONE

O

ver a decade ago, the FAA and Transport Canada began working on Automatic Dependent Surveillance-Broadcast, or ADSB for short, to provide enhanced information about an aircraft to the air navigation system. ADS-B is comprised of two parts: OUT, which transmits aircraft information to ground stations, satellites and air to air; and IN, which receives traffic and weather information in the cockpit.

The FAA’s 2020 mandate requires aircraft to be equipped with ADS-B OUT to fly in most U.S. airspace requiring a Mode 22 WINGS | September/October 2021

C transponder. This includes: Class A, B, or C airspace; within the 30 nm Mode C ring around a Class B primary airport; and most Class E airspace at or above 10,000 feet mean sea level (MSL).

NAV Canada implemented ADS-B OUT trials in James Bay in 2009, in the eastern portion of the Canadian North in 2010, and on the northeast coast of Canada in 2011-2012, supporting air navigation services to high fliers. In November 2012, Aireon LLC was formed as a joint venture between NAV Canada and Iridium Communications, facilitating investment into

WWW.WINGSMAGAZINE.COM

PHOTO: RICHARD CAROTHERS, CIFIB

A transmitter built by the Canadian In-flight Information Broadcasting Association at Stratford Municipal Airport, one of the group’s first development sites in southwestern Ontario.

space-based 1090ES ADS-B OUT services.

This Aireon system went live in March 2019, providing 100 per cent world-wide coverage. Space-based ADS-B will be used for surveillance in Class A (February 2021) and B (January 2022) airspace according to the dates identified in Canadian aeronautical study recommendations. NAV Canada does not have plans to implement ADS-B IN infrastructure in Canada.

From a general aviation (GA) and business aviation (BA) perspective, having in-cockpit access to aviation weather products and traffic is priceless. Small, lightweight, battery-powered ADS-B IN receivers cost a few hundred dollars, while panel mounted ADS-B IN/OUT transponders cost thousands or tens of thousands. In U.S. context, ADS-B weather information does not include Canadian weather products. In Canadian context, technology like SiriusXM Weather, when combined with an XM receiver, delivers Canadian aviation weather products, which are transmitted to the aircraft when airborne. Garmin’s GDL-52 portable receiver includes a SiriusXM receiver and ADS-B IN. Most modern BA aircraft have technologies to receive a variety of weather products, augmented with onboard weather radar. Combined with onboard traffic collision avoidance systems (TCAS) and traffic information systems (TAS) like SkyWatch, modern BA aircraft may not require ADSB IN services. However, for GA and legacy BA aircraft, ADS-B IN provides a costeffective platform (nearly free) to deliver valuable information into the cockpit.

The not-for-profit Canadian In-flight Information Broadcasting Association (CIFIB) was founded in 2020 by 12 pilots, with the goal of implementing low-cost ADS-B IN ground stations for those operating in Canadian airspace and improving GA safety. CIFIB ground stations will broadcast local and regional weather information, including Environment Canada weather radar, METARs, TAFs and private weather station information.

Future plans include NOTAMs, lightning, cloud tops, freezing/icing level, upper winds and temperatures aloft, PIREPs, AIRMETs, SIGMETs, turbulence, MOS and weather from ASOS/AWOS/LWIS stations. CIFIB ground stations will broadcast some area traffic information, including FLARM, OGN (gliders), and NemoScout (primarily flight school aircraft).

The transmission and reception of ADS-B CIFIB broadcasts operate as line-of-sight.

The range of reception will vary by an aircraft’s altitude, orientation, intervening obstacles, ADS-B receiver antenna type and location; and CIFIB base station signal strength. A typical CIFIB base station has a range of 35 NM for an aircraft flying at 5,000 feet above ground level (AGL).

CIFIB’s system is comprised of base-station transmitters in weather¬proof boxes, attached to building-mounted, 10-foot antenna poles, with three-foot antennas. Each site will have its own unique build requirements, some requiring new antenna poles while others use existing infrastructure.

For example, the Stratford site utilizes a pre-existing mast. At each new site, CIFIB conducts a site survey to ensure that the end to end system is engineered properly.

The base stations receive data from a back-end data server via the internet. CIFIB designed and manufactures its own base stations in order to provide a high-quality, costeffective system. The underlying technology was developed

by CIFIB’s own team, who have the required expertise in radio RF technology, computer hardware and software. CFIB’s technology team has implemented complex software running on both the backend server and

ADS-B base stations to create an meshed data network. This is critical to delivering a wellbehaved ADS-B transmission network. The CIFIB base station is designed to integrate into the member’s existing internet infrastructure.

CIFIB’s design includes a built-in 978 MHz receiver, incorporated into the base station. This allows the system to determine if the ADS-B broadcasts are functional. In the event of an anomaly, the connected system will generate an alert to CIFIB’s command and control centre. In the event of a failure of the base station, CIFIB will courier a replacement base station to the airport. The member is required to physically replace the base station using a qualified installer and return the defective base station to CIFIB. CIFIB’s target members include airport owners/management, flight schools, FBOs, Canadian Owners & Pilots Association Flights (clubs), and

other flying clubs. An organization wishing to have the system installed at their airport would become a CIFIB member. All hardware is owned, serviced and supported by CIFIB. The member provides a tower/pole for the antenna, power, cabling and internet connectivity for the ADS-B base station.

There is a one-time initiation fee of $2,000 and an annual membership fee of $2,000.

CIFIB initially focused on airports in Southwestern Ontario and will utilize CIFIB members and approved contractors to install the technology at the airport. Safety concerns during installation are mitigated through the use of licensed tower installers holding WSIB insurance.

