Skies Magazine August/September 2019

The Typhoon is the proven choice of Canada’s global allies thanks to its unparalleled reliability and continuous ability to evolve for future needs. Join with trusted Canadian partners – fly the aircraft that’s right for protecting Canada, right for our air personnel and right for the future prosperity of Canadians. Airbus. We make it fly. FLY TOMORROW. airbus.com PLUS: THE RISE AND FALL OF BOMBARDIER COMMERCIAL AIRCRAFT AN MHM PUBLISHING MAGAZINE // AUGUST/SEPTEMBER 2019 MAINTENANCE PROGRAM DIRECTORY HANGAR HELP WANTED PIPER M600 REPORT MILITARY TO CIVILIAN TRANSITION SEI INDUSTRIES PROFILE S K I E S M A G . C O M HISTORY IN FLIGHTWe fly with Waterloo Warbirds! A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 1 Seneca Aviation: A national leader in aviation education for more than 50 years. senecacollege.ca/aviation S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 2 34ROLLER-COASTER RIDE From triumphant highs to desperate lows, the story of Bombardier Commercial Aircraft has forever changed the Canadian aerospace landscape. By Kenneth I. Swartz 44HISTORY IN FLIGHT Waterloo Warbirds operates and maintains a diverse fleet of vintage jets – and its team members are inviting all warbird enthusiasts to live the experience alongside them. By Robert Williamson IN THIS ISSUE AUG/SEPT 2019 VOLUME 9, ISSUE 4 IN EVERY ISSUE From the Editor 6 View from the Hill 10 In the Jumpseat 8 Focal Points 12 34 John Chung Photo 58HELP IN THE HANGAR The global pilot shortage has been in the news, but there’s been less coverage of the need for aircraft maintenance engineers. Yet, aircraft won’t be flying if there is no one to fix them. By Lisa Gordon 84FROM BUCKETS TO BATTs – THE SEI STORY SEI Industries’ focus on engineering expertise and nimble innovation has led to a wide range of products, including the Bambi Bucket and the Bulk Aviation Transport Tank. By Howard Slutsken 88DIGITAL BONUS: MAVERICK AT MIRABEL: AEROCYCLE TAKES A NEW LOOK AT OLD AIRCRAFT By Ted Delanghe | Photos Courtesy of Aerocycle 94DIGITAL BONUS: 2019 ELSIE AWARDS TO HONOUR EXCEPTIONAL WOMEN IN AVIATION AND AEROSPACE By Robert Williamson A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 3 682019 AIRCRAFT MAINTENANCE TRAINING DIRECTORY Skies presents a current list of Canadian schools offering aviation maintenance and engineering programs. Compiled by Robert Williamson 72CAPABLE CONTENDER Some might look at the Piper M600 and mistake it for “just another Meridian.” But, while Piper has retained some familiar features, it has also introduced several significant improvements. By Conrad Hatcher 78CROSSING OVER Transitioning from the military world to civilian life can be a daunting life change. Here, a recent veteran of the process shares some tips for a smooth journey. By Andy Cook ON THE COVER The Skies team flew with Waterloo Warbirds in July, giving us a unique opportunity to capture four rare vintage jets in action. Here, photographer Mike Reyno gets close to the de Havilland Vampire Mk55. Find this issue’s bonus content at SKIESMAG.COM/ISSUES Briefing Room 22 Plane Spotting 14 In the Circuit 102 Marketplace 96 Instrument IQ 103 Faces of Flight 104 72 58 84 Piper Aircraft Photo WestJet Photo Mike Reyno Photo SKIESMAG.COM We’re your best source for aviation industry news! Come on over to our website for your daily dose of the latest news, original Skies feature articles, unique desktop calendars and wallpapers. Plus, you can read the whole magazine online at skiesmag.com/issues. 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CONTACT US PHONE: 1.866.834.1114 FAX: 519.748.2537 SKIESMAG.COM THE TEAM GROUP PUBLISHER MIKE REYNO mike@mhmpub.com GROUP PUBLISHER LINDA REYNO linda@mhmpub.com ASSOCIATE PUBLISHER DEREK KAST derek@mhmpub.com EDITOR-IN-CHIEF LISA GORDON lisa@mhmpub.com JUNIOR EDITOR ROBERT WILLIAMSON robertw@mhmpub.com SALES & MARKETING DIRECTOR TIM MUISE tim@mhmpub.com PRODUCTION MANAGER JEN COLVEN jen@mhmpub.com GRAPHIC DESIGNER KAYTLYN WISMAYER kayt@mhmpub.com WEB DEVELOPER SHAWN PIETERS shawnp@mhmpub.com THE TALENT CONTRIBUTORS Andy Cook Dayna Fedy Conrad Hatcher Brent Jang Trevor Johnson Tony Kern John Montgomery Ken Pole Howard Slutsken Kenneth I. Swartz Chris Thatcher PHOTOGRAPHERS Galen Burrows Patrick Cardinal John Chung Andy Cline Philippe Colin Rich Cooper John Drummond Eric Dumigan Michael Durning Adrian Edwards Dave England Bill Fawcett Aaron Foster Mathieu Gaudreault Célian Genier Lisa Gordon Larry Grace Tom Haller Rinat Haque Mike Luedey Heath Moffatt Tate Petersen Mike Reyno Howard Slutsken Linus Svensson Kenneth I. Swartz Brian Tattuinee Krystal Wilson Steve Zago Skies magazine (ISSN 1703-8812) is published six times per year (Feb/Mar, Apr/May, June/July, Aug/Sept, Oct/Nov, Dec/Jan) by MHM Publishing Inc., paid at Kitchener, Ont. All material published remains the copyright of MHM Publishing. No part of this publication in whole or in part may be reproduced without written permission from the publisher. Editorial published in Skies magazine does not necessarily reflect the views of the publisher. Information contained within Skies magazine is believed to be accurate, but the publisher assumes no responsibility for errors. Skies will consider unsolicited, quality stories and pictures, but the publisher cannot assume any responsibility for the safe return of submitted material. © Copyright 2019 MHM Publishing Inc. Canadian Publication Mail Agreement Number: 40741549 Postmaster: If undeliverable, return mailing label only. Printed in Canada SUBSCRIBE! Each issue of Skies is packed with insightful stories, original news reports, and industry profiles from all sectors of aviation! PRINT: subscriptions@skiesmag.com ONLINE: skiesmag.com/subscribe LOVE SKIES? TRY OUR OTHER PUBLICATIONS: insightmagonline.com verticalmag.com WHAT’S ONLINE? Watch videos on Vimeo vimeo.com/mhmmedia Read the magazine online skiesmag.com/issues Like us on Facebook /skiesmag Follow us on Twitter @skiesmag Subscribe to Skies Daily News skiesmag.com/subscribe Shop Skies merch shopcanada.mhmpub.com shopinternational.mhmpub.com Follow us on Instagram @skiesmag Follow us on LinkedIn linkedin.com/company/skies-magazine AUG/SEPT 2019 VOLUME 9, ISSUE 4 Adrian Edwards captured this perfectly-timed shot of a WestJet Boeing 737 departing from Calgary International, backed by beautiful scenery and lighting. S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 4 SOCIAL SNAP A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 5 UNDERSTANDING THE ADS-B UPGRADE The countdown for aircraft to complete their ADS-B equipment upgrade is fast approaching with a scheduled deadline of December 31, 2019. The Automatic Dependent Surveillance-Broadcast (ADS-B) is a mandatory requirement for all aircraft flying in United States airspace. The upgraded technology enhances safety and efficiency, and provides precise tracking and navigational aids using satellite signals. The Federal Aviation Administration (FAA) has mandated rules to ensure compliance. WHAT ARE THE ADS-B RULES? The FAA published Federal Regulation 14 CFR § 91.225 and 14 CFR § 91.227 in May 2010. The final rule dictates that effective January 1, 2020, aircraft operating in airspace defined in 91.225 are required to have an Automatic Dependent Surveillance – Broadcast (ADS-B) system that includes a certified position source capable of meeting requirements defined in 91.227. While a growing amount of aircraft have already been upgraded for ADS-B, there are still a significant amount of aircraft that are far from meeting the 2020 deadline. In less than four months, planes that aren’t upgraded could risk being grounded. As the deadline quickly approaches, equipment manufacturers are increasing the price on hardware to complete the modification due to supply and demand. Over the last year, there has been a significant increase of 20%- 50% in the price of equipment to complete the upgrade. To ensure that customers receive a fair assessment, all aircraft operators and owners are encouraged to contact Skyservice Business Aviation for an estimate, or schedule an appointment as soon as possible. A LEADER IN AIRCRAFT MAINTENANCE For over 30 years, Skyservice’s maintenance team has led the industry as a leader in aircraft maintenance. In addition to offering the ADS-B upgrade, aircraft owners and operators can utilize Skyservice’s expertise in technical services. As an authorized service facility in Canada, for many Original Equipment Manufacturers (OEM’s) including Bombardier, Gulfstream, Dassault/Falcon and HondaJet, Skyservice performs maintenance and warranty services for not only their own managed aircraft but other fleets as well. Most recently, Skyservice partnered with Universal Avionics, an Elbit systems company and leading manufacturer of innovative commercial avionics systems. The partnership has recognized Skyservice Business Aviation to receive TCCA and FAA approval for Supplemental Type Certificate (STC) for its Bombardier Learjet 45 “NextGen and Beyond” upgrade. The certification covers the addition of a UA UniLink UL-801 Communications Management Unit (CMU) and CVR-120R Cockpit Voice Recorder to the already installed UNS-1Ew SBAS-Flight Management System (FMS). For a detailed review of the upgrade, visit: https://skyservice.com/news/universal-avionics-nextgen-and-beyond-upgrade/ To schedule your mandatory ADS-B upgrade with Skyservice today, contact us at 1-888-759-7591 or submit an online request at: https://skyservice.com/schedule-your-ads-b-upgrade/ Skyservice is Canada’s leader in business aviation. With facilities is Calgary, Toronto, Ottawa and Montreal, Skyservice is dedicated to world-class service and the highest levels of safety and security. Our skilled Maintenance teams, outstanding Fixed Base Operations facilities, first-class Aircraft Management, Charter Services, Aircraft Sales and HondaJet aircraft sales provide our customers with an experience that is truly above and beyond. For more information visit skyservice.com or call 1-888-759-7591. skyservice.com 1-888-759-7591 T O R O N T O / M O N T R É A L / C A L G A R Y / O T TA W A / A I R C R A F T M A N A G E M E N T / A I R C R A F T C H A R T E R / A I R C R A F T M A I N T E N A N C E / F B O / A I R C R A F T S A L E S & B R O K E R A G E A M E S S A G E F R O M O U R A D V E R T I S I N G P A R T N E R He predicted that OEM delivery numbers from the General Aviation Manufacturers Association should be up this year, too. And, for the first time since 2008, manufacturer backlogs are increasing – a sure sign of industry health. On the commercial front, they’re making progress in Mirabel, where 60 Airbus A220-300 aircraft will be built for Air France- KLM. The order, placed on July 30, is intended to “modernize and harmonize” the airline’s fleet by enabling it to operate more efficiently on short- and long-haul routes. The first plane is scheduled for delivery in 2021. At the end of June, prior to this deal, Airbus had logged orders for 551 A220 aircraft. Finally, who isn’t happy to see the return of the De Havilland name in Canadian aviation? Longview Aviation Capital struck a chord when it bought Bombardier’s Dash 8 turboprop line and decided to continue production under a new subsidiary named De Havilland Aircraft of Canada Limited. For many who remember the rich legacy of the de Havilland name – including some of the 1,200 employees who were transferred from Bombardier to the new company – its resurrection is a sign of not just progress, but also hope. While Bombardier was pouring resources into its C Series airliner, the Q400 turboprop and CRJ regional jet families were largely ignored. Now, De Havilland forecasts a brighter outlook for the renamed Dash 8-400 program, with the added bonus of keeping it Canadian. And speaking of Bombardier, this issue includes an in-depth look at the rise and fall of the OEM’s commercial aviation division, a recap of our visit with the passionate folks at Waterloo Warbirds, and a deep dive into Canada’s AME shortage and what is being done about it. We also review the Piper M600 and deliver some tips on making the transition from military to civilian aviation. Finally, we knock on the door of SEI Industries of British Columbia, where the