Skies Magazine February/March 2020

AN MHM PUBLISHING MAGAZINE // FEBRUARY/MARCH 2020 S K I E S M A G . C O M CANADA’S AVIATION & AEROSPACE AUTHORITY A L S O Electri-Flying WHAT’S NEXT FOR THE DHC-2 BEAVER ‘ePLANE?’ Alone in the Air MEET DAVE OLESEN, THE TEXTBOOK DEFINITION OF NORTHERN BUSH PILOT WestJet Primed to Compete CEO ED SIMS TALKS WITH SKIES ABOUT POST-ONEX OPPORTUNITIES Stylish Versatility COME ALONG AS WE FLY DAHER’S KODIAK 100 ON AMPHIBIOUS FLOATS Hot Wings CONAIR GROUP PREPARES FOR THE FUTURE OF AERIAL FIREFIGHTING C O V E R S T O R Y The A220 in Canada AIR CANADA WELCOMES C-GROV TO THE FLEET 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 TRY OUR SISTER PUBLICATIONS: SKIES | RCAF TODAY skiesmag.com INSIGHT insightmagonline.com VERTICAL | VERTICAL VALOR verticalmag.com 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 Conrad Hatcher, Brent Jang, Tony Kern, Frederick K. Larkin, John Montgomery, Heather Parker, Ken Pole, Howard Slutsken, Chris Thatcher, Glen Whitney PHOTOGRAPHERS Tom Banse, Jeff Bough, Desiree T. Bourdon, Patrick Cardinal, John Chung, Ethan Delichte, Louis-Philippe Dube, Eric Dumigan, Stephen M. Fochuk, Celian Genier, Craig George, Rinat Haque, Frederick K. Larkin, Brian Losito, Scott McGeachy, Heath Moffatt, Chad Morrison, Kristen Gilbertson Olesen, Terry Pierson, Michael Piper, Tom Podolec, Damien Rembert, William Filion Sauro, Howard Slutsken 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 2020 MHM Publishing Inc. Canadian Publication Mail Agreement Number: 40741549 Postmaster: If undeliverable, return mailing label only. Printed in Canada 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. Skies Daily Stay current with Skies Daily, our free e-newsletter that delivers the latest aviation news to your inbox every weekday. Sign up today at SKIESMAG.COM/SUBSCRIBE. Let’s Connect FEBRUARY/MARCH 2020 VOLUME 10, ISSUE 1 SKIESMAG.COM February/March 2020 7 CERTIFIED OUTPERFORMANCE. LEAD THE WAY NOW. Unprecedented performance. Industry-leading technology. Exceptional comfort. Now certified. The Praetor 500 and the Praetor 600 are the world’s most disruptive and technologically advanced midsize and super-midsize business jets. Both have record-breaking, best-in-class range. Enviable performance in challenging airports. Full fly-by-wire with turbulence reduction capabilities. Unparalleled comfort in a six-foot-tall, flat-floor cabin. Ka-band home-like connectivity. Power the future. Take command. Lead the way – now. Learn more at executive.embraer.com. L E ADING THE WAY SKIESMAG.COM February/March 2020 8 COLUMN | FROM THE EDITOR LISA GORDON Lisa Gordon is editor-in-chief of Skies magazine, Canada’s largest and most-read aviation industry publication. Contact her at lisa@mhmpub.com. Living in uncertain times s I write this, the first month of our brand new decade is in the history books. So far, 2020 has been anything but dull. Collectively, we’ve stepped off the brink into a year where uncertainty and excitement are like twins competing for parental attention. The 2019 Novel Coronavirus, first identified in China in late December, continues to gain momentum. On Jan. 30, the World Health Organization (WHO) declared the outbreak a global public health emergency as the number of cases continued to multiply at an astronomical rate. Efforts to contain the virus are sending shockwaves through the aviation industry, as one airline after another suspends service to China. As of Feb. 2, the Public Health Agency of Canada was leading the charge at Canada’s biggest international airports (Toronto, Montreal and Vancouver), where passenger screening measures had been increased and public information was being disseminated about what to do in the event of illness. Also on Feb. 2, the federal government announced it had chartered a plane that would deploy to Hanoi, Vietnam, where it would await clearance to land in Wuhan, China. There, it was to pick up Canadian citizens looking to flee what is known as Ground Zero of the coronavirus outbreak. Global News reported on Feb. 2 that as many as 543 Canadians in China had registered with consular officials, and 325 of those were asking for help to get out of the country. Once the chartered government aircraft leaves China, it will reportedly deliver its passengers to CFB Trenton, Ont., where they will be kept under observation for two weeks. Meanwhile, uncertainty hangs like a shadow over The Boeing Company, which continues to struggle with the task of returning its 737 Max family to the air. With new president and CEO David Calhoun at the helm, Boeing has promised complete transparency moving forward. On Jan. 29, the aerospace giant reported its first full- year net loss in more than two decades. But that $636 million loss is nothing compared to the astronomical $18.4 billion price tag that has been affixed to the 737 Max grounding as a whole. With the Max targeted to return to the air in mid-2020, Boeing is hoping it is on the brink of recovery from what is likely the worst crisis in its 103-year history. Not to be outdone when it comes to uncertainty, Bombardier released a dismal preliminary fourth quarter and full year financial report on Jan. 16. In it, the Montreal-based OEM said it is “reassessing” its future partnership with Airbus to produce the A220 airliner. Bombardier – which has systematically been selling off its commercial aviation assets in order to focus on making business jets and railcars – promised to provide more information on Feb. 13 when it releases its final financial report. In the meantime, news broke on Feb. 4 that Bombardier was reportedly in talks to sell its business aviation unit to rival Textron Aviation. Further details were not available at press time. On a more positive note, proponents of electric commercial aviation are feeling even more certain about the concept after Vancouver-based Harbour Air and MagniX logged the successful first flight of an electric-powered DHC-2 Beaver in December. The feat attracted worldwide attention and Harbour Air CEO and found- er Greg McDougall told Skies he doesn’t feel it will be too hard to achieve certifica- tion by demonstrating the electric propul- sion system “is as safe or better than the technology we’re currently using.” There’s no doubt this decade will bring further milestones as battery technology continues to evolve, and smaller and lighter units will open the door to even more exciting possibilities. Also on the West Coast, folks at 19 Wing Comox, B.C., are most certainly happy about the arrival of the Airbus CC-295 aircraft maintenance trainer (AMT), a plane that will be used to instruct Royal Canadian Air Force maintainers on Canada’s new fixed-wing search and rescue platform. This program milestone is significant, and will help Comox build capability ahead of the first aircraft’s arrival mid-year. Finally, mankind is on the brink of travelling further into space than ever before with the Lunar Gateway. Led by the U.S., Canada is participating in this project which will see the construction of a space station in the lunar orbit. Our task is to build the Canadarm3, a smart robotic system that will be capable of “manning” the Lunar Gateway even when humans are not present. The first module of the project – which will one day be a stepping stone to Mars – is set for completion in 2022 and the new space station will be in operation by 2026. Exciting, indeed! Amidst all the uncertainty 2020 has brought so far, we at Skies are sure of one thing: There is no shortage of amazing stories being generated by all of you in Canadian aviation and aerospace. We’re privileged to tell them. A “Amidst all the uncertainty 2020 has brought so far, we are sure of one thing: There is no shortage of amazing stories being generated by Canadian aviation and aerospace.” SKIESMAG.COM February/March 2020 9 SKIESMAG.COM February/March 2020 10 COLUMN | IN THE JUMPSEAT GLEN WHITNEY & HEATHER PARKER Glen Whitney is senior air investigator and Heather Parker is senior human factors investigator at the Transportation Safety Board of Canada (TSB). Aiming higher: Promoting safety in air taxi operations he air taxi sector provides a diverse array of aerial services to Canadians. Whether it be transporting patients to hospitals, providing search and rescue support, or delivering food, equipment, and passengers to small communities, the vital air links developed by this aviation sector have helped Canada build and sustain its population. However, there is also a more troubling side to the sector: the air taxi segment has more accidents, causing more fatalities, than all other sectors in commercial aviation in Canada combined. UNDERSTANDING THE PROBLEM To determine the underlying reasons for such an elevated toll, the Transportation Safety Board of Canada (TSB) conducted a four-year study of air taxi operations in Canada. We examined over 700 occurrences, analyzed approximately 300 hours of recordings, and interviewed 125 individuals from the air taxi sector and from Transport Canada. By interviewing such a wide segment of the industry — people whose backgrounds included medevac, floatplane and helicopter operations — we determined that the answer was partly because of the nature of the work. This wasn’t that surprising; air taxi pilots often have no set schedule and fly into remote areas in uncontrolled airspace with few or no aerodromes; flights tend to be shorter, resulting in more takeoffs and landings; and weather exposes smaller aircraft to challenging work conditions, as these aircraft typically fly at lower altitudes and over rugged, coastal, or northern topography. But the larger reason for so many accidents boils down to two things: an acceptance of unsafe practices, and the inadequate management of operational hazards. Simply put, certain practices have become accepted as the “normal” way to conduct business. As these unsafe practices become more ingrained in the culture of the sector, and as flights are carried out successfully (though not necessarily safely), the associated risks become just “part of the job,” and therefore difficult to detect and reduce. BALANCING COMPETING PRESSURES Like any business, air taxi operators face competing pressures — pressures that they must balance in order to deliver a