Currently, CIFIB has a base station installed at Stratford Municipal Airport, which is not operational until a radio license is received from ISED. Since February 2021, CIFIB has been engaged with ISED for the acquisition of 978 MHz

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one year development radio licenses for Stratford Municipal, Burlington Executive, Oshawa Executive and Parry Sound Area Municipal. CIFIB is also working with groups from the Toronto Buttonville Huronia, North Bay and Ottawa airports.

The ISED process requires consultation with NAV Canada and the FAA. Covid-19 and ISED resource constraints slowed the issuance of 978 MHz development licences, but CIFIB is hopeful these licenses can be granted in the coming months to begin installation and activation processes.

CIFIB aims to deploy at six to eight sites in 2021; and 15 to 20 sites across Canada in 2022, ultimately growing to 100 sites.

CIFIB VP Richard Carothers, says, “We have a lot of interest from airports all across Canada, however, we recognize the challenges with delivering national infrastructure and are limiting the number of members in the first two years to ensure the delivery of a quality product.” | W

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The proposed Luxury Tax being introduced by the Canadian Revenue Agency will apply to aircraft with a date of manufacture after 2018.

INSIDE CANADA’S PROPOSED LUXURY TAX

BY STEVEN SITCOFF

T

he Canadian federal government’s budget announcement on April 19, 2021, included a proposed luxury tax on certain aircraft, cars and boats, to be in effect from January 1, 2022 (the “Luxury Tax”). The Luxury Tax was first introduced as part of the federal Liberal Party’s 2019 election platform. On August 10, 2021, the federal government finally released details of the proposal for consultation.

To begin, let’s address the elephant in the room: This measure is politically, and not fiscally, motivated. Similar to the rhetoric that appears in the budget announcement, the recent release states, “It’s fair today to ask those Canadians who can afford to buy luxury goods to contribute a little more.” Note, however, that the budget estimated that the Luxury Tax would raise $604 million over a five-year period, whereas federal Covid spending to date exceeds $345 billion. Clearly, if the underlying objective of the Luxury Tax is genuinely to offset Covid spending, it is not the most-effective means of doing so. More ominously, the funds that are anticipated to be raised by the Luxury Tax would almost certainly be outweighed by the adverse economic impact that would follow for jobs and businesses in the aviation industry.

It is proposed that the Luxury Tax would apply with respect to the acquisition of an aircraft meeting all of the following criteria: 24 WINGS | September/October 2021

(1) The gross purchase price (i.e. not including the value of any trade-in), including applicable duties, charges and taxes other than GST/HST/PST/QST exceeds $100,000; (2) It has a maximum passenger capacity of less than 40 seats; (3) It is new, with a date of manufacture after 2018; (4) It is not exempt from the Luxury Tax, on the basis of having been either: a. Acquired by a qualifying user (e.g. police or fire department, or a municipality), or b. Certified to be used “all or substantially all” (generally, 90 per cent or more) in one or more qualifying exempt activities; and (3) The Canada Revenue Agency (CRA) had not previously issued a certificate which certifies that Luxury Tax had already been paid in respect of that particular aircraft (i.e. the apparent intent is that a particular aircraft should be subject to the Luxury Tax only once).

Among the listed qualifying exempt activities are the following: (1) Flights to and from remote, fly-in communities; (2) Scheduled service to the general public; (3) Air ambulance services; (4) Flight training services; (5) Cargo services; (6) The provision of a charter service where all or substantially all of the seats are offered for sale on an individual basis to individuals who are at arm’s length with the seller.

Whereas the budget announcement referred to “personal” aircraft being subject to the Luxury Tax, the recent proposal no longer makes that distinction and applies equally to corporate-owned WWW.WINGSMAGAZINE.COM

PHOTO: GULFSTREAM

A LATE SEPTEMBER DEADLINE APPROACHES FOR CANADIAN AVIATION STAKEHOLDERS TO COMMENT ON INDUSTRY ALTERING COSTS

aircraft where the use of the aircraft, even if for legitimate business purposes, does not fall within the narrowly defined scope of qualifying exempt activities.

To that end, it is of note that the following would generally not constitute qualifying exempt activities: (1) The provision of charter services sold to corporate or other groups, such as sport teams or employees of companies with operations in remote locations (such as in a resource industry); and (2) The acquisition of an aircraft by a corporation for purposes of transporting its employees in the course of its business (such as executives of a national retailer who wish to make site visits at its various operating locations).

Triggering events for the application of the Luxury Tax are as follows: (1) Acquisitions of aircraft on or after January 1, 2022: Either upon delivery in Canada (in which case the tax is collected by a registered vendor for remittance to the CRA) or upon importation into Canada (in which case the tax would be collected by the CBSA), as the case may be. Deliveries and importations on or after January 1, 2022, would be exempt where made under a written agreement made prior to April 20, 2021.

(2) A lessor’s acquisition of an aircraft for purposes of leasing it would generally be subject to the Luxury Tax, whereas a lessee should not be subject to the Luxury Tax on the lease.

(3) Modifications to an aircraft made within 12 months of delivery or importation where the total price paid is $5,000 or more.

(4) Where there is a change of use whereby an aircraft which was previously certified to be used in a qualifying exempt activity no longer qualifies, the owner must self-assess the tax.

The Luxury Tax is calculated as the lesser of 10 per cent of the total value of the aircraft and 20 per cent of the value above $100,000. As well, the calculation of GST (and presumably PST/QST) would be based on the final sale price, inclusive of any applicable Luxury Tax. (The following chart illustrates the calculation for an imported aircraft valued at $1 million.)

Impact on vendors The Luxury Tax would be particularly burdensome to vendors such as OEMs and dealers.