famous aerial firefighting Bambi Bucket was invented. One more thing for all the photographers out there: It’s time to get ready for the annual Skies Photo Contest! From Sept. 1 to Nov. 1, we’ll be collecting your very best photos in commercial, military and general aviation categories. Once again, we’re offering up some awesome prizes and the chance to see your photo on the cover of our December/January issue. See page 57 for contest details. If you’re reading our print edition, don’t forget to visit www.skiesmag.com/issues for exclusive content in our digital issue. Enjoy! Lisa Gordon is editor-in-chief of Skies magazine, Canada’s largest and most-read aviation industry publication. Contact her at lisa@mhmpub.com. ometimes the wheels of progress turn excruciatingly slowly; other times, things seem to move right along. It’s been like that over the last few weeks in Canadian aviation and aerospace. There’s been a lot going on and things seem to be progressing in the right direction on many important fronts. With the much-anticipated release of the formal request for proposals (RFP) in the Canadian fighter jet competition, we all breathed a collective sigh of relief. At long last, the final phase of a long and torturous procurement is at hand. By next spring, each of the four bidders must submit their final proposals to replace Canada’s fleet of 1980s-era CF-188 Hornets. The fighter program represents the largest acquisition in recent Royal Canadian Air Force (RCAF) history and is valued at up to $19 billion. It’s important to get it right. Indeed, Carla Qualtrough, minister of Public Services and Procurement and Accessibility, said as much at the CANSEC trade show in May 2019. “This is a complex process; as complex as any the federal government has ever conducted,” she said. “The field is comprised of very different entities – and dynamics. Conducting a truly open and fair competition among them is indeed a challenge.” The four competitors – Airbus, Boeing, Lockheed Martin and Saab – are now reviewing the RFP. May the procurement gods see clearly so they can select the best aircraft for the job Canada needs it to perform. In other military news, the first Canadian CC-295 fixed-wing search and rescue aircraft logged a successful maiden flight on July 4 at Airbus’s facility in Seville, Spain. You will recall that Canada ordered 16 of these aircraft at the end of 2016, and it’s exciting to hear that the first RCAF aircrews will head to Spain for training later this summer. The CC-295 is set to replace some aircraft that make even the Hornets look positively youthful; namely, the CC-115 Buffalo, the first of which arrived in 1967 when Canada was celebrating its centennial! The RCAF will also be retiring its fleet of older CC-130H Hercules aircraft, used for search and rescue and transport duties. When it comes to business aviation – sometimes called aviation’s “canary in the coal mine” because it is the first sector to react to tough economic times – it seems we’re making significant progress. At this year’s Canadian Business Aviation Association convention in July, the mood among the show’s 714 attendees was generally upbeat. Analyst Rolland Vincent of JETNET iQ said in a presentation at the show that 2018 was the best year for business aircraft delivery volume since the 2008 economic crisis. S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 6 “For many who remember the rich legacy of the de Havilland name, its resurrection is a sign of not just progress, but also hope.” S Let’s hear it for progress COLUMN From the Editor BY LISA GORDON A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 7 Nav Canada conducted analysis of aircraft tracks as recorded in the air traffic control system to assess the requirement for antenna diversity. The tracks consisted of aircraft equipped with ADS-B transponders with bottom-mount antennas and others with both a top- and bottom-mount antenna. To effectively use surveillance separation standards, operational air traffic control systems must present a reliable track to the controller. When a track becomes unreliable by not meeting the required detection rate, a non-surveillance separation standard must be applied. The Nav Canada analysis confirmed the need for antenna diversity, as the tracks associated with ADS-B equipped aircraft without antenna diversity often fail to meet the required ICAO standards of Availability (greater or equal to 99.9 per cent), Latency (less than or equal to two seconds), and Update Interval (96 per cent of reports are received in eight seconds or less, with eight seconds being the worst case). For aircraft that cross the Canada/U.S. border, there is a difference in the type of systems in use and the applicable mandates related to ADS-B. The Federal Aviation Administration (FAA) system is entirely ground-based with a mandate that is applicable as of January 2020. The Canadian mandate is being implemented in phases as described earlier in this article. In the U.S., aircraft operators have a choice of equipment types depending on the type of airspace they operate in. Generally, ADS-B 1090 ES is required above FL180; however, it can also be used in airspace from the surface to FL180. Additionally, the FAA has allowed aircraft that will operate only below FL180 to equip with ADS-B 978MHz (UAT). In contrast, Nav Canada’s ADS-B surveillance system will be space- based, utilizing 1090 MHz ES for broadcast. There are currently no plans for any other type of ADS-B ground infrastructure in Canada. An aircraft that is equipped with ADS-B 1090 ES with antenna diversity will be able to operate within mandated airspace in both countries. Aircraft equipped with ADS-B solutions that broadcast only on 978 MHz (UAT) will not meet the Canadian ADS-B performance requirements mandate. The implementation of space-based ADS-B has already had a positive impact on safety and efficiency in Canadian controlled airspace. Areas such as the North Atlantic and certain Arctic areas now have a surveillance capability that is being exploited to ensure safety through real-time tracking of aircraft position. The gradual phase-in of the Canadian ADS-B performance requirements mandate will ensure widespread usage of this technology to the benefit of all who fly in Canadian-controlled airspace. Trevor Johnson is vice-president, ATS Service Delivery at Nav Canada. av Canada has recently implemented use of space- based ADS-B for control services in the Gander and Edmonton flight information regions. Aircraft that are suitably equipped are now being provided service based on the new technology. Currently, there is no mandatory requirement to equip an aircraft with ADS-B technology in Canada. The maximum safety and efficiency benefits of the space-based system are achieved when all aircraft in an airspace volume are equipped with ADS-B 1090 Extended Squitter (ES). The Canadian ADS-B Out performance requirements mandate within the Canadian domestic airspace is based on the surveillance capabilities of space-based ADS-B. The space-based system will allow the expansion of surveillance coverage to areas of Canada where it would not be practicable to use the current ground-based ADS-B, or other conventional ground-based surveillance systems. In addition to control services, the system allows controllers to detect a deviation from a flight’s planned track or altitude much earlier when compared to airspace where no surveillance system exists. This translates into increased safety within the air navigation system. An ADS-B performance requirements mandate changes the equipment required to access controlled airspace and requires an aeronautical study to assess the impacts. Prior to submitting the Nav Canada Canadian ADS-B Out Performance Requirements Mandate Aeronautical Study, recommendations for regulatory concurrence and extensive consultations were held to collect stakeholder concerns, issues and needs. Each of these were considered and evaluated to reach the best possible outcome for all Nav Canada stakeholders and to maximize aviation safety and operational efficiencies in the provision of air navigation services. The implementation of the mandate will happen in phases. The phases were selected in collaboration with stakeholders to ensure alignment and interoperability with domestic and international performance-based navigation (PBN) plans, ATS standards and procedures initiatives, and future traffic management and flow tools. The phases are: • Phase 1: January 2021, Class A airspace and Class E airspace above FL600; • Phase 2: January 2022, Class B airspace; and • Phase 3 and beyond, no sooner than Jan. 1, 2023 for Class C, D and E airspace as required and following additional stakeholder consultations. The ADS-B Out performance requirements, which include antenna diversity, are specified in the Aeronautical Study and are available on the Nav Canada website under Level of Service, Completed Studies. S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 8 “An aircraft that is equipped with ADS-B 1090 ES with antenna diversity will be able to operate within mandated airspace in both Canada and the U.S.” N ADS-B performance requirements mandate COLUMN In the Jumpseat BY TREVOR JOHNSON, NAV CANADA A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 9 Avmax specializes in ADS-B wire Kits for Dash 8 and CRJ aircraft. We can also design, approve and create kits for any system on any aircraft. Whether you want just the kit or the kit with an LRU and STC, we have you covered. ƒ Avionics wire harness kits ƒ Don’t miss the deadline! ƒ Quick turn around time ƒ 43 Years Experience +1 800 668 9704 Sales@Avmax.com www.Avmax.com ADS-B KIT SPECIALISTS BOOK YOUR SLOT NOW! Powering Simplicity in Aviation Aircraft Leasing | Avionics | Component Repairs | Engineering | MRO | Spares oversight” of foreign carriers in Canadian airspace. It points out that runway rotation is “context dependent” as Mother Nature has her own ideas about landings and takeoffs. As for retrofits, Air Canada is already upgrading its Airbus A320 aircraft, with the cost likely to be passed on to passengers, who will no doubt gripe about it. Transport says some local airport authorities (LAAs) are considering higher fees for noisy aircraft; that will add another cost to tickets. Finally, any suggestion that foreign carriers be handled differently would contravene bilateral air transport agreements. Those aside, where is Transport headed on noise? Among other things, it continues consultations with LAAs and municipalities. This includes ongoing work with “noise management committees” mandated within the National Airport System as part of the LAAs’ long-term lease agreements with the government. This process gives locals an opportunity to vent – squeaky wheels and maybe some grease, as it were. But some would legitimately suggest that the grease too often is lacking, that LAAs and local politicians and businesses care more for the bottom line. And don’t get me going on municipal councils, too many of which are clearly in thrall of property developers. To give it its due, Transport began trying to address the urban sprawl conundrum some time ago in TP1247E: Land Use in The Vicinity of Aerodromes, issued by the Flight Standards Branch within the Civil Aviation Directorate. Last updated in 2013-2014, this explains runway planning and aviation’s interaction with residential expansion, local birdlife, wind turbines and telecommunications towers, etc. It should be noted that these are guidelines, not regulations. As Transport notes in its response to the House committee, “ultimately, local authorities are responsible . . . and in some cases they may chose to ignore advice.” That, frankly, is a sorry and potentially deadly state of affairs. Even so, Transport says the federal government will continue to update the guidelines “as necessary” (not always a straightforward process) and work with LAAs and local governments “to encourage compatible land uses in the vicinity of airports.” It fundamentally agrees that noise is “an important consideration” for the industry, that operators continue to invest in new quieter technologies, and that it expects the industry to “pursue practical measures to mitigate noise impacts