service, stay safe, and also stay economically viable. But those pressures are always shifting, pushing operations toward certain boundaries (see Figure 1). In the first two frames, you can see the three competing pressures, and what operations look like when they are in relative balance. In the third frame, you can see that the pressures are out of balance, and the flight is operating at the margin of safety, where there is an increased risk of an accident. In the final frame, the flight is operating outside of the safety margin, where the likelihood of an accident is greatest. NEW TSB RECOMMENDATIONS To increase the safety pressure, the TSB issued four new recommendations in its report on air taxi safety. The TSB recommended that: • Transport Canada (TC) collaborate with industry associations to develop strategies, education products, and tools to help air taxi operators and their clients eliminate the acceptance of unsafe practices; • industry associations promote pro- active safety management processes and safety culture with air taxi opera- tors to address the safety deficiencies identified in this safety issue investi- gation through training and sharing of best practices, tools and safety data specific to air taxi operations; • TC review the gaps identified in this safety issue investigation regarding Subpart 703 of the Canadian Aviation Regulations and associated standards, and update the relevant regulations and standards; and • TC require all commercial operators to collect and report hours flown and movement data for their aircraft by Canadian Aviation Regulations subpart and aircraft type, and that TC publish those data. If Transport Canada and industry take action on these new recommendations, as well as an additional 22 TSB recommenda- tions previously aimed at this sector, that will go a long way to raising the bar on safe- ty for the air taxi industry in Canada. T Figure 1. Competing pressures facing air operators. SKIESMAG.COM February/March 2020 11 Seneca and Jazz Aviation are proud partners producing industry leading professional pilots. SKIESMAG.COM February/March 2020 12 COLUMN | VIEW FROM THE HILL KEN POLE 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. The cannabis conundrum: Are ‘edibles’ a dopey idea? o be clear off the top: Yes, I have smoked marijuana. Decades ago and only once, it happened at the end of a long day on a federal election campaign media bus. Someone produced a joint at the end of a long day and “when in Rome. . . .” In hindsight, it was a dopey move – pun intended. I wasn’t a smoker and the next day, my throat felt like I’d been chugging razorblades. I haven’t touched it since. Another confession: I did try a briar pipe in my youth, hoping to look intelligent. Friends and family said it didn’t work! Seriously, while society as a whole continues to wrestle with the persistent challenge of alcohol abuse, we now add cannabis to the list of things to avoid when climbing into an aircraft’s cockpit or cabin as well as when doing maintenance work, etc. It’s especially problematic with the advent of “edibles” such as cookies and chewable candies which contain THC. That doesn’t stand for “The Healthy Choice” and it is not a candidate for the Canada Food Guide. Rather, it’s tetrahydrocannabinol, the tongue- and mind-twisting psychoactive element in marijuana which acts much like the body’s natural cannabinoids. THC attaches to cannabinoid receptors in areas of the brain associated with, among other things, pleasure. Hence “getting high.” But it also can induce hallucinations and delusions as well as potentially impairing motor skills for several hours after an “edible” intake. The U.S. National Highway Traffic Safety Administration reports that as a psychoactive substance, THC is second only to alcohol detected in motorists – but unlike alcohol, it so far is hard to “breathalyze.” Checking a smoker can be straightforward because that form of cannabis tends to stink. Not so much the flood of other ingestibles which are now legal in much of Canada but are, parenthetically, an issue when entering the U.S. or the dozens of other countries which maintain a hard line on drugs of any kind. As people become more accepting of cannabis, they should know that edibles can have quite different effects compared to smoking a joint. Rather than resulting in an immediate hit through the lungs, it can take much longer to manifest itself as it travels through our gut, and the effects can be persistent. That’s bad enough in a car and even worse when there are only two wheels and two dimensions to manage. Aircraft and airport operations obviously take it, literally and figuratively, to a whole other level. It’s seven months or so since Transport Canada addressed the issue in an Aviation Safety Letter, in which it set out a policy prohibiting flight crews and con- trollers from consuming cannabis for at least 28 days before going on duty. Built on a Canadian Aviation Regulations fitness for duty requirement and based on “the best available science,” the Transport directive does not preclude operators imposing even stricter rules. So, with that in hand, I asked the Canadian Air Transport Security Authority (CATSA), the Air Canada Pilots Association (ACPA) and Transport for a sitrep. My principal question was whether there have been any disciplinary actions not only against air crews but also ground employees and high-flying passengers. CATSA, to give it its due, is not mandated to confirm “impairment of passengers or airport workers.” It pointed out in an email that its priority is “the highest levels of security” for travellers. However, when staff do encounter “problematic” passengers or airport workers, “they are trained to handle these situations in order to proceed with the screening process.” If a situation can’t be “defused,” it added, police and/or the carrier are called in and when something that’s outright illegal is involved, just the police. ACPA’s response was minimal. “As the policies/procedures surrounding cannabis and flight crews originate with Transport Canada and Air Canada, they are best positioned to comment if you have not reached out to them already.” I had. Transport pointed me back to the June 2019 policy which, it said, “supports safe recruitment into and return to flying through successful treatment of Substance Use Disorders and other health conditions previously treated with cannabis.” It also pointed out that civil aviation medicine only tests for drugs when diagnosing and treating conditions such as the aforementioned disorders. That said, “no enforcement measures have been taken to date since the . . . policy came into effect.” Hopefully, it’ll remain that way because the obvious long-term risk clearly isn’t worth a short-term reward, no matter the form in which the stuff is ingested. T ‘Cannabis use is especially problematic with the advent of “edibles” such as cookies and chewable candies.’ SKIESMAG.COM February/March 2020 13 NEW AUTO-THROTTLE - Photo Airborne Films THE FUTURE IS AUTOMATION T he T BM 94 0 introduces new levels of safe t y, per formance and reliabilit y for the ultimate owner ship ex perience. A s the fir s t airplane in its categor y with fully-integrated au to throt tle and automated icing de tec tion, the T BM 94 0 earns its place as the top member of Daher ’s ver y fas t turboprop aircraf t produc t line – which is preferred by av iator s ever y where. Speak to a Daher TBM expert: Columbia Aircraft Sales (Eastern Canada) Ken Dono - Tel: (860) 941-1813 email: kdono@columbiaaircraftsales.com www.columbiaaircraftsales.com Crafted for aviators SKIESMAG.COM February/March 2020 14 COLUMN | FOCAL POINTS TONY KERN Tony Kern is one of the world’s leading authorities on human factors in aviation. A former lieutenant colonel in the U.S. Air Force (USAF), he served as chief of the USAF Human Factors Steering Group and has authored eight books on professionalism inside and outside of aviation. Professional rebirth Do you remember what it felt like when you became a member of this industry?” It’s a question I routinely ask audiences to expose the gap in passion between our formative days and … sometime later. I usually follow up by asking them to think of two or three times when they felt most alive and fired up about their profession. The answers are varied, but tend to run in three directions. The first is a tough challenge overcome. Perhaps an emergency well handled, or an unpopular decision that turned out to be the right one – in other words, competence and courage under pressure. The second invariably is about taking someone under their wing and becoming a mentor, supporting a person who was struggling and helping them to regain their footing. The third is a bit more vague, but I would use the words turning point, representing isolated events when something happened that changed our professional direction. Over the holidays, I sat and pondered these questions about my own journey. I ended up behind door number three – the turning point. I’d been a jet jockey for Uncle Sam for a dozen years when it happened. On a routine night training sortie, two of my former students misdiagnosed a high-speed buffet as a stall indication, and executed a perfect staff recovery into the mountains of southern Texas on a moonless night. I had lost friends before, but this one was more personal. Deep reflection led me to change my focus from tactical excellence to human factors; and as a form of therapy to overcome the event, I began to write. A line from the foreword of my second book, Flight Discipline, sums up the “why” behind my new direction. “I’ve been to too many funerals.” Fast forward two decades, and I’ve worked with scores of aviation companies and addressed tens of thousands of industry professionals. Fatal mishaps are now rare (although still occurring too frequently). Now, it’s not the physical deaths that haunt me. It’s something more sinister and less visible: the slow death of passion, and along with it professionalism, for many in our industry. Don’t read me wrong here; the influx of young professionals has given our indus- try a much-appreciated breath of fresh air and enthusiasm. But the greybeards among us know that they are entering at a perfect time. Wages are up, the economy is booming, and upgrades and promotions are fast. We also know that our industry runs in cycles, and the good times are not guaranteed to last. So, I believe now is the time for the totality of the aviation world to recommit, fuel our passion, and achieve the levels of professionalism we will need when the wheel turns next. To do so, let’s take the historical wisdom offered by advice from the field at the top of this article. 