First, if a vendor knows, or ought to have known, that a purchaser’s declaration as to being a qualifying user or as to the aircraft being for use in a qualifying

Total value

$1,000,000

(a) Luxury tax @ 10% of total value

$100,000

(b) Luxury tax @ 20% of value above $100,000

$180,000

Luxury Tax (lesser of (a) and (b))

$100,000

Sub-total

$1,100,000

GST

$55,000

Total Luxury Tax and GST

$155,000

exempt activity is false, the vendor would be jointly and severally liable with the purchaser for both the tax and a penalty equal

to 50 per cent of the tax. As such, given that vendors could potentially be subject to the tax and penalty even absent actual

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knowledge on their part of a false declaration, it would be prudent for them to document that they took commercially reasonable measures to make necessary inquiries with the purchaser in order to avoid potential liability.

Next, the Luxury Tax establishes a set of mandatory registration rules which require that most vendors of aircraft that exceed the $100,000 threshold first be registered before the importation or delivery, as the case may be, of any such aircraft is first made. A vendor which does not make a qualifying sale in any 12-month period risks having its registration status revoked by the CRA. The latter is particularly relevant because the registration generally enables the vendor to acquire or import an aircraft for resale without being subject itself to the Luxury Tax. The registered vendor of an aircraft that is subject to the Luxury Tax is required to remit the tax to the CRA and to provide the CRA with details of the transaction, such as the date of delivery and the aircraft’s unique identification number, in order to obtain a tax-paid certificate. If the tax-paid certificate is not requested within one year of delivery or importation, the vendor is subject to a penalty of $1,000.

Finally, the Luxury Tax establishes a reporting regime not dissimilar to that required for GST purposes. In particular, registrant vendors would be required to file Luxury Tax returns every quarter and to remit any Luxury Tax due for that quarter to the CRA. As well, registrants would be required to maintain records for a six-year period sufficient to indicate compliance with the various rules applicable under the Luxury Tax.

Key takeaways The Luxury Tax raises several troubling concerns for the aviation industry in particular, including the following:

(1) It continues the misguided perception of business aircraft as being “luxuries” no different from cars and boats, rather than genuine business tools.

(2) It would encourage purchasers to buy aircraft from nonCanadian dealers and to register and maintain the aircraft outside Canada while still very much operating point-topoint in Canada. If that occurs, it would have a detrimental impact on the business of Canadian vendors and management companies.

(3) It would encourage purchasers to buy older aircraft which may not have the same level of safety equipment that is included in newer aircraft.

(4) It would result in the imposition of an additional and onerous layer of registration and reporting similar to that already applicable under the GST, thus increasing the compliance burden of aircraft vendors.

(5) It would expose aircraft owners and vendors to an increased level of audit risk as the CRA would seek to verify ongoing compliance with the Luxury Tax regime.

(6) Most alarmingly, while the Luxury Tax is ostensibly targeted at the supposedly wealthy owners, if enacted it will undoubtedly have a disproportionately harsh impact on the Canadian aviation industry and the high-value jobs and businesses that it represents.

The government has invited written submissions on the Luxury Tax to be sent to fin.luxury-luxe.fin@fin.gc.ca by September 30, 2021. | W Steven Sitcoff is a tax and aviation lawyer at national law firm McMillan LLP. He can be reached at steven.sitcoff@mcmillan.ca.

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FLYRITE ACCESSORY OVERHAULS

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Specialists in starter generator overhauls, repairs and modifications. We work with our customers professionally and personally, to help them achieve their goals of reliability and economy. Centrally located in Edmonton, Alberta, since 1997. AMO 90-97.

KF AEROSPACE

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PROPWORKS PROPELLER SYSTEMS

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SKYSERVICE BUSINESS AVIATION

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WESTERN PROPELLER

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Hangar 5, 620A McTavish Road NE, Calgary, AB, T2E 7G6 Tel: 403-250-3032 Fax: 403-291-9439 Website: condorac.com Email: viki@condorac.com Contact: Victoria Reeves 101, 9615 - 56 Avenue NW, Edmonton, AB, T6E 0B2 Tel: 888-439-6020 Fax: 780-439-6106 Website: flyrite.ca Email: flyrite@incentre.net Contact: Peter Jenkins

5655 Airport Way, Kelowna BC, V1V 1S1 Tel: 250-491-5500 Fax: 250-765-1489 Website: kfaero.ca Email: mro@kfaero.ca Contacts: Kevin Kolenc, MRO Planning Manager; Bryan Akerstream, Director of Business Development; Gregg Evjen, Chief Operating Officer

#38, 27018 SH 633, Villeneuve Airport Sturgeon County AB, T8T 0E3 Tel: 780-457-1910 Fax: 780-457-1939 Toll Free: 888-457-1910 Website: www.propworks.ca Email: carntson@propworks.ca Contacts: Cliff Arntson, Manager; Codie-Lyn Maki, Office Manager

575 Palmer Road NE, Calgary AB, T2E 7G4 Tel: 905-678-5682 Toll Free: 888-759-7591 Website: skyservice.com Email: maintenancesales@skyservice.com Contacts: Paul Weeks, VP of Maintenance; Glenn Williams, Director Business Development, Maintenance; Patrick Canuel, Director Business Development, Maintenance

124-7080 River Road, Richmond BC, V6X 1X5 Tel: 604-273-4561 Fax: 604-273-0215 Website: westernpropeller.com Email: info@westernpropeller.com Contacts: Chad Sloane, President; Rob Heath, PRM; Brian Camenzind, Maintenance Supervisor

28 WINGS | September/October 2021

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KF Aerospace is Canada’s largest commercial Maintenance, Repair and Overhaul (MRO) provider and celebrates over 50 years of innovative aircraft solutions for corporate, commercial and military customers worldwide. With over 1,000 highly skilled staff across Canada, KF specializes in a wide range of aviation services, including: maintenance, engineering and modifications, air cargo operations, military pilot training, and aircraft leasing. Our MRO facilities in Kelowna, BC, and Hamilton, ON, support 19 lines of concurrent maintenance and are industry recognized for their quality and on-time delivery.

n Aircraft propeller overhaul, repair and sales. Component

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overhaul and NDT services. Transport Canada and EASA approved. Hartzell, McCauley, MT Propellers and Sensenich.