whenever possible.” Industry is already doing that. Witness Nav Canada’s push for continuous descent approaches. Reducing and preferably eliminating staged altitude changes not only tends to be less noisy but also can reduce fuel burn, which has obvious appeal to operators. An added benefit is lower greenhouse gas emissions – a whole other challenge for aviation. Ken Pole has had a life-long passion for aerospace, writing about all its aspects for nearly 40 years. The longest-serving continuous member of the Canadian Parliamentary Press Gallery, he’s also an avid sailor. It being 2:55 p.m., the House stands adjourned until Monday, Sept. 16 . . .” Those words, courtesy of deputy speaker Bruce Stanton in the House of Commons on June 21, aren’t quite true. It’s not that the four-term Conservative MP from Ontario was lying; the House calendar does show the summer recess ending on that date. However, barring some sort of national emergency warranting an early recall of the 42 nd Parliament, don’t expect much action until closer to Christmas. This is because the Canada Elections Act states that voting this year must take place on or before Oct. 21. Since the official campaign for the 43rd Parliament will last at least a month (unofficial attack ads began in June), Sept. 16 is clearly out of the question. Prime Minister Justin Trudeau could call a snap election earlier to capitalize on opinion poll numbers, but that’s always a risky proposition. That aside, just two days before Stanton gave MPs the summer off (hah!), the government responded to a report on noise around major airports, presented three months earlier by the Standing Committee on Transport, Infrastructure and Communities (TRAN). Having heard from 43 witnesses over eight days of hearings, as well as considering 36 written submissions, the committee found that the tools for measuring and predicting the effects of noise were inadequate. Witnesses had cited “several international best practices . . . that have been implemented in Australia, the European Union and other industrialized countries that serve to mitigate noise.” Transport Minister Marc Garneau’s cover letter to his department’s response points out that noise management is a “shared responsibility” whereby his department manages the overall regulato- ry framework. “A balanced approach . . . requires collaboration among different levels of government as well as the air industry,” Garneau wrote. He agreed with the committee’s acknowledgement that Canada, guided by International Civil Aviation Organization standards, would “continue to approach noise management through the themes of reduction of noise at the source, land-use planning and management, noise abatement operational procedures, and operating restrictions.” Overall, however, the department’s response (accessible through the TRAN committee link at parl.gc.ca), is highly conditional and bureaucratically reserved. That’s arguably justified because, as noted a couple of columns ago, there is a persistent push from some communities for potentially significant operational constraints on airports and operators. These tend, it seems, to be the work of politically-active minorities who often do not speak for the majority who appreciate the economic benefits of aviation and have no real issues with most noise. But high marks go to Transport for essentially giving short shrift to three recommendations: rotating use of runways, retrofitting older aircraft with noise-reduction technologies, and “clarifying the S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 10 “Transport will work with airport authorities and local governments “to encourage compatible land uses in the vicinity of airports.” Politics and other noise COLUMN View from the Hill BY KEN POLE A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 11 Announcing the certified Praetor 600, the world’s most disruptive and technologically advanced super-midsize aircraft that leads the way in performance, comfort and technology. Unveiled at NBAA in October 2018 and now certified by ANAC, FAA and EASA, the Praetor 600 did not just meet initial expectations, it exceeded them. Named for the Latin root that means “lead the way,” the Praetor 600 is a jet of firsts. It is the first super-midsize jet certified since 2014. The first to fly beyond 3,700 nm at M0.80. The first with over 4,000 nm range at LRC. The first with full fly- by-wire. The first with Active Turbulence Reduction. The first with a cabin altitude as low as 5,800 feet. The first with high-capacity, ultra-high-speed connectivity from Viasat’s Ka-band. And all of this, backed by a first-placed Customer Support network. Learn more at executive.embraer.com/praetor600. PRAETOR 600: CERTIFIED OUTPERFORMANCE. L E ADING THE WAY S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 12 The old way of thinking about safety is the “person approach,” where individuals are to blame for their errors. The contemporary way is the “system approach,” where errors are to be expected in all human endeavours, and systemic issues lead to, and are the solution for, human errors. One reason this argument is so prevalent in our industry is that it plays into the victimhood mindset that permeates our society. If we make a dumb decision, it’s not our fault. In fact, it’s not anyone’s fault. It’s a failure of the mysterious and unaccountable system. There are solid grains of truth in the system argument that have people accepting the whole thing without serious thought. This is a classic logical trap: Create a false either/or choice, tip the scale with your rhetoric, and make people choose. Here is what they are really saying: Old, dumb people cling to the misguided “person approach,” while the newly awakened and enlightened understand it’s all about the system. Hogwash. It has always been, and always will be, about both the individual and the system. Every operator knows this in their gut. Here is what operators need to know about SMS: There is an active system supporting their safety, and they play a vital role through reporting, engagement with policy and procedure creation, and compliance. Furthermore, when they choose noncompliance or allow their proficiency to slip below what it should be, they are operating outside of the system, and the burden of accountability falls accurately and squarely on their shoulders. An SMS without operator understanding of these facts is just a book on a shelf or a plaque on the wall, nothing more. Operators need to be told. Other examples abound. We were promised that advanced technology would improve safety, and in many ways it has. But it also created a revenge effect, deteriorating our ability to hand fly or mentally navigate from point to point. Threat and error management (TEM) programs tell us how to resolve and manage errors, but not how to prevent them. Modern crew resource management (CRM) programs are so obsessed with teamwork and communication that we have a generation of aviators that no longer understands what it means to be a “pilot in command.” Limited space prevents a full list of the unintended adverse consequences from our academic and technological “advances.” Look, I don’t mean to trash the well-meaning social scientists who drive this discussion from their research data. Heck, I’m one of them. But absent the explanation of what it means to the operator, we fail to drive critical information into the fabric of operations and often alienate those we seek to serve. Editor of the Controlling Pilot Error series, Tony Kern is one of the world’s leading authorities on human factors training in aviation. A former lieutenant colonel in the U.S. Air Force (USAF), he served as chief of cockpit resource management plans and programs at the USAF Air Education and Training Command. He is the author of three bestselling aviation books: Redefining Airmanship; Flight Discipline; and Darker Shades of Blue: The Rogue Pilot, all from McGraw-Hill. ow often have you sat in a safety conference, meeting or mandatory training, listened intently, and at the end had the feeling the presenters were talking to someone else? Or perhaps you heard something that was so far detached from your operational reality, you wondered if the person at the front of the room had any idea what you did. If either of these situations rings a bell with you, you aren’t alone. After 20 years sitting in the back and another 20 speaking from the front of the room, I’ve come to understand that true operations-oriented safety is a rare thing. Let’s look at a few examples that can help explain this assertion. The first thing to understand is that many of us who write the books and publish the peer- reviewed articles around which programs take shape really don’t know what you do, at least not specifically or in detail. That is not to say that the ideas are worthless. They are nearly always based on research into a generalizable group that is in some ways similar to yours. But to make an impact on the line where it really matters, they require translation into your world and language. Let’s take a safety management system (SMS), for example. Multiple guidelines describe it as a “top down systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures.” From an academic or business management approach that’s great stuff, but it doesn’t speak to the operator. In fact, as an operator, you lost me at “top down approach.” To make matters worse, there are those who will try to capitalize on a new approach by driving wedges into the safety discussion. My favourite of these is now so common it is accepted as irrefutable truth by many in the industry. It goes like this: “Technology has also created a revenge effect, deteriorating our ability to hand fly or mentally navigate from point to point.” H When academic safety meets the line COLUMN Focal Points BY TONY KERN A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 13 2 BOMBARDIER’S SHIFT FROM POWERHOUSE TO MEDIUM-SIZED OEM Richard Aboulafia examines how Bombardier went from an aviation powerhouse to a smaller industry player. 10 HISTORIC BUSH FLYING HONOURED IN NORMAN WELLS What inspired Norman Wells, N.W.T., to host an historic bushplane fly-in and gala? 6 DHC-7: THE QUIET STOL MULTI-TASKER Today, only 19 Dash 7s remain in service, performing a variety of transport and special purpose missions. 4 PLANE SAVERS D-DAY DOUGLAS DC-3 FLIES AGAIN The Plane Savers team restored a Second World War Douglas DC-3 for the 75th anniversary of D-Day. 3 THE RUBIK’S CUBE OF FIGHTER PROCUREMENT Politicization of the CF-188 replacement process has harmed the RCAF’s ability to select the future fighter. 5 FIGHTER JET RFP RELEASED The Canadian government is now soliciting program bids with a spring 2020 deadline. 7 AIRBUS, BOEING CONSIDER LEAVING RACE FOR CANADA’S FUTURE FIGHTER Airbus and Boeing both reportedly considered pulling out of Canada’s bid to replace the aging CF-188 fleet. 9 PILATUS PC-21 MAKES NORTH AMERICA DEBUT The PC-21 is being positioned as a a versatile replacement for current RCAF training aircraft. 8 NEXT-GEN AIRCREW TRAINING What the RCAF requires for companies who hope to secure the lucrative aircrew training contract. 