1. Be ready for the tough challenge. We’ve heard from those who cite this event – when handled successfully – as a moment when the passion returned and they felt most alive. But they also tell us that readiness is a combination of serious preparation and constant vigilance. Take your training seriously, and learn from every flight hour you log (or your non- pilot equivalent)! 2. Take someone under your wing. As I state repeatedly in Going Pro, the door to the highest levels of professionalism only open in one direction – outward. Once you have mastered the art of honest self- assessment and routine continuous improvement, share this skill with others. Go out of your way to assist someone who is new, different or struggling. The authentic joy you feel when you help someone else provides a booster shot of passion. Mentorship can become addicting in a very good way, leaving a piece of your legacy in everyone you influence and creating a professional ripple effect of which you may never know the true impact. 3. Recognize and leverage turning points. When I share my story, the loss of two former students is a clear and unmistakable turning point. But turning point opportunities abound in our industry. Do I accept the position as a safety officer I’ve been offered? Change equipment? Take a risk and move to a new domicile to advance my career? Do I take night classes to gain a new skill or certification? Almost any choice that causes you to stop and reflect is a potential turning point capable of fuelling your passion. At the dawn of a new decade, let’s make 2020 count by rediscovering the joy of our industry and raising the bar of professionalism across the board! Work smart, stay safe. “ “The authentic joy you feel when you help someone else provides a booster shot of passion.” SKIESMAG.COM February/March 2020 15 HERE’S A RECAP OF OUR 10 MOST POPULAR ONLINE STORIES SINCE OUR LAST PRINT EDITION WAS PUBLISHED. TOP 10 BATTLE CONTINUES OVER COCKPIT VOICE RECORDER DATA OF FLIGHT AC 624 Legal battles surround an Airbus A320-211 cockpit voice recorder nearly five years after the aircraft crashed in Halifax. 1 SAAB GRIPEN E: DARK HORSE Saab firmly believes it has a compelling offer to make in Canada’s procurement program to replace its aging fleet of CF-188 Hornets. 2 QUIET CEREMONY MARKS FIRST DELIVERY OF RCAF CC-295 The Royal Canadian Air Force took delivery of its first Airbus CC-295 fixed-wing search and rescue aircraft on Dec. 18. 3 AVIATION COMMUNITY SAYS GOODBYE TO FERN VILLENEUVE Lt. Col (Ret.) Joseph Armand Gerard Fernand “Fern” Villeneuve, first leader of the RCAF Golden Hawks, passed away on Dec. 25, 2019. 4 MEET CAPT JUDY CAMERON, AIR CANADA’S FIRST FEMALE PILOT Cameron was hired as Air Canada’s first female pilot and began as a second officer on the Boeing 727 at the age of 23. 5 BOMBARDIER CONTEMPLATES LEAVING A220 PROGRAM Bombardier has warned investors that it may exit its joint venture with Airbus to produce the A220. 6 LONGVIEW POSITIONING TO BE INNOVATION LEADER The company is examining possible opportunities to modernize its 23 aircraft types. 7 REMEMBERING AVIATION LEGEND RUSSELL BANNOCK Bannock’s legendary contributions to Canadian aviation are without parallel and his loss is sorely felt across the industry. 8 AIR CANADA INTRODUCES ITS INNOVATIVE INSURGENT: THE AIRBUS A220 In early January, Air Canada gathered media and guests to unveil its new, Canadian-made Airbus A220. 9 MAX DISRUPTION: HOW THE 737 MAX GROUNDING HAS AFFECTED CANADIAN OPERATORS The three Canadian airlines operating the Boeing 737 Max have learned to be flexible since the aircraft’s grounding. 10 WANT DAILY UPDATES? SKIESMAG.COM/SUBSCRIBE Get your FREE Skies Daily subscription to get the most up-to-date industry news and press releases, every weekday, delivered straight to your inbox or smartphone. READ MORE ONLINE AT SKIESMAG.COM With Onex’s acquisition of WestJet in the rearview mirror, Ed Sims is concentrating on developing the airline’s transborder and transatlantic market share. BRENT JANG | AIRLINE NEWS When Onex Corp. completed its $3.5-billion acquisition of WestJet Airlines Ltd. in December, it marked a major milestone in the carrier’s history. The Toronto-based private equity firm, led by billionaire Gerry Schwartz, paid $31 a share for Calgary-based WestJet. Including the assumption of WestJet’s $1.5-billion in debt, the enterprise value of the transaction totals $5 billion. WestJet chief executive officer Ed Sims, who leads the airline with 14,000 employ- ees, said he’s looking forward to collabo- rating with Onex. “These are deeply intellectual people who are going to add an awful lot of structuring and financial horsepower to the capability we already have in the organization,” said Sims in an interview with Skies. “It’s a formidable combination to bring these two organizations together.” Sims, who was born in Wales, has an eclectic background. He graduated with a degree in English from Oxford University in 1985 and has worked in the tourism and aviation sectors for more than 30 years, with experience in Britain, Europe, Australia and New Zealand before arriving in Canada. Sims left air navigation service provider Airways New Zealand to join WestJet in May 2017 as commercial vice-president. He has been WestJet’s CEO since March 2018, taking over from Gregg Saretsky, who had served in the top job for almost eight years. WestJet has steadily expanded from hum- ble beginnings, launching with three used Boeing 737-200s in February 1996, and staffed by employees called WestJetters. Today, WestJet not only has its mainline SKIESMAG.COM February/March 2020 16 LIFT OFF: Boeing’s 777X logs a successful first flight. PRIVILEGED? Battle continues over CVR data from AC 624. DELAYED: Snowbirds team deals with 2020 training delays. AVIATION INDUSTRY NEWS Briefing Room The addition of Boeing’s twin-aisle 787 Dreamliner in 2019 meant WestJet could make plans to start competing aggressively overseas. Rinat Haque Photo on ‘competing hard’ WestJet CEO focused WATCH THE VIDEO HERE operations, but also oversees regional flights through Encore and Link, as well as discount carrier Swoop. The 737-200s in a single-class cabin are long retired, but newer versions of the sin- gle-aisle 737 aircraft continue to serve as the airline’s workhorses. After concentrating on Canada for its first eight years, WestJet branched out into the United States in 2004. Over the years, Canada’s second-largest airline added turboprops to its regional fleet, notably the Bombardier Q400 (now known as the De Havilland Dash 8-400). The addition of Boeing’s twin-aisle 787 Dreamliner in 2019 meant WestJet would make plans to start competing aggressively overseas, including on routes where Air Canada and foreign rivals have been flying with varying degrees of success. WestJet’s expansion has been bolstered by its rewards program and credit card affiliation that targets frequent fliers will- ing to pay for premium class seating. “The network that we fly, if I think of the 42 cities that we now serve in Canada and 27 cities we now fly in the U.S., the network itself is more business and more premium-oriented,” said Sims. WestJet’s fleet includes Boeing next-gen- eration (NG) aircraft such as the 737-700 and 737-800. “We now carry what I would call a premium economy rather than a busi- ness-style service on board all of our NGs, as well as the new Maxes.” The grounding of Boeing’s 737 Max jet program in March 2019 created significant scheduling complexities for carriers worldwide, and WestJet was no exception. WestJet had been operating 13 Boeing Max 8 planes before the ground- ing, which followed two deadly crashes within a five-month span. “Lesson number one for us has been just how challenging it is to get the world’s regulators on the same page,” said Sims. “This is not the first time an aircraft type has been grounded. But it’s the first time an aircraft type has been grounded in the era of social media.” On Jan. 21, WestJet announced it had removed the Max from its flight schedule through to June 24, 2020. This adjustment was made following a statement by Boeing in which the OEM revised its service re-en- try estimate to mid-2020. WestJet said it has managed to complete more than 98 per cent of its planned departures even while its 13 Max aircraft have remained parked. For his part, Sims is focused on the path ahead after WestJet faced an array of labour issues amid unionization drives over the past couple of years. “I’ve had a lot of time in heavily unionized environments in other airlines and I see a fantastic opportunity to move away from discussing issues that divide us to actually negotiating on the interests that unite,” said Sims. “The potential for unions to attract their members and the potential for WestJetters to feel 100 per cent comfort- able, and no sense of misalignment of being part of a union and being a loyal WestJetter – that has taken us some time.” The Canadian Transportation Agency gave regulatory approval to Onex’s WestJet pur- chase in December, reminding the private equity firm to stay onside with require- ments that WestJet and Swoop continue to adhere to Canadian ownership rules. Non- Canadians are allowed to own up to 49 per cent of the voting interests in a Canadian carrier, and a single foreign investor is allowed to own a maximum of 25 per cent. Chris Murray, an analyst with AltaCorp Capital Inc., said the CTA’s insistence on regulatory compliance, including the composition of Onex’s board of directors, doesn’t appear onerous. Sims said WestJet will be competing hard in 2020, hoping to increase its market share among air passengers. Its domestic slice of the pie has been around 34 per cent recently, while nearly 20 per cent on transborder into the United States and less than 10 per cent on transatlantic. “We’re now carrying one in three Canadians on our domestic services, and we carry a significantly lower share of Canadians on transborder services and lower again on transatlantic,” said Sims. “Our vision under Onex is that we can match our transborder and our transatlantic share, to be lifted to those levels of domestic,” he said. “I think that’s a huge opportunity.” SKIESMAG.COM February/March 2020 17 WestJet CEO Ed Sims. WestJet Photo ITPS lands second COMAC contract London, Ont.