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n n Skyservice is Canada’s leading facility for Maintenance,

Repair and Overhaul (MRO) services for business and commercial aircraft. For 35 years, we have been providing airframe maintenance, AOG support, Non-Destructive Testing (NDT), avionics, pre-purchase inspections, interior refurbishment, exterior paint, aircraft part and repair and more, to both Canadian and International clients. As Authorized Service Center for Bombardier, Gulfstream, Falcon/Dassault and Hondajet, and as an approved aircraft maintenance organization by TCCA, FAA, BDCA, HK-CAD, 2-REG, Aruba, CAAS and EASA, we understand aircraft. Our certified and trained technicians set us apart and ensure quality, thoroughness and service excellence. Choose Skyservice for your next MRO decision.

n n n n For over 70 years, Western Propeller has been Canada’s

#1 Component MRO shop specializing in all makes and models of propellers, governors, wheels, brakes, and more. We are Transport Canada and EASA certified with in-house NDT capabilities. We stock new and used propellers, governors, wheels and brakes for outright purchase or exchange in our two full-service MRO facilities located in Vancouver and Calgary to service the Canadian market, as well as our international partners.

Calgary Office: Bay Q 1003, 55th Avenue NE, Calgary, AB, T2E 6W1.

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CENTRAL CANADA ADVANCED COMPOSITE STRUCTURES

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43 Muir Road, Winnipeg, MB, R2X 2X7 Tel: 204-982-6565 • Fax: 204-982-6555 Website: acs-composites.com Email: sales@acs-composites.com Contacts: James Anning, President; Bruce Anning, VP of Technical Operations; Slobodan Oravec, General Manager

CANADIAN PROPELLER

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PROPWORKS PROPELLER SYSTEMS

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462 Brooklyn Street, Winnipeg, MB, R3J 1M7 Tel: 204-227-8104 • Toll Free: 800-773-6853 Website: canadianpropeller.com Email: dwills@canadianpropeller.com

53 Bannister Road, Winnipeg, MB, R2R 0P2 Tel: 204-837-4961 • Fax: 204-779-3085 Toll Free: 888-679-2965 Website: propworks.ca Email: mhudec@propworks.ca Contacts: Mike Hudec, Manager; Debbie Schmidt, Office Manager; Jim Ross, President

VALUABLE TECHNICAL TIPS. ADVICE ON AVIATION TOPICS. AND, IT’S FREE!

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n For over 33 years, Advanced Composite Structures (ACS)

has been a world leader in rotor blade and composite structure repairs. ACS’s success can be attributed to a comprehensive and ongoing research and development program, resulting in new and enhanced repair procedures.

ACS strives to provide customers with “Sound-SolidSolutions” and focuses on fixing problems not symptoms.

ACS provides repairs on components such as helicopter rotor blades, cowlings, fairings, door and floor panels, radomes, ailerons, elevators, rudders, flaps, flight controls, engine nacelles, landing gear doors and interior panels.

n n Specialized Support, MRO, sales and exchange of propellers,

governors and components. MT Propeller distributor. In-house NDT services. On-wing maintenance and 24/7 technical and AOG support. Metal and composite propellers, turbine and reciprocating governors. Servicing across North America and worldwide; from Cessna 150s to Beech 1900s and Dash 8s.

Western Canada’s only Factory Authorized Service Centre for Hartzell, MT, & McCauley Propeller. Supplying you with the best options for your aircraft propeller maintenance.

n Propeller and governor overhaul and repair. Full service

propeller and governor overhaul facility. Transport Canada and EASA approved. Factory trained technicians. Avia, Dowty, Hartzell, Hamilton Standard, Hamilton Sundstrand, McCauley, MT Propeller, and Sensenich propellers

The Duncan Intelligence is a technical newsletter for business aircraft operators. Written inhouse by Duncan Aviation’s technical representatives, this free, monthly e-mail is delivered straight to your Inbox.

Experience. Unlike any other.

SUBSCRIBE NOW: www.DuncanAviation.aero/intelligence WWW.WINGSMAGAZINE.COM Wings-half page-Due Aug 9-2021.indd 1 WG_Duncan_SeptOct21_CSA.indd 1

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ONTARIO

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AV-REPS MRO

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CHARTRIGHT AIR GROUP

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ENTAIR

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6245 Danville Road, Mississauga, ON, L5T 2H7 Tel: 905-790-0244 Website: av-reps.com Email: sales@av-reps.com

2450 Derry Road East, Hangar 3, Mississauga, ON, L5S 1B2 Tel: 905-671-4674 Toll Free: 800-595-9395 Website: chartright.com Email: mro@chartright.com Contacts: Constantine Tsokas, Vice President of Maintenance; Wilson Rodriguez, Director of Maintenance (PRM); Avneet Kainth, Fleet Manager

1190 Keith Ross Drive, Oshawa, ON, L1J 0C7 Tel: 905-721-1109 Fax: 905-721-2502 Toll Free: 800-668-4382 Website: enterpriseair.ca Email: mproulx@enterpriseair.ca Contacts: Martin Proulx, Kevin Duncan, Jamie Lee

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Chartright is a Transport Canada Approved Maintenance Organization (AMO #196-92) with an approved FAA Supplement. As a leading maintenance provider to business jets in Canada, 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 heavy inspections, avionics, and structures. Chartright also maintains the largest fleet of Bombardier aircraft in Canada capable of handling any of your heavy maintenance requirements.