1 DE HAVILLAND AIRCRAFT OF CANADA RETURNS TO THE SKIES Longview Aviation has resurrected the De Havilland Aircraft name after acquiring Bombardier’s Q400 program. TOP 10 Read more online at SKIESMAG.COM WANT DAILY UPDATES? SKIESMAG.COM/SUBSCRIBE Get your FREE Skies Daily News subscription to get the most up-to-date industry news and press releases, every weekday, delivered straight to your inbox or smartphone. Here’s a recap of our 10 most popular online stories since our last print edition was published. S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 14 PLANE SPOTTING Photos from our readers Photographer Rich Cooper sent us this fantastic shot of an RCAF CP-140 Aurora arriving at the 2019 Royal International Air Tattoo in England. A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 15 Skies highlights photos posted on Instagram @skiesmag and facebook.com/skiesmag. S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 16 PLANE SPOTTING Photos from our readers Célian Genier shot this picture of a Yakovlev Yak-52 dressed in Chrono Aviation’s livery making a steep ascent above Montreal St-Hubert Airport. A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 17 Skies highlights photos posted on Instagram @skiesmag and facebook.com/skiesmag. The USAF F-35 Lightning II demonstration team made its first Canadian appearance during the Bagotville Airshow in June 2019. Based at Luke AFB in Arizona, the team definitely stole the show. Thousands of visitors attended to see the fifth-generation fighter perform. Philippe Colin Photo S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 18 PLANE SPOTTING Photos from our readers A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 19 Skies highlights photos posted on Instagram @skiesmag and facebook.com/skiesmag. Rugged yet beautiful are two words to describe the North: Long summer nights where the sun never sets gives a Cessna 170B pilot the ability to fly a floatplane in the glowing skies of the morning sun. Dave England Photo S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 20 PLANE SPOTTING Photos from our readers Rinat Haque captured this shot of a WestJet 787-9 Dreamliner departing Calgary with some gorgeous golden hour sky in the background. Post-storm skies are truly magical! A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 21 Skies highlights photos posted on Instagram @skiesmag and facebook.com/skiesmag. S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 22 INSIDE PLUS ALSO NEW ‘CANADIAN NORTH’ The deal uniting First Air and Canadian North has now been finalized. FIGHTER RFP RELEASED The final phase of the fighter jet competition has officially begun. BIZAV MARKET CHECK Positive industry indicators point to a business aviation recovery. BRIEFING ROOMAVIATION INDUSTRY NEWS De Havilland reborn in Downsview The new De Havilland Aircraft of Canada builds on a proud legacy as it assumes responsibility for production and support of Bombardier’s Dash 8 turboprop family. BY BRENT JANG | OEM NEWS On July 26, De Havilland Aircraft of Canada Limited and Ethiopian Airlines celebrated the delivery of the 600 th Dash 8-400 aircraft produced at the Toronto facility. The aircraft type was formerly known as the Bombardier Q400. Andy Cline Photo A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 23 One minute after midnight on June 1, De Havilland Aircraft of Canada Ltd. offi- cially emerged as the operator of the Dash 8 turboprop program, marking an historic moment in Canadian aviation. Victoria-based Longview Aviation Capital Corp., through an affiliate, announced last November that it would be acquiring the Dash 8 program from Montreal-based Bombardier Inc. Longview’s affiliate subsequently disclosed its trade name: De Havilland. While the historic brand has a lower-case “d,” the relaunch went with an upper-case “D” – attention to detail that Toronto-based De Havilland wants to showcase as part of its broader efforts to promote Dash 8s. What had been called the Bombardier Q400 is now known as the Dash 8-400, said Todd Young, De Havilland’s chief operating officer and former general manager of Bombardier’s regional Q Series program. “Our prime focus right now is business continuity and stabilization because 1,200 people have been transferred from Bombardier to De Havilland,” said Young in an interview from his office at the production facility for the Dash 8-400 at the Downsview site in Toronto. The transaction resulted in gross proceeds of $300 million for Bombardier. The Boeing Company bought the original de Havilland in 1986 from the Canadian government. Boeing then sold it to Bombardier in 1992. The new De Havilland is now providing after-market support for hundreds of Dash 8 turboprops still flying. “We transferred employees at 12:01 a.m. on June 1, and we started supporting our worldwide customers. We ensured the transition was seamless to our customers and, of course, to our suppliers and employees,” said Young after he returned to Canada from promoting De Havilland at the Paris Air Show in June. About 1,100 workers are based at the Downsview plant while roughly 100 employees are spread across five offices worldwide. In Paris, Young posed for a photo with Longview chairman David Curtis and federal Transport Minister Marc Garneau to commemorate the occasion of De Havilland formally receiving the type certificates for the Dash 8 program. “The type certificates identify who has the authority on the configuration and continuing airworthiness of that aircraft type,” said Young. “We went through an exhaustive process with Transport Canada and demonstrated that we have the skills and capability to manage the continuing airworthiness of the aircraft type. There are still in the order of 1,200 aircraft flying each and every day.” No decision has been made yet about whether to revive production of the 100, 200 and 300 series, but “it is on our radar,” he said. More than 670 of the 100, 200 and 300 series were built, starting with the 100 in 1984. Production ceased for the 100 in 2005, while the 200 and 300 ended their runs in 2009. Six hundred Dash 8-400s have been built over the past two decades, and about 50 of the planes are on the order book. The Dash 8-400, the largest plane in the series, typically ranges from 74 to 90 seats in a regional setup. On July 26, De Havilland Aircraft of Canada Limited and Ethiopian Airlines celebrated the delivery of a milestone Dash 8-400 aircraft. It is the 600 th Dash 8-400 aircraft produced at the Toronto facility and also the 25th Dash 8-400 aircraft delivered to Ethiopian Airlines. The current Dash 8-400 order book is enough to keep the Downsview assembly plant busy until mid-2020. Young expects to secure more orders on a regular basis to ensure the site is active until the sub-lease runs out in 2023. Industry observers say that eventually, the sprawling Downsview property would likely be redeveloped for residential and business use. In the meantime, talks continue with the new landlord, the Public Sector Pension Investment Board, which bought the Downsview site from Bombardier in 2018. “We would love to stay here,” said Young. “It would be fantastic to stay because there is so much history at this site, but we recognize and understand that we’re not the owners of the land.” De Havilland has extensive contingency plans in place, in case there is a need to relocate to a different location in the Toronto region in 2023 or beyond, he said. Longview, the parent of Viking Air Ltd., has an interesting background. Besides serving as Longview chairman, Curtis is also Viking’s president and chief executive officer. Viking is best known for reviving production of the fabled Twin Otter in 2010. Boeing shut down manufacturing of the Twin Otter in 1988, but the rebirth captured the imagination of the aviation community. Pre-assembly of the Twin Otter takes place in the Victoria area, while final assembly is in Calgary. Curtis said he is pleased to help re-energize the De Havilland name. Longview envisages a healthy Dash 8 program over the long term, including in-service support. Longview is owned by the family of Sherry Brydson, niece of the late billionaire Ken Thomson. In a news release from the Paris Air Show, De Havilland praised the vision and determination of Brydson and her husband, Rob McDonald. Young, who worked at the original de Havilland early in his career, said he is looking forward to the years ahead. “We’re really happy about the De Havilland brand. Our focus is to build a long and vibrant business for Longview,” he said. De Havilland Aircraft of Canada Limited formally received the type certificates for the entire Dash 8 aircraft program, including the 100, 200 and 300 series and the in-production 400, at the 2019 Paris Air Show. From left to right are David Curtis, chairman of Longview Aviation Capital, De Havilland Aircraft of Canada’s parent company; Marc Garneau, transport minister; and Todd Young, chief operating officer, De Havilland Aircraft of Canada Limited. De Havilland Aircraft Photo BRIEFING ROOM Aviation Industry News S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 24 First Air and Canadian North announced on July 10 that their respective owners, Makivik Corporation and the Inuvialuit Regional Corporation, have completed the transaction that will enable them to begin merging their operations into a unified northern airline, operating under the name ‘Canadian North.’ The owners said the purpose of the merger is to create an airline that will safely and efficiently serve the North for generations to come, with the ability to continually grow and evolve to meet changing market needs. Safe operations will continue to be the number one priority. The integration is expected to take 18 to 24 months. During the initial stages, First Air and Canadian North will continue to serve customers under two separate brands. Scheduled service customers will continue to book, fly and ship cargo with either airline. Charter clients, partners and vendors will also continue to work with their familiar team members and departments. A major priority will be to develop a combined flight schedule that will enable customers of both airlines to book any flight operated by First Air or Canadian North. This schedule will be released later this year, several months before it takes effect. Communities will continue to receive competitively-priced passenger and cargo capacity. Canadian North’s popular Aurora Rewards loyalty program will be expanded to all scheduled flights operated by First Air, so that customers of both airlines have the ability to earn Aurora Rewards points and Aeroplan Miles that can be redeemed for free flights. A unified ‘Canadian North’ brand will begin to roll out, featuring First Air’s distinctive Inukshuk logo and red and white colour palette. This brand will be seen in more and more places as time progresses, including the website, uniforms, counter signage and aircraft livery. First Air and Canadian North team members will be brought together under the unified Canadian North banner. This will be a gradual process that will be completed hand-in-hand with other milestones such as combining flight reservations systems, fare products, operational processes, fleets and facilities. The merged airline will strive to lead the aviation industry as a top employer, with continued focus on recruiting Inuit and other Indigenous team members. “We are embarking on an exciting journey and our destination will be a stronger and more sustainable airline, focused entirely on providing safe and friendly passenger and cargo service to the people, organizations and communities that depend on us,” said Chris Avery, president and CEO of First Air, who will serve as leader of the merged organization. “We understand that our actions touch many lives, so we will maintain a ‘community-first’ approach throughout this integration, which includes carefully considering the essential needs of our customers when making decisions, communicating clearly and listening for feedback.” WestJet Airlines Ltd. announced that the Court of Queen’s Bench of Alberta has granted a final order approving the previously announced proposed transaction with Onex Corporation. The arrangement was approved by more than 92.5 per cent of shareholders and option holders who voted at a special meeting of WestJet held on July 23, 2019. The arrangement is still subject to other conditions to closing, including receipt of the remaining regulatory approvals. Further information regarding the arrangement is provided in WestJet’s management information circular dated June 19, 2019. Assuming the timely receipt of the remaining regulatory approvals, the transaction is expected to close in the latter part of 2019. New ‘Canadian North’ takes flight Alberta court approves WestJet transaction with Onex A former First Air ATR 42 sports new Canadian North livery in Iqaluit. Brian Tattuinee Photo Onex’s acquisition of WestJet is expected to close in the latter part of 2019. Eric Dumigan Photo BRIEFING ROOM Aviation Industry News For more news updates, visit skiesmag.com A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 25 On July 17, Air Canada and Transat A.T. Inc. notified Marc Garneau, minister of Transport, of a proposed transaction whereby Air Canada would acquire Transat A.T. Inc. in accordance