-based International Test Pilots School (ITPS) recently won its second consecutive contract to train test pilots for the Commercial Aircraft Corporation of China (COMAC) through 2020 and 2021. ITPS has also provided consulting services in preparation for the first flight of the COMAC C919 and is currently contracted to provide support in China for current Flight Test Center of COMAC (FTCC) flight test programs. “Graduates of the ITPS test pilot and flight test engineer courses in London will participate in the flight testing of the C-919 and, eventu- ally, the CRAIC CR929 widebody airliner, COMAC’s joint venture with Russia’s United Aircraft Corporation,” said ITPS president Giorgio Clementi. COMAC is the second interna- tional aircraft manufacturer to select ITPS for training its flight test crews, after Airbus chose the school to train test engineers at the London facility in 2017. Additionally, ITPS said it is cur- rently recruiting instructors for a new division, the International Tactical Training Center, which started operations in late 2019 and will be providing fighter lead-in training for 18 Royal Malaysian Air Force students. Fred Hauviller, left, head of training at ITPS, with two COMAC pilots currently enrolled in the one-year Graduate Test Pilot Course and Giorgio Clementi, right, the president of ITPS. ITPS Photo SKIESMAG.COM February/March 2020 18 BRIEFING ROOM | AVIATION INDUSTRY NEWS HOWARD SLUTSKEN | OEM NEWS Boeing’s brand-new 777-9 jetliner took to the air for the first time on Jan. 25 – the largest twin-engine airliner ever – ushering in efficiencies for its airline customers, and improvements in the passenger experience. The plane’s maiden flight was three hours and 51 minutes in duration, with pilots reporting the 777-9 “flew beautifully” during a detailed test plan that exercised its systems and structures. “Today’s safe first flight of the 777X is a tribute to the years of hard work and dedication from our teammates, our suppliers and our community partners in Washington state and across the globe,” said Stan Deal, president and CEO of Boeing Commercial Airplanes. The first of four dedicated 777-9 flight test airplanes, WH001 was set to undergo testing before flights resume. The 777-9, the first of the new 777X series, will seat between 400 and 425 passengers, and fly up to 14,000 kilometres. The 77-metre-long twin- aisle jet is powered by two new massive General Electric GE9X turbofans. Each generating 105,000 pounds of thrust, the 3.4-metre-diameter GE9X is the largest turbofan engine ever created and was specifically designed for the 777X. The huge aircraft’s first flight was delayed by six months when testing uncovered an issue with a component of the GE9X, requiring the redesign of a compressor stator. With an all-new wing, new engines and updated systems and flight deck, the 777X is nearly an all-new aircraft, and just shares the 777 designation with its successful predecessor that first flew 25 years ago, in 1994. Larger windows, lower cabin pressurization, enhanced lighting, and bigger overhead bins are some of the features that passengers will find in 777X, its biggest jet yet First flight for Boeing’s Boeing 777X WH001 made its first flight from Paine Field in Everett, Wash., on Jan. 25, 2020. The flight lasted three hours and 51 minutes. Boeing Photo The 777X’s wingtips fold upwards while the airliner is on the ground, reducing the total wingspan by about seven metres. Howard Slutsken Photo SKIESMAG.COM February/March 2020 19 For m o r e n e w s u p d a t e s , v i s i t SKIESMAG.COM the new wide-body. Boeing re-shaped the fuselage frames of the plane to add about 10 cm of interior cabin width, which could translate to slightly wider seats in a 10-across economy configuration. At a time when it’s becoming a challenge to tell one aircraft type from another at an airport, the 777X will be uniquely identifiable on the ramp. To optimize the new design’s aerodynamic efficiency, the 777X is fitted with an advanced carbon fibre composite wing, with a huge wingspan of almost 72 metres – and the wing has a trick up its sleeve. Just like aircraft carrier-based planes, the 777X’s wingtips fold upwards while the airliner is on the ground, reducing the total wingspan by about seven metres. The wing- fold mechanism shortens the 777X’s wingspan to match that of the current 777-300ER and -200LR, so that the new plane can use existing terminal gates and airport taxiways. The wing-fold process is automated on landing, with the tips folding below 50 knots during the roll-out to reduce workload, before the pilots turn onto a taxiway made for the smaller 777s. Before takeoff, pilots will manually unfold the wingtips, a 20-second long operation that’s supported by an item on the plane’s electronic checklist. Eight airlines including Lufthansa, British Airways, Singapore Airlines and Cathay Pacific have ordered over 300 aircraft, with the first 777-9 targeted to enter service with Emirates in 2021. British Airways has said that the 777-9 will replace that airline’s fleet of large wide-bodies, primarily its aging 747-400s, the “Queen of the Skies.” The 777-9 that now begins flight testing was to be joined by the 777-8, its smaller, but longer-ranged sibling. Seating between 350 and 375 passengers, the 777-8 would be able to fly the world’s longest routes, with a range of over 16,000 km. However, Boeing has frozen the development of the 777-8 until at least early 2021, citing uncertain demand for the jet. Since 1995, over 1,500 Boeing 777s have been delivered to airlines around the world, including more than two dozen to Air Canada. The airline took delivery of its first 777- 300ER in March 2007, and its first long- range 777-200LR in June 2007. With a total fleet of 25 aircraft – 19 777-300ERs and six 777-200LRs – the wide-body jets service high-density and long-range international and domestic routes. Might aviation enthusiasts see a folded- wing 777X in Air Canada colours, taxiing up to a gate at a Canadian airport? Not likely, according to Mark Galardo, vice-president, Network Planning at Air Canada, who said that the current fleet still has lots of flying to do. “We continuously look at all new aircraft and see no need for further adjustments for the foreseeable future. We’re satisfied with our current 777 fleet that hasn’t even hit mid-life yet, and therefore see no changes to this particular fleet.” Other airlines now flying 777s may echo Galardo’s comments, and Boeing might find that to be the biggest challenge facing this enormous new airliner as the airframer tries to best the plane’s incredibly popular predecessor. 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KEN POLE | OEM NEWS As The Boeing Company struggles with arguably the worst crisis in its 103- year history, digging out of a financial black hole left by the worldwide grounding of its popular 737 Max series, its new president and chief executive officer, David Calhoun, remains optimistic about recovery. “We have a lot of work to do,” he acknowledged during a Jan. 29 conference call with industry analysts and media after only 16 days on the job. “I’m confident we’ll manage the situation. . . . We will be transparent in everything that we do.” During the call, the aerospace giant reported a full-year net loss of $636 million, its largest on record and the first in more than 20 years. In addition, Boeing appears to be grappling with issues surrounding other aircraft programs as well, announcing that it plans to slow production of the 787 Dreamliner to 10 per month — down from 12 — next year. Calhoun said in a prepared statement ahead of the call that Boeing is “focused on returning the 737 Max to service safely and restoring the long-standing trust that the Boeing brand represents with the flying public. . . . Safety will underwrite every decision, every action and every step we take.” The global Max fleet was grounded last March after two crashes in five months – October 2018 in Indonesia and March 2019 in Ethiopia – killed 346 people. It has been generally acknowledged that a flight control system software conflict was the underlying cause of the catastrophes. The latest cost of the fleet being grounded and production and deliveries suspended is projected to be $18.4 billion as the Chicago- based OEM waits for regulators to green light the aircraft’s return to service, which Calhoun expects in mid-2020. In the meantime, Boeing is taking on some $12 billion in new debt to support its recovery. A key element of the overall cost of dealing with the Max fallout is $4 billion identified as “abnormal production costs,” most of them to be incurred this year. This includes supporting Max program suppliers. There have been layoffs at some U.S. suppliers with more expected as a return to Max production and deliveries remains stalled. There are more than 600 Boeing suppliers in Canada. “We’re engaged at all tiers of the supply chain and have been for quite some time,” Greg Smith, Boeing’s chief financial officer and executive vice-president of enterprise performance and strategy, added during the call. “It’s in all of our best interests to make sure they are healthy.” Counting on Boeing’s services division and its defence, space and security arm to provide some overall relief from the impact on its commercial aircraft division, Smith pointed out that there is a seven-year backlog of some 4,400 737-family aircraft. However, there’s also the challenge of regaining trust in the Max platform. A Bank of America Merrill Lynch survey of more than 2,000 respondents in December indicated that two-thirds would wait at least six months before flying again in a Max. Some said that if given an option, they would choose another aircraft. “I wish the moment was different, but . . . we will get through