Whether it's a 24 month inspection on your Challenger, or a 120 month inspection on your Global, contact us to discuss your maintenance requirements and benefit from the value that Chartright delivers to its customers.

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FLIGHTLINE TRAINING SERVICES

901 Airport Road, Peterborough, ON, K9J 0E7 Tel: 705-742-4688 Fax: 705-742-8861 Website: flyingcolourscorp.com Email: info@flyingcolourscorp.com Contacxts: Tony Barrett, Scott Duncan, Richard Dabkowski, Ryan Kinahan

30 WINGS | September/October 2021

n n EntAir Inc. (Enterprise) is a full service, Transport Canada

Approved Maintenance Organization with newly expanded maintenance and avionics 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, Phenom 300, DHC-6 Twin Otter, Dash 8, Cessna single turbo propeller and small piston aeroplanes. Capable of performing specialized and non-specialized work, including welding. Extensive parts resources and supplies. Equipped for aircraft salvage and insurance repairs.

n Approved Maintenance Training Organization

200 B First Gulf Blvd., Brampton, ON, L6W 4T5 Tel: 416-579-5013 Website: flightlinetraining.com Email: phyl@ftsc.aero Contacts: Phyl Durdey, CEO; Jean-Luc Trudel, Senior Director of Operations

FLYING COLOURS

Experience Matters. Av-Reps MRO, a Canadian owned and operated company, has specialized in the component repair & overhaul support for commercial aircraft, military aircraft as well as DeHavilland regional aircraft since 2000. Our in-house capabilities include hydraulic, pneumatic, electrical, galley and fuel components as well as landing gear assemblies for the DHC8, Q400, CRJ series of aircraft. We are Transport Canada approved as well as hold European Aviation Safety Agency (EASA.145.7105) and our FAA acceptance is via the US and Canada bilateral agreement. In addition we hold a Bombardier Certificate of Approval. Over the years AvReps MRO has established themselves in the industry with a positive reputation. Our attention to detail is what separates us from the competition.

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n Flying Colours Corp., established in 1989, is a global

leader in all aspects of aircraft MRO. Headquartered in North America with facilities in Peterborough, ON, and St. Louis, MO. Flying Colours supports a range of aircraft types from light through to ultra-long-range models including Bombardier, Dassault, Embraer, Gulfstream, Hawker, Pilatus and Textron types. Our team of experts is dedicated to providing the highest quality standards in everything we do. We specialie in light to heavy maintenance and repairs, special mission modifications and design engineering, avionics installations and upgrades, component overhaul and repair, completions, refurbishments, executive conversions and exterior paintwork. Flying Colours is a Bombardier Authorized Service Facility and Bombardier Preferred Completion Centre as well as a GE Aviation Approved Service Centre.

A dedicated Flying Colours interiors facility is located in the Bombardier Aerospace facility at Seletar Airport.

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ONTARIO INNOTECH-EXECAIRE AVIATION GROUP

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LEVAERO AVIATION

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Toronto Pearson International Airport, 2450 Derry Road East, Hangar 7, Mississauga, ON, L5S 1B2 Tel: 905-677-2484 Fax: 905-673-8733 Toll Free: 888-483-7070 Website: innotech-execaire.com Email: info@innotech-execaire.com Contact: Logan Brown, Sales Director, Aircraft Maintenance & Technical Services (mobile 905-867-7401, tel 905-677-2484 ext. 2231, logan.brown@execaire.com)

2039 Derek Burney Drive, Thunder Bay, ON, P7K 0A1 Tel: 807-475-5353 Fax: 807-475-5405 Toll Free: 844-538-2376 Website: levaero.com Email: info@levaero.com

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n n Since 1955, Innotech-Execaire Aviation Group has served

customers with a comprehensive range of MRO services for a variety of aircraft models, including Bombardier Challenger and Global platforms, as well as the Cessna Citation family. We are your Citation Jet Experts. Providing maintenance and inspections, avionics installations and Interior Refurbishments. Textron Authorized Service Facility for all Citation Jets (Transport Canada, FAA and EASA approved facility). Fully trained and qualified AMEs, avionics technicians and in-house skilled trades. Fully qualified to support both in-production and aftermarket activities. FANS, ADS-B/C, CPDLC, Connectivity, IFE, CMS, Non-Destructive Testing. Honeywell channel partner.

Collins Aerospace dealer. World-class aircraft interior refurbishments to aircraft OEMs, owners and operators.

Be it on/off-aircraft, in-service refurbishment, repairs or upgrades, IEAG is ready to support.

Levaero Aviation delivers a full complement of turnkey and mission-specific solutions to the aviation marketplace and is the exclusive Authorized Pilatus Aircraft Sales & Service Centre for Canada. Levaero Aviation is an accredited dealer member of the International Aircraft Dealer Association (IADA), the global standard of aircraft brokerages. Headquartered in Thunder Bay, with a national sales office in Toronto, Levaero provides its customers with leading aircraft brokerage expertise and extensive MRO capabilities.