with the mergers and acquisitions provisions of the Canada Transportation Act. The minister of Transport has 42 days from the date of notification to determine whether the proposed transaction raises public interest issues related to national transportation. If the minister determines that the transaction does raise public interest issues related to national transportation, then a public interest assessment of the proposed transaction would be conducted with input from the commissioner of competi- tion, who would assess impacts on competition. The public interest assessment would include targeted consultations, as well as an analysis of the economic benefits or challenges resulting from the proposed transaction. Government commences review of Air Canada, Transat deal TRANSPONDERS COLLINS AEROSPACE TPR-90 1 HONEYWELL TRA-100 B* L3 ( ACSS) X S-95 0 * CMC CMA-50 24 *certification pending GPS The ADS-B Out upgrade will be FAA and EASA mandated by 2020. MAINTENANCE + MODIFICATIONS | ENGINEERING (DAO) | SHOPS + MANUFACTURING KFAero.ca (250) 491.5500 We’re all about the craft YOUR ADS-B OUT SOLUTION HAS LANDED. PACKAGES FOR: 737 CLASSIC SERIES (-300/-400/-500)  Packages FAA/EASA Approved Quebec-based Airmedic continues to grow, thanks to the purchase of three new fully equipped EC145e helicopters. Airbus Helicopters and Metro Aviation will be in charge of configuring the aircraft for emer- gency medical services. The almost $30 million invest- ment will enable Airmedic to deploy aircraft that have been tai- lored for air medical transport. “We have always been striving to set the standards of our industry, to build a culture of excellence and to capitalize on the most advanced equipment and technologies,” said Sophie Larochelle, executive vice-president of Airmedic. “Today, we are improving on an already highly performing aircraft fleet with the world’s best aircraft in order to provide better coverage of the territory, even more strategic dispatching and enhanced services to our clients.” “Thanks to the delivery of these Airbus twin-engine EC145e air- craft, Airmedic will have the addi- tional support required to assist its highly skilled team in providing safe, rapid and extremely special- ized emergency medical transport for the critically ill and injured,” said Romain Trapp, then-president of Airbus Helicopters Canada. “The EC145 family of aircraft has built a reputation as the most prov- en solution for emergency medical services worldwide. We are very proud of this new partnership and we look forward to supporting the important mission of Airmedic, to provide vital lifesaving services to the residents of Quebec.” Prior to delivery of the aircraft, Metro Aviation trained Airmedic pilots and instructors in its flight simulator. The new order increases Airmedic’s emergency medical services fleet to nine aircraft. AIRMEDIC ACQUIRES 3 EC145e helicopters for air medical transport Airmedic’s purchase of three new fully-equipped EC145e helicopters from Airbus will bring its total number of emergency medical aircraft to nine. Philippe Colin Photo BRIEFING ROOM Aviation Industry News S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 26 BY LISA GORDON | BIZAV NEWS Canada’s 528 business aircraft aren’t used as much as they could be, according to industry analyst Rolland Vincent, a presenter at the 2019 Canadian Business Aviation Association (CBAA) conference in Calgary. Vincent, who is president of Rolland Vincent Associates and the creator and founder of JETNETiQ, delivered a “state of the market” summary to business aviation professionals at the July show. “We have the most productive business tools in the world, business aircraft, but we don’t use them much,” he said. “They fly one tenth of commercial aircraft hours. Why aren’t we using them more?” Vincent’s most recent data indicates that Canadian business aircraft fly an average of 332 hours per year, per airplane. Just over half of this country’s bizav fleet has flown 250 hours a year or less in the preceding 12 months. Overall utilization remains low, despite the fact that Canada ranks fourth in the world for business jet concentration, and jumps to second place for turboprops. This is in line with JETNETiQ’s survey of 17,000 fixed-wing turbine business aircraft owners and operators from 132 countries around the world, where 48 per cent of aircraft flew 250 hours or less in the prior 12 months, and the average annual hours per aircraft was 333. This relatively low utilization can be attributed to a number of factors, including worldwide events such as an impending U.S. election cycle, Brexit, and reports of slowing economies. The U.S., Canada and Europe represent about 80 per cent of the worldwide business jet fleet, and economic blips in these regions reverberate through the bizav industry. Vincent predicted 1.6 per cent growth in gross domestic product (GDP) for Canada this year, while the U.S. is estimated to come in around 2.2 per cent. Despite the fact that U.S. corporate profits are at all-time highs, flight activity has not rebounded following the 2008 crisis — even though there has been underlying fleet growth. “We’re still waiting for bizav to catch up,” said Vincent. The pre-owned aircraft market has enjoyed a recent boom, with 4.5 aircraft sold for every new sale. “We’ve never seen transactions like this in pre-owned,” commented Vincent. “That’s been driven by attractive values and high inventory, and people are excited about that. But through May 2019 year to date, transactions are down 20 per cent year- over-year. We’re watching that carefully. Partly this is because the inventory available has been diminished, but we’re also seeing a slowdown in transactions.” He added that the decreasing inventory is an indication of the business aircraft market returning to health. There are other indications of a recovery, too. 2018 was the best year for aircraft delivery volume since the 2008 economic crisis. Vincent expects that OEM delivery numbers from the General Aviation Manufacturers Association (GAMA), should be up this year, too, driven by recently certified aircraft such as the Gulfstream G600, Pilatus PC-24 and Bombardier Global 7500. For OEMs, another indicator of attaining a more solid footing is their backlog of firm orders. “For the first time since the 2008 crisis, OEM backlogs finally began to rebound in 2019,” said Vincent. “After 11 years, we finally see backlogs increasing; Bombardier and Gulfstream are the two that hold a lot of the backlog.” THE CANADIAN PICTURE In spite of several positive indicators of overall industry growth, Vincent said a recent Canadian survey indicated that 60 per cent of respondents either strongly agreed or somewhat agreed that an economic slowdown in the next 12 months was increasingly possible. This is roughly on par with global results, where 57.9 per cent of respondents felt the same way. In fact, this gloomy outlook carried through when respondents were asked to describe the current bizav market conditions. A survey of 50 respondents from Canada indicated that half of them felt the industry was past the low point. However, 30 per cent felt the low point has not yet been reached, while another 20 per cent felt industry is currently at its lowest. “The market has changed,” said Vincent. “A couple of quarters ago in mid-2018, [industry optimism] was the best we ever measured. But now, in Q2 2019, it has declined pretty dramatically. People are reacting to the U.S. election cycle, world happenings, etc. But we need to stop and think — and not react to the noise out there.” In addition, Canadian respondents in particular were pessimistic about the current labour supply. A whopping 90.6 per cent of respondents said they are now experiencing difficulties recruiting and retaining pilots, mechanics and technicians. Globally, that number drops to 72.2 per cent — still significant, but it appears Canada in particular is feeling a more acute labour squeeze. Operators are also concerned about the current Boeing 737 Max investigation, indicating they expect it will delay U.S. Federal Aviation Administration certification of new business aircraft. When it comes to their next purchase, Canadian buyers were split into various camps, with 17.9 per cent planning to buy a multi-engine turboprop; 6.3 per cent a single-engine turboprop; and 13.7 per cent a mid-size jet, among other types. Turboprops feature strongly in the Canadian aircraft fleet. As of June 30, 2019, 33.2 per cent of this country’s business aircraft were multi-engine turboprops and 27.5 per cent were single-engine turboprops. This contrasts significantly to the U.S., where just 21.9 and 15.5 per cent were multi- and single-engine turboprops, respectively. “If you want to buy a new bizjet today, there are 40 models available, with most models delivering around 12 aircraft per year on average. We feel the industry is offering too much to the market for the demand,” said Vincent, who added that the average aircraft value today is $28 million. As for the future, Vincent presented his global 2019-2028 business jet delivery forecast by size category. In total, JETNETiQ predicts 7,100 units will be delivered during this period, totalling $237 billion. The greatest percentage of sales proceeds will be realized from the large ultra-long-range jet segment, at 49.4 per cent of revenues. In the same time frame, the organization predicted 4,260 business turboprop aircraft will be delivered, totaling $19.1 billion in revenues. Positive bizav indicators counter industry uncertainty Canadian business aircraft fly an average of 332 hours per year, per airplane. Just over half of this country’s bizav fleet has flown 250 hours a year or less in the preceding 12 months. Eric Dumigan Photo For more news updates, visit skiesmag.com A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 27 Dedicated to providing quality workmanship & outstanding customer service for 40 YEARS • Comprehensive MRO • Component overhaul specialist • Hydraulic overhaul specialist • Large inventory available Authorized Service Center Contact us to speak with an expert helitradesinc.com VISIT OUR NEW WEBSITE Head Office 18 Terry Fox Drive P.O. Box 162 Vankleek Hill, ON Canada K0B 1R0 (613) 678-3027 Gerald Tom gerry@helitradesinc.com Alberta Office Site 5, Box 7 RR 2 Airdrie Airport Airdrie, AB Canada T4B 2A4 (403) 912-4658 Jeff Abbott jeff@helitradesab.com Ontario Office 4536 Side Road 10 New Tecumseth, ON Canada L9R 1V4 (705) 435-4031 John Belonzo john@helitradesalliston.com Immediately after receiving Transport Canada type certification on June 27, 2019, Levaero Aviation announced delivery of the first Canadian-registered Pilatus PC-24 Super Versatile Jet. The new aircraft is owned by American Iron & Metal (AIM) and operated by Starlink Aviation in Montreal. According to its website, AIM is a global metal recycler specializing in the recovery and recycling of scrap metal by-products. “The PC-24 is going to be a game-changer within the Canadian aviation landscape, especially given its unique varied mission capabilities,” said Stan Kuliavas, Levaero Aviation vice-president of Sales and Business Development, in a press release. “With its off-road capabilities and versatility, this aircraft will allow travellers to complete their individualized missions more efficiently than with any other jet.” Levaero displayed a PC-24 at the 2019 Canadian Business Aviation Association (CBAA) convention in Calgary, Alta. Appearing publicly for the first time in Canada, the aircraft was a popular attraction on the static line. Pilatus said PC-24 operators have access to almost twice as many airports worldwide, largely due both to the jet’s ability to safely land on unpaved surfaces, as well as its short- field performance. Levaero Aviation delivers Canada’s first PC-24 Canada’s first Pilatus PC-24 on approach to Montreal. Bill Fawcett Photo BY LISA GORDON Industry leaders came together at the 2019 Canadian Business Aviation Association convention to discuss ideas for hiring and retaining valuable employees in a tight labour market. Here, we’ve summarized 10 of their best tips: 1. Hire the right person for the job – don’t hire for a type rating. 2. Implement a “preferential bidding system” that allows pilots to have scheduling input. 