this,” Calhoun said, apologizing to the families of the Lion Air and Ethiopian Airlines crashes and adding that he expected to be doing so “many, many” times as the investigations and legal fallout continue. The latest cost of the 737 Max grounding is projected to be $18.4 billion. Boeing Photo transparency in face of $636 million loss Boeing’s Calhoun focused on NEW STANDARD IN SAFETY HOW DID WE MAKE THE NEW M600/SLS THE ? We taught it everything you know. The HALOTM Safety System with Garmin® Autoland—the most groundbreaking advancement in recent general aviation history — does everything you would do when you can’t. After alerting ATC, checking fuel levels and weather, it safely lands the aircraft. In short, it’s as if the controls were still in your hands. See how your highest standards come standard at piper.com/M600sls. Download the Piper App to experience our M600/SLS in flight Download the Piper App to experience our M600/SLS in flight. Contact Aviation Unlimited to schedule your test flight today! Isaac Capua - isaac@aviationunlimited.com | 905 477 0107 | aviationunlimited.com | OEM NEWS Airbus’s long-awaited BelugaXL formally entered into service for the European OEM on Jan. 13. The aircraft is the first of six hefty cargo planes to be introduced to Airbus’s fleet, which will replace the BelugaST that is based on the company’s A300-600. The aircraft are used to carry completed sections of Airbus aircraft from different production sites around Europe to the final assembly lines in Toulouse, France and Hamburg, Germany. The XL is based on Airbus’s A330 and measures seven metres longer than the ST, which the company said provides a 30 per cent increase in transport capacity. The massive freighter can carry two of the A350 XWV’s wings as opposed to only one for the BelugaST. The aircraft measures 63.1 metres long. From the bottom of the fuselage to the top of the cargo hold, it is 18.9 metres high, equivalent to a three- to-four storey building and with a maximum payload of 51 tonnes. The BelugaXL is powered by a pair of twin Rolls-Royce Trent 700 turbofan engines, and it needs all that power to move the 63x8 metre cargo bay – the largest cross-section of any cargo aircraft in the world. With a range of 2,200 nautical miles and a cruising speed of Mach 0.69, the fleet of massive planes is set to fly more than four million miles per year. Aside from the technical aspects, the BelugaXL fully embodies its namesake. The cargo hold and fuselage combined form the shape of a beluga whale, and Airbus really leaned into the design by painting each XL with eyes and a mouth that envelops the aircraft’s cockpit. Its entry into service comes after a five-year development period in which it logged over 200 test flights and received its European Aviation Safety Agency type certification in November 2019, two months before its introduction to Airbus’s fleet. The OEM anticipates all six of the new Belugas will be operational by the end of 2023. SKIESMAG.COM February/March 2020 22 BRIEFING ROOM | AVIATION INDUSTRY NEWS CHARTER JET SALES 954-361-4844 | info@mycorporatejetinc.com | mycorporatejetinc.com We provide a seamless, flexible and confidential private jet service offering unparalleled luxury and convenience. We are Argus Gold rated, a Wyvern Registered Operator and a member of NBAA. Based in Fort Lauderdale, FL, all of our aircraft have all the necessary permits and paperwork to fly to Canada, Mexico and Cuba. FAA Part 135 Air Carrier No. 7MYA813N enters into service Airbus’s BelugaXL The BelugaXL measures 63 metres long and eight metres wide, with a maximum payload of 51 tonnes. Airbus Photo SKIESMAG.COM February/March 2020 23 For m o r e n e w s u p d a t e s , v i s i t SKIESMAG.COM www.prairieaircraft.com 403-286-4277 • sales@prairieaircraft.com CALL US FOR ALL YOUR AIRCRAFT SALES & ACQUISITION NEEDS F E AT U R E AIRCRAFT FOR SALE THE CESSNA 208 THE CESSNA 2082007 • AMPHIB FLOATS • SINGLE POINT • CARGO POD Blackhawk Aerospace Dealer in Canada Dedicated to providing quality workmanship & outstanding customer service for over 40 YEARS • Comprehensive MRO • Structural Repair • Component overhaul specialist • Hydraulic overhaul specialist • Large inventory available Authorized Service Center Contact us to speak with an expert Head Office Gerald Tom (613) 678-3027 gerry@helitradesinc.com Alberta Office Jeff Abbott (403) 912-4658 jeff@helitradesab.com Ontario Office John Belonzo (705) 435-4031 john@helitradesalliston.com helitradesinc.com Precision Aviation Group acquires World Aviation Corporation Precision Aviation Group Inc. has acquired Toronto-based World Aviation Corporation (WAC). WAC specializes in the rewind and repair of rotary and static electrical (air and oil- cooled) generator and motor sub-components. “We are excited about the acqui- sition of WAC,” said David Mast, president and CEO of PAG. “The addition further diversifies our MRO capabilities by expanding our services into electric motor sub-component repairs. Our investment in WAC allows us to provide our customers with expanded support at our repair stations and will vastly increase the number of capabilities we have to reduce the costs associat- ed with providing MRO services to our customer base. “Additionally, WAC expands our footprint in Canada with this sec- ond location in Toronto (PAG also has a location in Vancouver), and we will be able to enhance support of our customer base in this region of Canada. WAC has been a trust- ed supplier to PAG for almost 20 years, and we are excited to bring them on board as part of PAG.” Moty Zeharia, president of WAC, said the company is enthusiastic about joining PAG. “They have been a key customer of ours for a very long time and have been great to work with. Now, as a part of PAG, we will significantly expand our product and service offerings by making significant investments in new products, processes and repair capabilities. We have worked closely with the management team of PAG throughout the acquisition process and believe that this partnership will provide significant benefit to our custom- ers, vendors, and employees.” SKIESMAG.COM February/March 2020 24 BRIEFING ROOM | AVIATION INDUSTRY NEWS Aerial firefighting companies have stepped up to assist Australia in combatting one of its worst fire seasons on record. ROBERT WILLIAMSON | FIREFIGHTING NEWS Firefighters of all stripes face danger on a daily basis. Airborne crews are not immune from that danger, and the world was reminded of this sad fact on Jan. 23, when B.C.-headquartered Coulson Aviation confirmed that one of its C-130 large airtankers had crashed while working under contract to the New South Wales Rural Fire Service (NSW RFS) in Australia. All three American crew members perished in the accident that occurred on Jan. 22 during a firebombing mission in the Snowy Monaro Area of southern New South Wales. NSW premier Gladys Berejiklian addressed the media after the incident, saying, “Today is a stark and horrible reminder of the dangerous conditions that our volunteers and emergency services personnel across a number of agencies undertake on a daily basis.” As of Jan. 27, there had been 25 fire season fatalities in NSW, including the three aboard the Coulson C-130. Australia’s worst fire season in recent memory began in late October 2019, and so far has burned 12.35 million acres of land. In a show of support, Canada has deployed close to 100 firefighting specialists to help battle the fires, many of whom left in December and sacrificed time with their families over the holidays. On Jan. 28, a Royal Canadian Air Force CC-177 Globemaster III transport aircraft departed for Australia via the U.S., where it was scheduled to pick up a load of fire retardant. The aircraft was expected to alleviate some of the demand on Australian military aircraft for a few days. Other Canadian aircraft have been there since the fires began, including those belonging to Coulson Aviation, a subsidiary of the Coulson Group based out of Port Alberni, B.C. The company has sent a wide array of aircraft to battle the wildfires, including two Boeing 737 Fireliners, a pair of C-130 Hercules airtankers (including the one that crashed), three Sikorsky S-61 helicopters and an S-76 helicopter. “If we had more to bring, they would be over there,” said Britton Coulson, co-president of the Coulson Group. It’s the company’s 19 th year fighting fires in Australia, and the company has crews stationed there year-round. Along with Coulson, Abbotsford, B.C.- based Conair has its Avro RJ85 AT aircraft contracted to help combat the fires, which have killed an estimated one billion animals and destroyed over 2,500 homes. The shift work has been gruelling, as firefighters have been battling blazes for upwards of 12 hours per day, and while the logistical work is nowhere near as terrifying, according to Coulson there is still plenty that needs to be done to get aircraft to places in need. “It’s a lot of co-ordination, it’s a lot of trip permits [and] it’s a lot of fuel permits,” he said. The conditions of the island nation are known to be challenging, especially to aerial firefighters, with high temperatures and now, with the raging fires, a busy air traffic environment. To help manage these conditions, Coulson often flies at night using special equipment. “The big benefit of night vision goggle fire- fighting is the temperatures are down over the day,” explained Coulson. “Typically, the relative humidity is higher at night than it is during the day, so you’ve got lower temps and higher relative humidity, which are both good for firefighting, and then usu- ally you have less wind. And then the fact that during the day, especially when we’re talking about Australia … the airspace is so congested with air tankers and helicopters that it’s less efficient than it could be.” At this point, Australia is still in its sum- mer season, meaning it could be months before it sees any relief from cooler tem- peratures. Until then, it seems as though Canadians are willing to tough it out and provide assistance in any way they can. This is Coulson Aviation’s 19th year fighting fires in Australia. On Jan. 22, one of its C-130 Hercules airtankers crashed while on a firebombing mission and the company lost three of its team members. Coulson Photo Canadian firefighters answer the call in Australia SKIESMAG.COM February/March 2020 24 BRIEFING ROOM | AVIATION INDUSTRY NEWS SKIESMAG.COM February/March 2020 25 Marine | Land | Aviation | Cavendish Nuclear babcockcanada.com Trust lives here In the world of critical services, having the right combination of experience, capability, capacity, and plane know-how is everything, and Babcock delivers it all. 