SKYSERVICE BUSINESS AVIATION

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n n Skyservice is Canada’s leading facility for Maintenance,

SKYSERVICE BUSINESS AVIATION

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n n Skyservice is Canada’s leading facility for Maintenance,

VOYAGEUR AEROTECH

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6120 Midfield Road Mississauga, ON, L4W 2P7 Tel: 888-759-7591 Website: www.skyservice.com Email: maintenancesales@skyservice.com Contacts: Paul Weeks, VP of Maintenance; Glenn Williams, Director Business Development, Maintenance; Patrick Canuel, Director Business Development, Maintenance

1004 Airport Road, Gravenhurst, ON, P1P 1R1 Tel: 888-759-7591 Website: skyservice.com Email: maintenancesales@skyservice.com Contacts: See above 1500 Airport Road, North Bay, ON, P1B 8G2 Tel: 705-476-1750 Website: aerotech.voyav.com Email: info@voyav.com Contacts: Chas Eveson, VP, Aerotech (chas. eveson@voyav.com); Georges Dubytz, Director, Engineering (georges.dubytz@voyav. com); Aaron Brodhagen, MRO Sales Manager (aaron.brodhagen@voyav.com); Carl Kumpic, VP, Business Development (carl.kumpic@ chorusaviation.com)

WWW.WINGSMAGAZINE.COM

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Repair and Overhaul (MRO) services for business and commercial aircraft. For 35 years, we have been providing airframe maintenance, AOG support, Non-Destructive Testing (NDT), avionics, pre-purchase inspections, interior refurbishment, exterior paint, aircraft part and repair and more, to both Canadian and International clients. As Authorized Service Center for Bombardier, Gulfstream, Falcon/Dassault and Hondajet, and as an approved aircraft maintenance organization by TCCA, FAA, BDCA, HK-CAD, 2-REG, Aruba, CAAS and EASA, we understand aircraft. Our certified and trained technicians set us apart and ensure quality, thoroughness and service excellence. Choose Skyservice for your next MRO decision.

Repair and Overhaul (MRO) services for business and commercial aircraft. (See description above)

n Voyageur Aviation supports the aviation industry through

several divisions, including: Voyageur Airways, passenger and cargo charter services, global ACMI and airline operations; Voyageur Aerotech, an approved Maintenance Organization and Design Approval Organization; Voyageur Avparts, component sales, R&O and service programs with logistics management; and Voyageur Leasing for aircraft sales, leasing and airline transitional support services. Voyageur’s 200,000 sq.ft. maintenance and parts inventory facility in North Bay, ON, is home to all MRO, design engineering, and parts support activities backed by our in-house structure, refinishing, composite, avionics and accessory shop, which boasts topnotch component repair and overhaul services, including Dash 8-400 landing gear. Voyageur’s Supplemental Type Certificate (STC) approvals include Dash 8 Package Freighter conversion, Long Range Fuel Systems, and our Dash 8 avionics cockpit upgrade with the AeroVue system, underway.

September/October 2021 | WINGS 31

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INNOTECH-EXECAIRE AVIATION GROUP

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PREMIER AVIATION QUEBEC

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10225 Ryan Avenue, Dorval, QC, H9P 1A2 Tel: 514-420-2900 Website: innotech-execaire.com Email: info@innotech-execaire.com Contact: Logan Brown, Sales Director, Aircraft Maintenance & Technical Services (mobile 905-867-7401, tel 905-677-2484 ext. 2231, logan.brown@execaire.com) 800, 8e Rue de L'Aéroport, Québec, QC, G2G 2S6 Tel: 418-800-1325 Fax: 418-948-8616 Toll Free: 888-578-3369 Website: premieraviation.ca Email: sales@premieraviationqc.ca Contacts: Sylvain Perron, President & CEO; JC Tewfik, VP Sales, Marketing & Services; Philippe Perron, Marketing Manager, Communications and Customer Relations

SKYSERVICE BUSINESS AVIATION

9785 Ryan Avenue, Montreal, QC, H9P 1A2 Tel: 514-420-2405 Toll Free: 888-759-7591 Website: skyservice.com Email: maintenancesales@skyservice.com Contacts: Paul Weeks, VP of Maintenance; Glenn Williams, Director Business Development, Maintenance; Patrick Canuel, Director Business Development, Maintenance

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n n Since 1955, Innotech-Execaire Aviation Group has served

customers with a comprehensive range of MRO services for a variety of aircraft models, including Bombardier Challenger and Global platforms, as well as the Cessna Citation family. We are your Citation Jet Experts. Providing maintenance and inspections, avionics installations and Interior Refurbishments. Textron Authorized Service Facility for all Citation Jets (Transport Canada, FAA and EASA approved facility). See full company descsription on page 31.

Premier Aviation Quebec (PAQ) is an International primary provider of Regional airframe heavy maintenance with all back shops under one roof. Located at the Jean Lesage International Airport (YQB) in Quebec city, Premier Aviation Quebec is Transport Canada, FAA, ANAC, 2-REG and EASA certified. Premier provides world-class costeffectiveness and value-added MRO services to lessors and aircraft operators worldwide. We maintain all ERJ & EJets series, Dash-8-series, CRJ series, ATR42/72 & SAAB340A/B.

n n Skyservice is Canada’s leading facility for Maintenance,

Repair and Overhaul (MRO) services for business and commercial aircraft. For 35 years, we have been providing airframe maintenance, AOG support, Non-Destructive Testing (NDT), avionics, pre-purchase inspections, interior refurbishment, exterior paint, aircraft part and repair and more, to both Canadian and International clients. See full company descsription on page 31.

ATLANTIC CANADA IMP AEROSPACE & DEFENCE

693 Barnes Road, Enfield, NS, B2T 1K3 Tel: 902-873-2250 Website: impaad.com Contacts: Jason Kenny (jason.kenny@impaad. com); Rick Renard (rick.renard@impaad.com)

JAZZ TECHNICAL SERVICES (JTS)

310 Goudey Drive, Enfield, NS, B2T 1E4 Tel: 902-873-5652 Website: jazztechnicalservices.com Email: jts.mro@flyjazz.ca Contacts: Kal Rebin, Vice President, Maintenance and Engineering; Steven Tully, Director, MRO and Real Estate

32 WINGS | September/October 2021

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n n n n n n n n n n n n n n A global leader in Military, Missionized and Commercial

aircraft IMP Aerospace & Defence is one of Canada’s largest aerospace and defence organizations as well as a Platinum member of Canada’s Best Managed Companies.