3. Spend an hour with new hires to outline your expectations. 4. Offer flexible schedules plus added benefits, like an employee gym. 5. Treat people fairly and recognize their hard work. 6. Spread the word about job vacancies at local colleges, tech schools and career fairs. 7. Develop courses to train new employees on company culture and safety procedures. 8. Conduct regular employee engagement surveys. 9. Benchmark salaries against the competition – keep your payroll competitive. 10. Conduct mandatory exit inter- views and address any issues. TOP 10 TIPS FOR HIRING (and keeping) your best employees BRIEFING ROOM Aviation Industry News S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 28 Revolutionary InSight™ Flight Deck plus SkyLens™ HWD brings a new vision in avionics tobusiness aircraft. Ideal for retrofit or forward-fit, SkyLens is the all-weather EFVS solution. Lightweight, comfortable and easier to install than fixed-mounted HUDs. Turn night into day. Vive la révolution! uasc.com/revolutionary On July 23, the federal government announced $8.8 million in funding for a new two-storey building to accommodate the Royal Aviation Museum of Western Canada artifacts. The museum, which specializes in preserv- ing, presenting, and promoting the history of aviation development in Canada, has one of the most significant bushplane collections in the world. It is also home to an extensive collection of aircraft, ranging from trans- port to military, private and commercial, as well as thousands of aviation artifacts. A new facility of approximately 86,000 square feet will be built to accommodate current and future artifacts. It will be located on the Winnipeg Airports Authority campus on Wellington Avenue, within minutes of the James Armstrong Richardson International Airport. The facility will be funded through a combination of federal, provincial and municipal contributions, along with museum fundraising efforts. Once complete in 2021, the general public will have access to interactive spaces, classrooms, a library, special exhibitions and galleries. The second floor will feature an observation deck with views of the airport runway and the main aircraft display space on the first floor. “This is an extraordinary day in Canada’s aviation history,” said Terry Slobodian, president and CEO, Royal Aviation Museum of Western Canada. “With this investment in our community, and part- nering with hundreds of local donors and volunteers, the Royal Aviation Museum of Western Canada is soaring to new heights. “More than 40 years ago a small group of visionaries committed to preserving this distinct aviation heritage for all Canadians. We will soon begin the construction of an aviation adventure and signature attraction to house this world class collection of pioneering aircraft as a beacon of inspiration and learning for generations to come.” Funding announced for new Royal Aviation Museum of Western Canada A new 86,000-square-foot facility will be built to accommodate current and future artifacts belonging to the Royal Aviation Museum of Western Canada. Royal Aviation Museum Image For more news updates, visit skiesmag.com A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 29 Flight De partments, Look No Fu rthe r. Meet The Newly Ce rtified Piper M600 Step into the cockpit of the Piper M600, the most advanced and capable aircraft in Piper's line-up. Unleash the power of the Pratt & Whitney Canada PT6A-42A turbo prop engine, sit back and enjoy the ride while 600 horsepower pulls your passengers to 28,000 feet. With a maximum cruise of 274 knots, maximum range of 1,484 nautical miles and a maximum useful load of 2,352 lbs, the M600 provides all the benefits of an entry level turbine, without any compromises. Add a touch screen Garmin G3000 Avionics Suite, 5 year spinner-to-tail warra nty, and a standard equipped price of $2.928M USD - and the only words that come to mind are “unprecedented value”. Schedule your personal turbine experience with Aviation Unlimited today. 905-477-0107 | isaac@aviationunlimited.com aviationunlimited.com Flight Departments, Look No Further. Meet The Newly Certified Piper M600 with Garmin G3000 NXi Step into the cockpit of the Piper M600, the most advanced and capable aircraft in Piper’s line-up. Unleash the power of the Pratt & Whitney Canada PT6A-42A turbo prop engine, sit back and enjoy the ride while 600 horsepower pulls your passengers to 28,000 feet. With a maximum cruise of 274 knots, maximum range of 1,658 nautical miles and a standard useful load pf 2,400 lbs, the M600 provides all Avionics Suite, Piper 5-year ultimate care program, including all scheduled maintenance, and a standard equipped price of $2.928M USD - and the only words that come to mind are “unprecedented value”. Schedule your personal turbine experience with Aviation Unlimited today. 905-477-0107 | isaac@aviationunlimited.com Flight Departments, Look No Further. Meet The Newly Certified Piper M600 with Garmin G3000 NXi Step into the cockpit of the Piper M600, the most advanced and capable aircraft in Piper’s line-up. Unleash the power of the Pratt & Whitney Canada PT6A-42A turbo prop engine, sit back and enjoy the ride while 600 horsepower pulls your passengers to 28,000 feet. With a maximum cruise of 274 knots, maximum range of 1,658 nautical miles and a standard useful load pf 2,400 lbs, the M600 provides all the benefits of an entry level turbine, without any compromises. Add a touch screen Garmin G3000 Avionics Suite, Piper 5-year ultimate care program, including all scheduled maintenance, and a standard equipped price of $2.928M USD - and the only words that come to mind are “unprecedented value”. Schedule your personal turbine experience with Aviation Unlimited today. 905-477-0107 | isaac@aviationunlimited.com BRIEFING ROOM Aviation Industry News S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 30 BY CHRIS THATCHER | MILITARY NEWS Aformal request for proposals (RFP) to replace the Royal Canadian Air Force (RCAF) fleet of CF-188 Hornets was released on July 23, launching the final phase of an intense competition for what will be the largest acquisition in recent Air Force history. The much-anticipated RFP had been expected in May, but was pushed back two months to allow procurement officials to assess changes to a draft version requested by several of the likely bidders. Valued at up to $19 billion, the future fighter project is seeking proposals for 88 advanced aircraft to replace an RCAF fleet of 76 Hornets that began entering service in the mid-1980s. Four suppliers have been qualified to submit bids: Sweden’s Saab Aeronautics with the Gripen E; Airbus Defense and Space, under the United Kingdom and Northern Ireland, with the Eurofighter Typhoon; Boeing with the F/A-18 Super Hornet; and Lockheed Martin with the F-35A Lightning II Joint Strike Fighter. The latter two both have the support of the United States government. Proposals must be submitted by spring 2020 – no date was provided in the govern- ment press release – but bidders will have at least two opportunities to confirm critical elements of their submission meet Canada’s security and interoperability requirements. During industry engagements over the past two years, senior officers with the Fighter Capability Office have stressed the importance of Two Eyes (Canada-U.S.) and Five Eyes (Canada, U.S., United Kingdom, Australia and New Zealand) interoperability. The fighter fleet is integral to both Canadian sovereignty and U.S. defence through the NORAD mission. French manufacturer Dassault Aviation withdrew from the competition in November 2018, citing the Two Eyes requirements as a restricting factor to any proposal. Bidders can provide their security offer for feedback by fall 2019, and then revise. They will also have an opportunity after the full proposals are delivered to address deficiencies “related to mandatory criteria,” Public Services and Procurement Canada (PSPC) said in a statement. “[Bidders] will receive feedback from Canada so that they can address non-compliance. This approach has already been used for other large federal procurements and has proven to be successful in maintaining a high level of competition.” Though technical capability will account for 60 per cent of the evaluation, economic benefit to Canada will be worth 20 per cent, the highest weighting for economic return on any procurement to date. The final 20 per cent will be attributed to overall program cost. One reason for the delayed RFP was concern raised by Lockheed Martin over how the government’s Industrial and Technological Benefits (ITB) policy would apply. Though 110 Canadian companies have received around US$1.5 billion in contracts for the F-35 program to date, the company is unable to offer the type of industrial offsets required by the ITB policy and believed it would be at a disadvantage. The government was reminded that, as a signatory of the Joint Strike Fighter Production, Sustainment and Follow-on Development Memorandum of Understanding in 2006, it had agreed not to impose “work sharing or other industrial or commercial compensation ... that is not in accordance with the MOU.” Carla Qualtrough, minister of Public Services and Procurement and Accessibility, told defence executives at a trade show in May that changes had been made to the statement of requirements that would “ensure a level playing field” while “maintaining our government’s policy objectives. “Every bid must still include a plan for ITBs equal to 100 per cent or more of the contract value. That doesn’t change,” she said. “This procurement is a generational opportunity for the Canadian aerospace industry that will generate good middle- class jobs across the country. What will change is that it will be up to each supplier to decide whether they will also provide a contractual obligation for their ITBs.” Bidders will score higher if their ITB plan is backed with a contractual obligation, added Qualtrough. “This is a complex process; as complex as any the federal government has ever conducted. The field is comprised of very different entities — and dynamics. Conducting a truly open and fair competition among them is indeed a challenge,” she said. Mitch Davies, a senior assistant deputy minister at Innovation, Science and Economic Development Canada, told CBC on July 23 that the ITB requirement had been structured so that companies could “make a compliant ITB offer that suits their circumstances,” but that Lockheed Martin could still be penalized for failure to meet certain contractual commitments. The competition is being overseen by an independent fairness monitor. In public statements, Lockheed Martin said it looks forward to participating in the Eligible suppliers for the future fighter capability project (clockwise from top left): Lockheed Martin F-35 Lightning II, Saab Gripen, Airbus Eurofighter Typhoon and Boeing F/A-18E/F Super Hornet. Larry Grace/Linus Svensson/Airbus/Aaron Foster Photos Fighter jet RFP released The last phase of the competition to select Canada’s next fighter jet has officially begun; final proposals must be submitted by spring 2020. For more news updates, visit skiesmag.com A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 31 competition, while other companies said they will review the RFP documents. The U.S. Air Force has been touring the F-35 in Canada this summer; it performed at the Bagotville airshow in June and will be at the Ottawa-Gatineau airshow in early September. A spokesperson told Skies the fighter is “the most survivable aircraft and a generational leap ahead of any other fighter in production today. From a cost perspective, we’ve reduced production cost below $80 million,” which would be on par, if not below, other legacy aircraft. Over 400 aircraft have now been built, accumulating 200,000 flight hours. When the government re-launched the Future Fighter Capability project in late 2017, it also said the eventual evaluation would include an assessment of a bidder’s “impact on Canada’s economic interests,” a clause directed at Boeing for its then trade complaint against Montreal-based Bombardier. With the trade complaint since dismissed by the U.S. International Trade Commission, Jim