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However, TSB spokesperson Chris Krepski has told Skies that the agency not only wants the ruling by Justice Patrick Duncan stayed but also would be appealing. The filing was confirmed by Kate Boyle, a member of the class actions group within the Halifax-based law firm Wagners. The Nova Scotia Court of Appeal set Feb. 6 for a hearing on the TSB’s request that the motion should be stayed and June 9 for a hearing on the appeal. The TSB and the Air Canada Pilots Association (ACPA) would not comment further on the specifics of the case. The TSB’s Krepski said only that “as this is a matter before the courts, the TSB will not make further comments,” while his ACPA counterpart, Julie Rolph, would only reiterate the organization’s disappointment at Duncan’s ruling. Rolph did cite an affidavit submitted to the court by Capt David Cadieux, chair of ACPA’s flight safety division, which states that “the privacy of pilots should be protected, especially when personal information incidental to events is recorded.” Cadieux also said that “as the privilege . . . is eroded, so too is the vital ability of pilots to speak freely while flying and while dealing with emerging in-flight issues, a prospect that raises broader and significant safety concerns.” Five crewmembers and 133 passengers were aboard AC 624 from Toronto on a non-precision approach at 12:30 a.m. on March 29, 2015. According to the TSB report, the aircraft “severed power lines, then struck the snow-covered ground about 740 feet before the runway threshold.” It “continued airborne through the localizer antenna array, then struck the ground twice more before sliding along the runway,” coming to rest “about 1,900 feet beyond the threshold.” There was no fire but the Airbus was a write-off. The TSB report found that the aircrew – identified in the court documents as John Doe #1 and John Doe #2 – had not monitored altitude and distance from the threshold and had not adjusted to the flight path angle once they had begun their descent. It also noted that the “challenging conditions” made it likely that the crew delayed disconnecting the autopilot “until beyond the minimum descent altitude” and that “reduced brightness of the approach and runway lights” had “diminished the flight crew’s ability” to notice that they were short of the runway. Twenty-five people required hospital treatment for what Air Canada described at the time as “observation and treatment of minor injuries.” The class action lawsuit, alleging negligence causing injury and seeking compensation, was filed against Air Canada, Airbus, voice recorder data from AC 624 Battle continues over cockpit According to the TSB report, AC 624 “severed power lines, then struck the snow-covered ground about 740 feet before the runway threshold.” TSB Photo SKIESMAG.COM February/March 2020 27 For m o r e n e w s u p d a t e s , v i s i t SKIESMAG.COM the airport authority and the federal government. The TSB and ACPA were granted intervenor status. The statement of claim filed by Wagners alleges that the aircrew ignored regulatory runway approach minimums, opted not to divert to another airport, did not request weather updates from air traffic control, did not follow ATC instructions, did not declare an emergency “in a timely manner” and had operated the Airbus “without due care and skill despite knowing that damage would probably result.” The statement also alleged negligence not only by the airport authority with regard to runway lighting but also by Nav Canada for what the plaintiffs’ lawyers say included “a failure to inform the flight crew of unsafe weather conditions, unserviceable equipment and poor visibility.” Moreover, Airbus allegedly failed “to provide adequate instructions and training” on “systems that would be pertinent to the possible causes of the accident” and Transport Canada “failed to fulfill its responsibility as an industry regulator, including how it assessed and approved Air Canada’s non-precision approach procedures.” In addition to the plaintiffs in the class action, Airbus, the airport authority and Nav Canada asked that the TSB hand over the recording and any transcripts, but the board claimed statutory privilege. But Justice Duncan, who heard arguments last July, stated in his November written ruling that “statutorily prescribed exceptions” in the legislation mean the definition of “privilege” is limited in scope. “The necessary implication is that the TSB can, subject to statute, communicate contents that are related to the causes or the identification of safety deficiencies. . . . In the circumstances of this case, the public interest in the administration of justice outweighs the importance attached to the statutory privilege protecting the cockpit voice recorder.” CVR data were an issue after the August 2005 crash of Air France Flight 358, an Airbus A340-313 arriving from Paris at Toronto International Airport, ran off the end of the runway and crashed into a ravine. On final approach, the crew received a report from an aircraft ahead that heavy precipitation was compromising runway traction. Approximately 320 feet above the ground, the crew took manual control but crossed the threshold 40 feet above the glide slope and landed 3,800 feet down the 8,000-foot runway. Two crewmembers and 10 passengers were seriously injured and the plane was destroyed by fire. Justice Duncan pointed out that in hearing a case brought by Air France against the Toronto airport authority, Ontario Chief Justice George Strathy, faced with “the same balancing exercise” and noting that one pilot had not objected, had ordered the CVR data released because it included “highly relevant, probative and reliable evidence that is central to the issues in the litigation.” Editor’s Note: An unofficial CVR data poll posted on the Skies Facebook page on Jan. 6 elicited a tremendous response, logging well over 800 votes. Interestingly, respondents were closely divided, with 56 per cent saying CVR data should be made available to judicial inquiries and 44 per cent taking the opposite point of view. 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Pilots with 431 Air Demonstration Squadron at 15 Wing Moose Jaw, Sask., began training flights on Dec. 6, 2019, following an operational pause that grounded the Snowbird fleet and pushed back pre-season preparation by about one month. The Snowbirds are slated to begin their airshow schedule on June 6 and 7 at Selfridge Air Force Base in Michigan, but that start date could be changed if the demo team feels it still needs more preparation. “We have offset our season so we can have roughly the same amount of training that we normally have every year,” said Maj Jean-Francois Dupont, the team lead known as Snowbird 1. “But we need to be flexible because there are so many changes.” In addition to the flying pause, the nine-person team is introducing two new pilots, one of whom is still being confirmed. Dupont, also the deputy commander of the squadron, cautioned that while winter training is progressing, it’s too early to assess when the team will be ready. “As we get closer to (spring training in Comox) in May, we’ll have a good idea if we can start the show season on time, or if we need to delay a little more,” he explained. “Our goal is to make an exciting and safe show, so if we have any doubts or anyone is struggling to get to that point, we will delay the show season as required.” In a typical pre-season, the Snowbirds will complete between 80 and 100 missions during the winter months before starting spring training at 19 Wing Comox, B.C. Those numbers vary depending on weather and aircraft availability, but “our goal is not to scale that back,” said Dupont, who previously flew as Snowbird No. 2 for the 2010 to 2012 seasons. He noted, however, that as temperatures plummeted below -35 C in early January, aircraft were more difficult to start and operate, further slowing down some of the training. “It is really tough on the pilots and the ground crew to get the jet ready when it is really cold. We take our time. We make sure we don’t rush anyone. So it slows everyone down and makes the day longer. And when it is really cold, we [limit] our range from the airport just so we stay safe.” Flight safety investigators have yet to pinpoint exactly what caused the CT-114 to lose engine thrust as the team was flying to an airshow at the Atlanta Motor Speedway in Hampton, Ga., on Oct. 13, 2019. The pilot, Capt Kevin Domon-Grenier of Saint-Raymond de Portneuf, Que., lost engine power shortly after a routine check while inverted and opted to eject after determining the aircraft was too low to attempt a safe recovery to an airport. He ejected successfully, sustaining minor injuries, but “reported anomalies with the ejection sequence,” according to an occurrence summary by investigators. While investigators focus on the cause Two of the Snowbirds’ more senior pilots decided not to continue for the 2020 season, so they will be replaced. An announcement about the new team members is expected in February. Heath Moffatt Photo delays, pilot replacements Snowbirds grapple with training SKIESMAG.COM February/March 2020 29 For more news updates, visit SKIESMAG.COM LEKTRO The Ultimate Aircraft Tug Models From 15,000 to 280,000 lbs. 1-503-861-2288 1-800-535-8767 sales@lektro.com www. .com LEKTRO Easy to Use Simple to Maintain Electric Towbarless Rugged Universal Certified Lockheed Martin delivered 134 F-35 aircraft in 2019, exceeding the joint government and indus- try 2019 delivery goal of 131 aircraft. This represents a 47 per cent increase from 2018 and nearly a 200 per cent production increase from 2016. In 2020, Lockheed Martin plans to deliver 141 F-35s and is prepared to increase production volume year-over- year to hit peak production in 2023. Using