Solving complex issues facing your fleet is our specialty, which is why we have earned our distinction as trusted to partner around the world; providing world-leading capabilities within engineering solution, maintenance, product manufacturing, integration and training.

With over 2,400 engineering and technical support staff at operations across Canada, IMP Aerospace & Defence focuses on delivering solutions across the space, air, land and sea sectors.

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n Jazz Technical Services (JTS) is a Maintenance, Repair and Overhaul (MRO) service provider, equipped and trained to complete all levels of heavy checks and MRO services for MHIRJ (Bombardier) CRJ100,200,700,900,1000, De Havilland DHC100,200,300,400 and Embraer E135,145,170,175. JTS is based in Halifax, Nova Scotia in an 80,000 sq.ft. facility with 6 bays available. JTS is authorized to repair Canadian, US and EASA aircraft as well as aircraft from other countries that accept Transport Canada Certification. Our in-house capabilities include: structures, planning, production control, supply management and our own Approved Engineering Organization. JTS has been an MHIRJ/Bombardier and De Havilland Authorized Service Facility (ASF) since 2017.

Since 2013, Jazz has received 16 Bombardier/MHI Airline Reliability Performance Awards – more than any other airline in the world. Jazz Component Services located in Calgary offers services to over 1500 regional aircraft related components.

WWW.WINGSMAGAZINE.COM

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USA DUNCAN AVIATION

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n Duncan Aviation is a full-service business aircraft MRO

DUNCAN AVIATION

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n Duncan Aviation is a full-service business aircraft MRO

15745 S. Airport Rd. Battle Creek, MI, 49015 Tel: 269-969-8400 Fax: 269-969-8432 Toll Free: 800-525-2376 Website: DuncanAviation.aero Email: webmaster@duncanaviation.com

3701 Aviation Rd. Lincoln, NE, 68524 Tel: 402-475-2611 Toll Free: 800-228-4277

supporting the aviation needs of business class aircraft.

Services include airframe inspections, engine maintenance and overhauls, major retrofits for cabin and cockpit systems, full paint and interior services, engineering and certifications, engine and avionics AOG service, and preowned aircraft sales and acquisitions. Duncan Aviation also has international aircraft components experts available 24/7/365 at +1 402-475-4125 who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/instrument/accessory repairs and parts. supporting the aviation needs of business class aircraft. See full company description above.

DUNCAN AVIATION

Duncan Aviation is a full-service business aircraft MRO supporting the aviation needs of business class aircraft. See full company description above.

262 South 3800 West Provo UT 84601 Tel: 801-342-5600

USA BORESCOPES

n USA Borescopes is a global supplier of world class remote

visual inspection equipment. We offer a wide selection of borescopes and videoscope systems that are designed for today’s aviation, rotorcraft and aerospace professionals. In addition, we can perform borescope repairs on any make or model borescope with free repair estimates. All work is guaranteed to meet OEM standards.

2061 Bearden Road, Clarksville, TN, 37043 Tel: 931-362-3304 Toll Free: 931-362-3304 Website: USABorescopes.com Email: bill@usaborescopes.com Contact: Mike Costello

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annexbookstore.com WWW.WINGSMAGAZINE.COM

AVIATION CLEARLY NOT AN ELECTION ISSUE IN CANADA The decision taken by the Government not to help regional air carriers during this devastating pandemic has clearly demonstrated that aviation scores very low in terms of importance in electoral issues.

One cannot deny that the Canada Emergency Wage Subsidy Program played a key role in Canadian air operators’ survival during the pandemic. However, the absence of direct financial support by the Government of Canada has only added to the already heavy debt burden of Canadian air carriers and has seriously threatened our industry’s competitiveness and hindered its ability to bounce back as the pandemic recedes.

Recovery efforts being developed jointly by the industry and Transport Canada have been painfully slow in gaining approval and support by this Government. Criticized at the onset of the pandemic for being late to bring in health controls for inbound air travelers, this Government was lately criticized by our major European trading partners for the slow response to putting in place efficient measures that would allow us to welcome international travelers to Canada in a wholesome way.

In this minority government situation with an election on the horizon, the electoral agenda dominates all decisions to the detriment of our economy which is struggling to recover.

The Canada Emergency Response Benefit is a case in point.

While it certainly helped Canadians remain solvent when first introduced, prolonging it this far has seriously hurt Canadian employers’ ability to re-engage the workforce required to ramp up the economy. Businesses across the country have had to cut production or reduce operating hours due to the shortage of available labour. There is no shortage of job opportunities in Canada right now, so extending this program is an obvious election manoeuvre.

That being said, the aviation industry is pleased to acknowledge that throughout this pandemic we have found a valuable ally in Transport Canada. The department has shown real concern and flexibility in keeping aviation operational through a very difficult time. Transport Minister Alghabra has demonstrated genuine interest in helping our sector overcome this debilitating pandemic. Unfortunately, Transport Canada and its minister are evidently not key players in the government decision-making process. Instead, the airlines are left in the hands of people and organizations who, while of good intentions, can’t begin to understand the short- and longterm ramifications of their decisions on our industry.

For over 18 months now, the aviation industry has been patiently waiting for the Government to table a strategic plan for recovery which includes tentative implementation dates set in collaboration with industry. Too often, key decisions concerning air travel restrictions have been shared with carriers at the last minute without prior consultation with the industry.