Barnes, Boeing’s team lead for Canada, told Skies in May the clause would not have “an impact on our competitiveness.” Boeing will likely bid the Block 3 variant of the Super Hornet, “the next evolution” that features advanced networking and data processing capabilities in a distributed targeting processor network with cockpit touch panel displays, and in an airframe that has been enhanced from 6,000 to 10,000 flight hours. “The baseline Super Hornet attributes, with the capability increases of the Block 3, is an ideally suited aircraft for NORAD and NATO operations,” said Barnes. “At this point in time, we think we have a very compelling offer to put on the table.” That offer could be bolstered by the continued interest in the aircraft by the U.S. Navy. Boeing has signed a multi- year contract for 110 Block 3 aircraft out to 2026, and is expected to convert as many as 442 Block 2 variants to the Block 3 configuration by 2033. “It is the perfect time for an international customer to procure the Super Hornet,” he said, noting that the ongoing U.S. Navy program will help maintain acquisition and lifecycle costs. Airbus Defence & Space has said from the start of the competition that it would decide whether to submit a proposal once the final statement of requirements in the RFP was released. The Typhoon serves in a similar role to NORAD duty with the Royal Air Force, and has participated in numerous missions with U.S. aircraft. It is unclear how easily it could be incorporated into NORAD mission systems. However, Airbus has continued to strengthen its position in Canada, winning the fixed-wing search and rescue aircraft competition in 2016 and partnering with Bombardier on the C Series, now known as the Airbus A220. It now calls Canada it’s fifth home country. “We are proud of our history as a longstanding partner to Canada, serving the country’s aerospace priorities for over three decades. We welcome the new opportunities to support the Canadian Armed Forces, to provide skilled aerospace jobs across our country and to help safeguard Canadian sovereignty,” Simon Jacques, president of Airbus Defence and Space Canada, told CBC. While the Gripen E might be the dark horse in the competition, Patrick Palmer, Saab Canada’s executive vice-president, told defence reporters in May the aircraft was designed to be easily upgradeable as technology changes — the avionics software is split so that flight-critical and tactical modules can be upgraded separately “without having to have a full aircraft recertified.” The jet has also evolved to ensure NATO interoperability and meet “the threats beyond 2025 — the threats we know today, the threats we don’t know today ... in any contested airspace environment,” he said. More important for the NORAD mission, the Gripen was designed from the outset for Arctic operations, requiring minimal ground crew support and featuring the ability to operate from austere airstrips. PSPC expects to award a contract in 2022. The first aircraft will be delivered starting in 2025. The world’s first Super Versatile Jet takes off! The PC-24 has been engineered to be “off road” compatible from the beginning. Its outstanding short-field performance – even on grass, gravel and dirt – opens up an incredible level of mobility. You can fly closer to your destination than any other business jet before. Explore more and fly PC-24 – contact us now. www.pilatus-aircraft.com GO WHERE NO BUSINESS JET HAS GONE BEFORE Stan Kuliavas, Vice President of Sales sales@levaero.com | 1 844.538.2376 | www.levaero.com BRIEFING ROOM Aviation Industry News S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 32 BY CHRIS THATCHER | MILITARY NEWS When you walk into the Royal Canadian Air Force’s (RCAF’s) new search and rescue (SAR) centre of excellence at 19 Wing Comox, B.C., in the fall of 2020, the history of 418 Squadron will be front and centre. At first glance, however, much of it might seem out of place for a SAR training unit. Many of the artifacts and battle honours lining the entrance walls will recall the unit’s remarkable record achieved during the Second World War and in the decade after as an intruder and light bomber squadron. Nevertheless, that reminder of history and lineage will be important for staff and stu- dents of 418 Search and Rescue Operational Training Squadron, which was reactivated during a small ceremony on July 11, 2019, in Comox. “It is an extraordinary squadron,” said LCol Derek Jeffers, the new commanding officer of a squadron that was first stood up in November 1941 and earned honours defending Britain and in the campaigns over Dieppe and Normandy, among others. “My vision is to put that history at the forefront.” Although the squadron’s formative years were conducted in Douglas A-20 Havocs and later de Havilland Mosquitos, its most recent incarnation was as a transport and rescue squadron between April 1993 and June 1994, something Jeffers is drawing on as he reconnects the squadron to its past. (When he spoke with Skies, he was between meetings with members of the 418 Squadron Association, which has safeguarded memorabilia and unit history in a hangar in Edmonton.) At present, the squadron is comprised of about 44 personnel working through a plan to transition the SAR squadrons from the legacy fleets of CC-115 Buffalo and CC-130H Hercules to the new CC-295, which conducted its first test flight with manufacturer Airbus on July 4. Jeffers has divided the squadron into two teams: a home team to finalize the administrative details of standing up the unit and review the courseware being developed by CAE and Airbus; and an away team of aircrew and maintainers who will begin initial cadre training on the CC-295 at Airbus’ facility in Spain in September. “The bulk of our effort goes to figuring out how to meet contractual timelines and how to safely transition the SAR units to new aircraft,” he said. “It is a complex issue, but I think we have a pretty good plan. We have a really talented group of aircrew and maintainers.” The first CC-295 is expected to arrive in Comox in April 2020 and the schoolhouse will officially open six months later in October or early November. In between, 418 Squadron will work with the SAR test and evaluation flight of 434 Operational Test and Evaluation Squadron to assess the aircraft and to complete various manuals on how best to fly and employ the technical capabilities of the airplane. Stepping from what are essentially analog aircraft into digital touchscreen cockpits might pose an initial challenge for aircrews, said Jeffers, who saw pilots struggle with a change to larger commercial aircraft during a stint as a civil aviation instructor pilot. “The Air Force has great centres to advise us on how best to do that, so I don’t have any great concerns,” he said. “We just have to watch that [we’re] not leaning too far forward.” The greater challenge may be taking full advantage of an array of sensors, night vision systems and heads-up displays that are new to SAR aircrews with the CC-295. Rather than “completely changing how we are going to do business, what we plan to do is use the sensors, but leave some room as we transition, through further operational test and evaluation, to really explore those true capabilities of the sensors,” he said. “It will take us some time to figure that out.” Once the new SAR centre is deemed ready for training, 418 Squadron will begin the process of transitioning 442 Transport and Rescue Squadron to the new aircraft. While half the squadron maintains the SAR line of tasking, the other half will go through a series of conversion courses. Those on SAR duty will be augmented by additional resources. The Air Force has drawn up a plan that would see 435 Transport and Rescue Squadron retire its air-to-air refuelling role to support each SAR squadron as it transitions, but Jeffers noted that attrition and other factors could force a re-think. “Right now, it is 435 [Squadron, but] the potential exists as we go through the transition that it could become an RCAF- led effect.” As part of the process, 442 Squadron will gradually scale down its operational training unit (OTU) responsibilities for the Buffalo and transfer its CH-149 Cormorant training centre to 418 Squadron. The larger vision is a single centre of excellence for all SAR aircraft and trades, including the Canadian Forces School of Search and Rescue, under 418 Squadron in Comox. “Everything falls under the one school,” said Jeffers. “That has been a success in other training centres. [SAR training] is working perfectly now, but we are looking forward to having it all under one command.” In the interim, the centre will deliver aircrew and maintenance technician training for the CC-295 and Cormorant, as well as the legacy Buffalo and H-model Hercules with a mix of contracted and Air Force instruction. In fact, the centre will feature new advanced simulators for both the legacy aircraft, “and that is a big transition for us,” said Jeffers. “It takes [training] flying out of the skies and puts it into simulation.” 418 Squadron is presently comprised of about 44 personnel working through a plan to transition search and rescue from the legacy fleets to the new Airbus CC-295, the first of which is pictured here on its maiden flight. Airbus Image 418 Squadron reactivated to oversee SAR transition S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 32 For more news updates, visit skiesmag.com A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 33 BY LISA GORDON | MILITARY NEWS Ask and they shall come. When Pilatus Aircraft was invited to attend the Saskatchewan Airshow, the manufacturer dispatched its PC-21 military training aircraft on a 16-hour, 45-minute ferry flight from Stans, Switzerland, to 15 Wing Moose Jaw, Sask. Making its debut on North American soil, the bright red single-engine turboprop trainer was a popular addition to the aerial performance lineup at the sold-out airshow, which returned to Moose Jaw on July 6-7, after a hiatus of 14 years. Pilatus – headquartered in Stans and best known in civilian aviation for its PC-12 single-engine turboprop and now the PC-24 twinjet – also has a long history of building military aircraft dating back to 1940. Today, the manufacturer is touting its PC-21 “next generation trainer” as just one part of an integrated military pilot training network that also includes ground-based training and in-service support systems. “When the Saskatchewan Air Show reached out to the aviation industry for participation in our event, we were thrilled with the response from around the globe. We are certainly proud to have been selected by Pilatus as the North American debut for the PC-21,” said Maj Regan Wickett, airshow director. “It was great having such variety of aircraft represented here. Getting up close to cutting edge technologies this weekend, it’s exciting to see how manufacturers are advancing the capabilities of military training aircraft.” According to Pilatus, the PC-21 is versatile, growing with a pilot’s capabilities from ab initio to advanced training and thereby eliminating the need for an elementary training platform while simultaneously preparing pilots for the transition to advanced fighter aircraft. “With air force budgets under continuous pressure, the PC-21 provides a cost-effective and highly efficient training solution,” said André Zimmermann, Pilatus vice-president of Government Aviation. “On the PC-21, pilots destined to fly fighter aircraft do not need to transition to jets until much later than those flying conventional trainer aircraft, reducing training time. The combination of real flying and simulation is a significant advantage and cost saver over the lifetime of the training system.” The PC-21’s visit to Moose Jaw comes at a time when the Royal Canadian Air Force (RCAF) is taking a hard look at revamping its aircrew training delivery. Through the Future Aircrew Training Program (FAcT), the Canadian government has embarked on a competitive procurement program for the provision of future aircrew training, including classroom instruction, simulator and flight training. This includes not only pilots, but also air combat systems officer and airborne electronic sensor opera- tor instructional programs. On