lessons learned, process efficiencies, production automation, facility and tooling upgrades, supply chain initiatives and more, the F-35 enterprise continues to significantly improve efficiency and reduce costs. The price of an F-35A is now US$77.9 million, meeting the US$80 million goal a year earlier than planned. The F-35’s mission readiness and sustainment costs continue to improve with the global fleet averaging greater than 65 per cent mission capable rates, and operational squadrons consistently performing near 75 per cent. Lockheed Martin’s sustainment cost per aircraft per year has also decreased four consecutive years, and more than 35 per cent since 2015. Today, 975 pilots and 8,585 maintainers are trained, and the F-35 fleet has surpassed more than 240,000 cumulative flight hours. Eight nations have F-35s operating from a base on their home soil, eight services have declared initial operating capability and four services have employed F-35s in combat operations. Lockheed Martin delivers 134 F-35s in 2019 of the engine mechanical failure and the ejection sequence, a full risk assessment was conducted on the likelihood of a reoccurrence before the Tutors could resume flying. “Because there is an ongoing investigation, there is not much detail we can provide,” said Dupont, a CH-149 Cormorant helicopter flight commander by training with 442 Transport and Rescue Squadron in Comox. “At the end of the day, we were confident with the jet and the engine, and we went back flying.” Until more is known about the cause, the pilots will fly higher and at faster speeds during winter training “just to give [them] extra time to make a decision and keep everybody safe,” he said. Though team members received counselling to process the crash, most were keen to get back in the air. “Like when you fall off your bicycle, when it’s safe, the sooner you can go back up fly-ing, the easier it is to get going,” he noted. “We didn’t rush into it, but we flew as soon as we could.” While the flying delay hampered winter training, the greater challenge may be incorporating two new team members in the shorter time span. Snowbird pilots change on a regular basis due to new postings, career opportunities and family reasons, but rarely does the squadron attempt to change two senior pilots right before the start of a season. Normally, new pilots would begin conversion on the CT-144 over the summer and start training in the fall. “Evert year we can change up to half of the team just by the nature of the way we do our work, so we were already planning to have a bit of a new team,” said Dupont. “But two of our more senior pilots decided not to continue for the 2020 season, so we are making changes that will bring us a full team. “We are currently up to eight of nine. We are just working on that last pilot. We do have a solution, we just want to make sure it is ready to go. We’ll most likely announce the full team sometime [in February].” The 2020 air show season, which will include about 30 shows, marks the 50 th anniversary for the Snowbirds. Lockheed Martin plans to deliver 141 F-35s in 2020, and is prepared to increase production volume to hit peak production in 2023. John Chung Photo SKIESMAG.COM February/March 2020 30 BRIEFING ROOM | AVIATION INDUSTRY NEWS CHRIS THATCHER | MILITARY NEWS The Royal Canadian Air Force (RCAF) recently completed a “tail swap” of three of its CH-146 Griffon helicopters supporting Operation Impact, Canada’s training mission in Iraq. The three Griffons were part of the tac- tical aviation detachment (TAD) of about 50 personnel based near Baghdad, pro- viding logistical support and transport to the commander and head-quarters staff of NATO Mission Iraq, a multinational effort led by Canadian MGen Jennie Carignan to strengthen the capacity of Iraqi security forces. The routine changeover of the three heli- copters was done “to ensure deeper main- tenance is completed and wear on the engine and airframe is consistent across the fleet,” explained a spokesperson for Canadian Joint Operations Command. “A tail swap is done as part of the regu- lar maintenance cycle where aircraft are inspected at different hours flown mile- stones. Throughout this cycle, there are different levels of inspection required, and when the routine inspection exceeds the capacity of the deployed TAD, a tail swap is conducted for the maintenance to be done back in Canada without an interruption to operations.” To support the NATO mission, the three Griffons are equipped with standard pro- tection such as the C6, GAU 21 or Dillon M134 machine guns, but they don’t have a MX-15 camera or other sensors normally fitted to conduct reconnaissance, close air support or convoy escort. The RCAF also operates a detachment of up to four CH-146 helicopters based in the northern Iraqi city of Erbil to support a Canadian Special Operations Forces mission. Both TADs are com- prised primarily of aircrew, maintainers and support staff from 408 Tactical Helicopter Squadron in Edmonton. The Canadian Armed Forces (CAF) temporarily paused all training activities of Iraqi forces and moved some of its personnel to Kuwait following the United States assassination of Iranian Gen Qassem Soleimani, head of its elite Quds Force, on Jan. 3 and the Iranian retaliato- ry ballistic missile attack on Iraqi bases housing U.S. troops on Jan. 7. The CAF would not disclose whether CH-146 aircrews and maintainers were part of that repositioning. “For security reasons, we will not provide more spe- cific details as to movements of CAF personnel in the region,” said a spokes- person for the Department of National Defence (DND) in an email. The CAF has deployed about 850 Regular and Reserve personnel into four countries — Iraq, Jordan, Lebanon and Kuwait — as part of Op Impact, including around 200 for the NATO Mission in Iraq. The majori- ty are from 3 Canadian Division, which is principally based out of CFB Edmonton. While training activities remained suspended as of Jan. 24, some mission critical activities such as air sustainment operations resumed in mid-January, according to DND, and personnel “remain ready to return to their mission when conditions are right to do so.” The tactical aviation detachment at Camp Taji airfield about 30 kilometres north of Baghdad was established in January 2019 by 438 Tactical Helicopter Squadron from St. Hubert, Que. It was a rare overseas deployment for the total force air reserve squadron, made up of more than 50 per cent reservists, and an indication of how stretched 1 Wing had become at the time, supporting multiple missions in Iraq, Mali and at home. Just once before in the history of Canadian tactical aviation had an aviation detachment comprised of at least 40 per cent reservists conducted overseas operations. in NATO Mission Iraq Griffons continue to perform Canada has deployed about 850 Regular and Reserve personnel into four countries as part of Op Impact, including around 200 for the NATO Mission in Iraq. Here, members of 408 Tactical Helicopter Squadron participate in an exercise in California. Cpl Desiree T. Bourdon Photo 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. SKIESMAG.COM February/March 2020 31 For m o r e n e w s u p d a t e s , v i s i t SKIESMAG.COM DELIVERING RESULTS FOR OVER 50 YEARS. With the same commitment to quality and service established by our founder in 1970. X MAINTENANCE + MODIFICATIONS X AIRCRAFT LEASING X FLIGHT OPERATIONS X RCAF AIRCREW TRAINING 1 (250) 491.5500 www.KFAero.ca SKIESMAG.COM February/March 2020 32 PLANESPOTTING | PHOTOS FROM OUR READERS This Air Canada Airbus A320 gets a New Year’s Eve deicing at Montreal-Trudeau International Airport, courtesy of the Aero Mag 2000 team. Célian Génier Photo An Air Tindi de Havilland Canada Dash 7 turboprop lands at Yellowknife airport. Stephen M. Fochuk Photo SKIESMAG.COM February/March 2020 33 Skies highlights photos posted on Instagram @skiesmag and facebook.com/skiesmag. An Air Canada Embraer E190 screams overhead on final approach to Toronto Pearson airport. William Filion Sauro Photo n Jan. 15, several hundred members of the Air Canada family and guests gathered in a hangar at Dorval, Que., to celebrate and inspect the latest addition to the carrier’s fleet – an Airbus A220-300. Air Canada’s relationship with the type began nearly four years ago, when it signed a letter of intent (LOI) to purchase 45 aircraft (then known as the Bombardier CS300) on Feb. 27, 2016. The LOI was finalized on June 28 that year and included options for an additional 30 units. The company’s first jet (serial number 55067, C-GROV) first flew on Dec. 11, 2019 at Mirabel, Que., and was delivered to Dorval nine days later. Since then, it has completed numerous familiarization and training missions. On Jan. 16, Air Canada operated its first A220 revenue flight between Montreal and Calgary. For the next while, the aircraft will serve that city- pair on weekdays and shuttle between Montreal and Toronto during weekends. Air Canada expects to have 17 A220 aircraft in service by the end of 2020. It will excel on longer, thinner routes that don’t support larger aircraft. Air Canada Photo O BY FREDERICK K. LARKIN THE A220while Bombardier considers Air Canada welcomes EXITING THE PROGRAM SKIESMAG.COM February/March 2020 34 FEATURE | THE A220 IN CANADA WHAT’S SO EXCITING? Any new airliner that can attract customers and operate economically is bound to generate revenues and produce profits for its operator. That is why Air Canada’s A220-300 is so attractive. A survey of its cabin reveals a comfortable environment. Up front, the business class cabin has 12 seats (three rows, four abreast) that feature a 37 inch/94 cm pitch. Further aft, the economy class cabin’s 125 seats (25 rows, five abreast) each have a 30 inch/76 cm pitch. At 19 inches, the Y-class seats are the widest in AC’s fleet – albeit one inch wider than the rest. The spacious feel to the entire cabin is due to its wider aisle, windows that are 50 per cent larger than those of an A320, and 15 per cent bigger overhead bins. When you consider the new Panasonic in-flight entertainment system that features a 12-inch screen in the economy cabin and mood lighting, you sense that some passengers may not wish to deplane at their destination. Financial