It has become abundantly clear that decisions are made in a close-knit circle of the PMO and Health Canada, and that Transport Canada is privy to information on a need-to-know basis rather than invited to share in the decision-making process as a key stakeholder.

While some sectors of the aviation industry have been addressed as they qualify as political opportunities, by and large, the Government has completely cast aside any thought of helping Canada’s regional aviation and has decided to let the chips fall where they may, regardless of the consequences to the regional air network and well being of the country. The larger carriers also ended up with little more than an increased debt load rather than valuable financial help in the form of support grants and interest-free loans as dispensed to their airlines by most of our important trading partners. Ultimately, this approach by the Government will result in higher costs to travel for the consumer.

It is also regrettable that the Government has not financially supported NAV CANADA during this crisis. Air traffic control is a key essential service which provides safety to all air travellers. For the Government to turn down a call for help on the grounds that NAV CANADA is a private user-pay entity is a serious financial error and safety cop-out that will impact any future government privatisation initiatives. The very least that the Government should do at this late stage to support NAV CANADA is to begin paying air navigation fees for government and military aircraft which are exempt from paying and are therefore subsidized by private industry.

There should really be no doubt whatsoever as to who shares the blame why air travel in Canada is expensive and not easily available for many regions. Canadian electors might very well keep that in mind when next called to cast their vote.

Air Transport Association of Canada 1110 - 222 Queen Street, Ottawa, Ontario, K1P 5V9 • Phone: 613-233-7727 • Website: atac.ca

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FINAL Jim Dumville | guest columnist

Developing future pilots

How a unique flight training program took off at Woodstock High School

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38 WINGS | September/October 2021

course at WHS but needed a few more hours in the air to qualify. This year, flight instructor Pierre Ouellette joined classroom teacher Tracy Dempsey virtually to instruct the class. Dempsey is also a trained pilot.

Cummings said next year McLatchy, under the guidance of Ouellette, will partner with Dempsey to teach a new crop of students.

McLatchy served as MC for the ceremonies in the hangar. He expressed pride in the Woodstock Airport, encouraging everyone to drop by for a visit to learn more. He praised the eight students for completing the program, noting they now understand how much dedication it takes to be a pilot because they needed those same traits to pass the course. “Ironically, it’s not what you consider a bird course,” he said. “It is challenging. It is difficult. There’s a lot of new information that students would be exposed to that they normally wouldn’t be exposed to, like physics, the theory of flight, engines and airframe, how planes fly through the air, navigation, and meteorology, which is a lot harder than you think.”

COPA regional director Brian Pinsent was on hand for the event, praising the efforts of everyone involved, including the students. “This is the only high school in Canada with a program like this,” he said.

As family members and guests applauded, Dempsey presented the certificates and gifts to the students, noting the course was open to students in Grade 10, 11 and 12. The students accepted the gifts one by one, starting with Max Burube, followed by Conner Galloway, Jackson Culberson, Lev Ilin, Vanessa Harris, Colby Harris, Fernando Gonzales and Ian Sillipant. | W

Ground school students in Woodstock with instructor Pierre Ouellette on the smart board.

“You’re getting a pretty good bang for your buck there,” he said. “You get a highschool credit; then you get 3,000 bucks of basically professional training.”

Cardy said the students, if they choose, can use the course as the first step on a path to a job as an airline pilot or flying for fun. “In my mind, that’s what we should be doing in education, making learning more engaging,” he said. Cardy said they are looking to secure discounts from flighttraining schools for students who completed the high school program. He said that members of the WFA and local flight instructors helped get students in the air to show them the joys of flying.

Both Cummings and Cardy noted the support of ultralight flight instructor and owner of Adventure Flight, Matt McLatchy, in the project. Cummings said McLatchy originally planned to teach the

Jim Dumville, Local Journalism Initiative Reporter, River Valley Sun. WWW.WINGSMAGAZINE.COM

PHOTO: TIM WRIGHT

ight Woodstock students became aviation pioneers this June when they completed a unique aviation ground school course at Woodstock High School. The students joined family, instructors, Woodstock Flying Association (WFA) members, politicians and other aviation enthusiasts at the Woodstock Airport in Grafton on June 26 to celebrate the students’ and program’s success by presenting certificates of achievement courtesy of Woodstock Aviation Services.

The high school flight class was the brainchild of Eric Cummings, Woodstock businessman, pilot and member of the Woodstock Flying Association. He saw the class as a comprehensive learning experience for students and a way to bring young people into aviation.

Cummings said the June 26 celebration marked a successful conclusion to the project’s first year, noting the seeds for the program were planted without any “real plans” in place. “We were just winging it,” he said, “but we got a lot of help from friends and fellow Canadian Owners and Pilots Association)members.” The pilot project proved so successful, at least two other New Brunswick schools want to add it to their respective course load.

Carleton MLA Bill Hogan explained Cummings already discussed the idea with Education and Childhood Learning Minister Dominic Cardy, a pilot who flies two ultralights out of the Woodstock airport, about the proposed ground-school class.

Hogan said the minister supported the idea and had staff set to work on a curriculum.

Noting the WHS course is the only one of its type in Canada, Cardy said it addresses current problems within the aviation industry. “We’re hoping we can be part of solving Canada’s professional pilot shortage and get people into a great sport as well,” he said. “It teaches discipline, self-reliance, attention to detail, and at the same time rewards you with some of the best views anywhere in the world, flying over this part of the province.”

While the WHS course is limited to ground-school training, Cardy said, it provides a crucial step in pursuing a pilot’s licence, noting the students get for free training that costs on average $3,000.