Dec. 10, 2018, five qualified suppliers were identified as having the ability to deliver such an integrated program to the RCAF. They include Airbus Defence and Space, Babcock Canada Inc., Leonardo Canada, Lockheed Martin Canada Inc., and SkyAlyne Canada Limited Partnership. At this point, Zimmermann said Pilatus has not partnered with any of the FAcT approved suppliers, although the OEM remains in “close contact” and has had “preliminary discussions with potential partners.” He added that the PC-21 is well suited to be Canada’s next military aircrew training platform, with its adaptability enabling it to replace the Grob 120A basic trainer, as well as the more advanced CT-156 Harvard II turboprop and CT-155 Hawk advanced fighter lead-in trainer. “The PC-21 is designed to meet the requirements for basic and advanced military pilot training and also to cover the Fighter Lead-In Training (FLIT) phase of the syllabus,” Zimmermann told Skies. “Therefore, the PC-21 would be an ideal aircraft to replace the current platforms. [It] is as benign and easy to fly for basic training students, as it is challenging and very productive for the advanced pilot preparing for the front line.” The Canadian government expects to release a formal request for proposals (RFP) for the FAcT program in fiscal year 2019- 2020, with an anticipated contract award in 2021. Bidders must adhere to Canada’s Industrial and Technological Benefits Policy (ITB), which requires the winning supplier to make investments in Canada equal to the value of the contract. Zimmermann said Pilatus recognizes the ITB requirement for the FAcT program and added that the PC-21 would offer Canada a “specifically customized pilot training solution” that would allow the RCAF to achieve “significant savings compared to current legacy training systems.” Pilatus has the capability to deliver aircraft in accordance with FAcT program timelines, he concluded. — with files from Mike Luedey Pilatus PC-21 military trainer makes North American debut in Moose Jaw HAVE NEWS? If you would like to submit a press release or if you have a new product or service that you believe is newsworthy, please email our news editor at news@skiesmag.com. According to Pilatus, the PC-21 grows with a pilot’s capabilities, taking them from ab initio to advanced training. Mike Luedey Photo The Pilatus PC-21 military trainer debuted in North America at the 2019 Saskatchewan Airshow. Krystal Wilson Photo S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 34 INDUSTRY INSIGHT Bombardier Commercial Aircraft Bombardier Q400 turboprop Jan Jasinski Photo Canadair Regional Jet (CRJ) maiden flight, 1991 Bombardier Photo Air Canada Express CRJ Michael Durning Photo Dash 8 Q100/Series 100 Michael Durning Photo Airbus A220-300 (formerly Bombardier C Series CS300) Airbus Image From triumphant highs to desperate lows, Bombardier’s commercial aircraft story has forever changed the Canadian aerospace landscape. BY KENNETH I. SWARTZ R O L L E R - C O A S T E R R I D E THE RISE & FALL of Bombardier Commercial Aircraft A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 35 CRJ1000 NextGen Bombardier Photo Bombardier C Series unveiling Patrick Cardinal PhotoBombardier CL-415 amphibious aerial firefighter S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 36 INDUSTRY INSIGHT Bombardier Commercial Aircraft he rise and fall of Bombardier as the world’s third-largest commercial aircraft manufacturer is an important roller-coaster of a story that is still reverberating throughout Canada’s aerospace industry. Pinnacles during the erratic ride included first flights of eight new commercial aircraft models between 1991 and 2015, multi-billion-dollar aircraft exports, high production rates, good profits, and the flawless entry into service of the new generation C Series passenger jet. The low points included the loss of market share to competitors, production drops, financial losses, and the $6 billion price tag to develop the C Series – which almost killed Bombardier as a company. On the 33-year journey, the commercial aircraft business provided thousands of good paying jobs and the CRJ (Canadair Regional Jet) became one of the top selling commercial jets of all time. But this roller-coaster ride of an aviation story has now come to an end. (The author foresaw such a scenario in “Regional Tipping Point?” published in Skies about 20 months ago.) Bombardier Commercial Aircraft has been broken up, with Airbus buying the C Series program in June 2018, Longview Aviation Capital Corp. buying the Q400 Dash 8 program in June 2019, and Mitsubishi Heavy Industries buying the CRJ program in a deal expected to close by mid-2020. This represents a major restructuring of the Canadian aerospace industry that will impact thousands of highly skilled aerospace workers across Canada and the world. Here is an in-depth look at the commercial aircraft programs now moving to new owners. BOMBARDIER DIVERSIFIES Bombardier produced its first commercial snowmobile in 1937, introduced the Ski- Doo in 1959 and expanded into the mass transit business in 1974. The Liberal government of Pierre Trudeau acquired de Havilland Aircraft of Canada Limited (DHC) from Hawker Siddeley in 1974 and Canadair from General Dynamics in 1976, funding the development of the Dash 7, Dash 8 and Canadair Challenger. In 1986, the new Conservative government of Brian Mulroney decided to exit the aircraft manufacturing business by selling Canadair to Bombardier and de Havilland Canada to Boeing. In 1989, Bombardier acquired Short Brothers from the U.K. government and then, in 1990, Learjet. Finally, it acquired DHC from Boeing in 1992. This series of purchases gave Bombardier a strong portfolio of business aircraft (Challengers and Learjets), regional aircraft (Dash 8s and Shorts 330/360), aerial firefighters (CL-215), military trainers (Shorts Tucano) and transports (Shorts C-23 Sherpa) – all of which needed to be renewed. Bombardier president Laurent Beaudoin hired executives with aviation and/or government experience to lead the aerospace business and secure government support for new aircraft programs. CANADAIR REGIONAL JET The first new aircraft conceived under Bombardier ownership was the 50-seat Canadair Regional Jet (CRJ). The CRJ capitalized on the increased competition between major airlines at the feeder level, the range limitations of turboprops, a public preference for turbofan T A u g u s t / S e p t e m b e r 2 0 1 9 S K I E S M AG .C O M 37 aircraft, and the lower cost of developing an airliner based on an existing business jet (CL-600 type certificate), rather than investing hundreds of millions of dollars in a clean sheet aircraft design. The Canadair Regional Jet Series 100 aircraft was launched on March 31, 1989, with orders for 56 aircraft and six options. One of those original customers was DLT of Cologne, Germany, which in March 1992 was renamed Lufthansa CityLine, becoming a wholly owned subsidiary of Lufthansa in 1993. The prototype CRJ was rolled out with great fanfare at Montreal’s Dorval Airport on May 6, 1991, before 1,800 employees, guests, politicians, customers and media (including the author). It flew for the first time four days later on May 10, 1991. BOMBARDIER BUYS DE HAVILLAND CANADA In January 1992, employees at DHC rejoiced when Bombardier and the Ontario government jointly bought the company for $100 million from The Boeing Company. The NDP government in Ontario stepped forward to buy 49 per cent of DHC to protect the aerospace industry in Toronto and support the diversification of the company and the development of new aircraft. To generate work, the Toronto plant was initially contracted to convert CL-215 waterbombers into CL-215T turboprops and paint new CRJ100s off the Montreal production line. Later, Bombardier selected Toronto to assemble the long-range Global family of business jets and build the wings for the new Learjet 45, assembled in Wichita, Kan. BOMBARDIER REGIONAL AIRCRAFT DIVISION In 1992, the Bombardier Regional Aircraft Division (BRAD) was created to combine the airline sales, marketing and contracts teams for the Dash 8 and CRJ. For the first 20 years, Bombardier’s sales, marketing and strategy team – responsible for the phenomenal sales success of the CRJ and Dash 8 – was based in Toronto, and later at international offices. Montreal became the headquarters for the Bombardier Business Aircraft Division (BBAD), which led the marketing, completion de Havilland Aircraft of Canada Ltd (DHC) established near Toronto 1928 First 37-seat Dash 8 Series 100 enters service with NorOntair in December 1984 Prototype CRJ rolled out at Montreal-Dorval factory in May 1991 Canadian government buys DHC and funds Dash 7 and Dash 8 development 1974 First 50-seat Dash 8 Series 300 enters service with Time Air in February Bombardier buys Short Brothers in the U.K. 50-seat Canadair Regional Jet (CRJ) launched 1989 Bombardier’s Cartierville Airport closed for redevelopment 1993 70-seat CRJ700 launched 1997 1944Canadair formed at Carterville, Que., to take over Canadian Vickers Ltd.’s PBY-5 aircraft contract 1986Canadian government sells Canadair to Bombardier and DHC to Boeing 1977Canadian government buys Canadair and funds Challenger development 1990Bombardier buys Learjet in the U.S. 1995First Dash 8 Series 200 delivery in April 70-seat Dash 8 Series 400 (Q400) launched 1998Bombardier studies 90-seat BRJ-X Final assembly of Bombardier 415 waterbomber moved from Montreal-Dorval to North Bay, Ont. Dash 8 rebranded the Q Series (Q for “Quiet”) in 1998, following introduction of a noise and vibration suppression system to reduce cabin noise (Continued on p.33) Family photo: Bombardier’s product strategy was to develop complementary families of Dash 8 turboprops and CRJ regional jets — and later the C Series airliner — and then let an airline decide what aircraft best suited their routes and passengers. Bombardier Image BOMBARDIER COMMERCIAL AIRCRAFT MILESTONES 1992Bombardier (51%) and the Ontario government (49%) buy DHC from Boeing Bombardier Regional Aircraft Division formed with headquarters in Toronto First 50-seat CRJ enters service with Lufthansa CityLine in November First Q400 delivered to SAS Commuter Bombardier shelves proposed BRJ-X; launches 84-seat CRJ900 2000 2001First CRJ700 delivered to Brit Air in January Bombardier opens CRJ700/ 900 factory at Mirabel 2002 2003First CRJ900 delivered to Mesa Air Group in January Bombardier celebrates delivery of 1000 th CRJ in December S K I E S M AG .C O M A u g u s t / S e p t e m b e r 2 0 1 9 38 INDUSTRY INSIGHT Bombardier Commercial Aircraft and support of the Learjet and Challenger aircraft, as well as the ultra-long-range Global Express, announced at the 1991 National Business Aircraft Association convention. BRAD and BBAD (later BCA and BBA) remained separate organizations optimized to sell different kinds of aircraft to very different kinds of customers, but both relied on Bombardier’s company-wide engineering and manufacturing organization. CRJ ENTERS SERVICE The first 50-seat Bombardier CRJ100 aircraft was handed over to Lufthansa CityLine in October 1992. It entered revenue service between Frankfurt, Germany, and Barcelona, Spain, on Nov. 2, marking the dawn of an exciting new chapter in aviation history. The first customers for the 50-seat CRJ in the United States were Comair Airlines and Skywest Airlines, two independent regional airlines that were part of the Delta Connection franchise. Air Canada purchased 50-seat CRJs to expand its U.S. trans-border network before “Open Skies” was implemented. NEW REGIONAL AIRCRAFT FAMILIES The regional airline industry boomed in the 1990s as mainline airlines utilized smaller regional aircraft to expand hub and spoke networks. Competition for this airline business was fierce, since there was a wide range of turboprops and regional jets to choose from, including models by Bombardier (Canadair, de Havilland and briefly Shorts), ATR, Beech, British Aerospace (BAE 146 and Jet Stream), CASA, Embraer, Dornier, Fairchild, Fokker, and SAAB. (In 2019, only Q400 owner Longview Aviation and ATR survive.) Bombardier had a four-year head start with regional jets, but then Embraer entered the market when launch customer E