folks will be pleased with the A220-300’s impressive operating SKIESMAG.COM February/March 2020 35 FEATURE | THE A220 IN CANADA cost metrics. Its new Pratt & Whitney PW1500G geared turbofan engines, also produced in Mirabel, enable the airplane to burn 20 per cent less fuel per mile flown compared to previous generation models. The jet also produces 20 per cent fewer CO2 emissions and has as much as a 50 per cent smaller noise footprint. It is an exemplary corporate citizen. A key attribute of the aircraft is its impressive range. Thanks to its less thirsty engines, an A220-300 can fly 3,200 nautical miles (nm). That is 33 per cent further than the 2,400 nm that a sim- ilarly-sized Airbus A320-200 can travel. AIR CANADA’S INTENTIONS By May 4, the airline expects to have received eight A220-300s. That day it will be using the aircraft to initiate two city-pairs: Montreal - Seattle, Wash., and Toronto - San Jose, Calif. With stage lengths/block times of 1,985 nm/5:50 and 1,950 nm/5:30, respectively, these new routes will permit the aircraft to demonstrate its transcontinental range capability. By the end of 2020, Air Canada expects to have 17 units in service. It plans on utilizing the airplane on new long and thin routes that can’t support On Jan. 16, Air Canada operated its first A220 revenue flight between Montreal and Calgary. Patrick Cardinal Photo By May 4, the airline expects to have received eight A220-300s. The aircraft’s impressive range will open up new routes for Air Canada. Here, pilots train in the simulator. Brian Losito Photo WATCH THE VIDEO HERE larger models; to increase frequencies on key spokes into its hubs at Toronto, Montreal and Vancouver; and to provide appropriate gauge on seasonal services. Other potential new city-pairs include Vancouver - Halifax and Vancouver - Washington, D.C. Regardless of how it may ultimately be deployed, the A220- 300 is expected to act as a market share disruptor by diverting competitors’ passenger traffic to Air Canada. A LATE BLOOMER MATURES What began as Bombardier’s new Commercial Aircraft Program in early 2004 has evolved into an extremely successful airliner in the 100-to-150 seat niche. By the end of 2019, 600 A220s had been ordered. Included in that tally were 95 A220-100s and 505 of the larger A220-300s. Aircraft delivered by the end of 2019 totalled 105, including 37 A220-100s and 68 A220-300s. The A220-100 owners included Delta (28) and Swiss International (nine). A220-300 owners were Air Canada (one), Air Baltic (22), Air Tanzania (two), Egyptair (seven), State Transport Leasing of Russia (six), Korean Air (10) and Swiss International (20). SKIESMAG.COM February/March 2020 36 FEATURE | THE A220 IN CANADA By the end of 2019, Airbus had delivered 105 aircraft, including 37 A220-100s and 68 A220-300s. Frederick K. Larkin Photo Air Canada says the Airbus A220-300 offers a 20 per cent reduction in CO2 emissions per seat compared to similar aircraft. Célian Génier Photo Pratt & Whitney said in January that a software update is planned for the A220 engine this spring. Brian Losito Photo In addition to passengers, Air Canada staff have responded positively to the A220-300. Célian Génier Photo GET THIS WALLPAPER HERE SKIESMAG.COM February/March 2020 37 FEATURE | THE A220 IN CANADA Sizeable orders for A220-300s from Air France (60) and JetBlue Airways (70) reinforce the decisions made by others before them. As a result of the growing interest in the aircraft, production is forecast to increase. During 2019, 48 A220s were delivered from the Mirabel facility. The Mirabel plant has a maximum annual capacity of 120 units. The new facility in Mobile, Ala., is gearing up to eventually produce 48 A220s per year for U.S. buyers. BOMBARDIER QUESTIONS A220 COMMITMENT Since July 1, 2018, the A220 program has been owned by Airbus SE (50.01 per cent), Bombardier Inc. (34 per cent) and Investissement Quebec (16 per cent). But on Jan. 16, 2020, Bombardier warned investors that it may exit its joint venture with Airbus to produce the A220 airliner. In its preliminary fourth-quarter report, the Canadian OEM said it’s anticipating a US$130 million loss for the period, which may force it to sell off assets in order to pay down debt – one of which is its stake in the A220 commercial aviation venture. In the report, Bombardier remarked that while the A220 program “continues to win in the marketplace and demonstrate its value to airlines,” the Airbus Canada Limited Partnership (ACLP) – the name of its joint program with Airbus – had made the call for additional cash investments to support production ramp-up. In turn, that would extend the timeline for the program to break even and potentially generate a lower profit margin over the life of the partnership. “With its exit from commercial aerospace, Bombardier is reassessing its ongoing participation in ACLP,” the company said in the statement. In the original deal, Bombardier agreed to fund the program with up to $925 million over a three-and-a-half-year span. Since Airbus’s acquisition of the former C Series aircraft family, the company has delivered 105 aircraft out of 600 total orders. Now, Bombardier is contemplating extricating itself from the program entirely, even though it’s invested $6 billion into the A220 venture, in an effort to shed further costs. The announcement sunk the company’s stock by nearly 32 per cent on the Toronto Stock Exchange on Jan. 16. As a result, Moody’s Investors Services – an American credit rating agency – changed Bombardier’s rating outlook from stable to negative. The statement about the partnership with Airbus came just after Air Canada celebrated the entry into service of its first A220-300. All of this follows a four-year stretch that has seen Bombardier sell off most of its aviation assets in a turnaround plan aimed at levelling off costs, leaving the company with only its rail and business aviation divisions. In its preliminary fourth-quarter financial report, Bombardier said it will be providing additional information when it reports its 2019 financial results on Feb. 13. FREDERICK K. LARKIN Frederick K. Larkin | Licensed to fly before he could drive, Ted Larkin has closely followed the airline, business aviation and aerospace industries for more than 50 years. During nearly three decades in the investment business, he advised institutional investors in North America, Europe and Asia on their holdings in aviation-related corporations. Diamond offers a full range of modern, safe, efficient and reliable single and twin engine aircraft, along with professional high fidelity Diamond Simulation flight training devices to cover all flight training needs. High quality, innovative technology and the envy of the ramp. That’s Diamond. 1-888-359-3220 | www.diamondaircraft.com DIAMOND AIRCRAFT: THE MOST COMPREHENSIVE FLIGHT TRAINING AIRCRAFT IN THE INDUSTRY TODAY SKIESMAG.COM February/March 2020 38 FEATURE | ELECTRIC COMMERCIAL AVIATION GET THIS WALLPAPER HERE The successful four-minute first flight of Harbour Air’s ePlane was powered by an electric engine capable of generating 750 horsepower. It was de-rated to the electric equivalent of 450 horsepower. Harbour Air Seaplanes Photo ELECTRI-BY HOWARD SLUTSKEN WATCH THE VIDEO HERE n Dec. 10, 2019, aviation history was made in Canada as the world’s first electrically-powered commercial passenger aircraft flew at Vancouver International Airport (YVR). In a marriage of old and new technology, a 63-year-old de Havilland Canada DHC-2 Beaver floatplane, powered by an advanced MagniX electric propulsion system, lifted off from the airport’s floatplane terminal for its first test flight on a mostly cloudy West Coast morning. At the controls of the modified Harbour Air plane was Greg McDougall, an 8,000-hour Beaver pilot and the airline’s CEO and founder. Instead of a Pratt & Whitney radial piston engine or a P&W Canada PT6 turbine, the “ePlane” was powered by a magni500 electric motor capable of generating as much as 560 kilowatts, or 750 horsepower. To match the power of a stock, piston Beaver, the propulsion system was de-rated to the electric equivalent of 450 HP. As McDougall pulled the plane “onto the step” and flew off for a short, four-minute test flight, the plane’s four-bladed Hartzell composite propeller generated all of the remarkably quiet takeoff sound – a fraction of the thunder from the legacy Beaver’s radial piston. “I didn’t have time to really do too much experimenting with different flight configurations. We were limited by the weather,” explained McDougall in an interview with Skies. Although the battery-powered ePlane was at its 5,600-pound maximum gross weight, McDougall was surprised by the performance of the electric propulsion system’s instant torque. With a large group of international media watching and a helicopter camera ship following, he had planned to lift off at a specific target to make sure everyone had the perfect “photo op.” “But I had to throttle it back on takeoff because the plane lifted off a lot quicker, even with the eight or nine knot tailwind blowing.” As a technology demonstrator, the ePlane won’t be carrying passengers – there isn’t room for seats in a cabin that’s filled with lithium-ion batteries – and it will only have a 15-minute endurance with a 25-minute reserve. “Those are batteries that NASA is using, but they’re not batteries that we’d use if we were going to try and make it economical to fly today, because O SKIESMAG.COM February/March 2020 39 I-FLYING Not so long ago, the idea of electric commercial aviation was a decidedly futuristic notion. But last December, B.C.-based Harbour Air and MagniX made a giant leap forward with the first flight of their DHC-2 Beaver “ePlane.” We take a look at what’s next. FEATURE | ELECTRIC COMMERCIAL AVIATION SKIESMAG.COM February/March 2020 40 FEATURE | ELECTRIC COMMERCIAL AVIATION they’re very low in watt-hours per kilogram,” said McDougall. The energy density – the power to weight ratio – of today’s batteries is a key factor for aircraft electrification, as is the shape and size of each unit. While there may be other battery solutions with higher energy density and a smaller form factor, Harbour Air and MagniX are being cautious. “They are batteries that have been to space,” said McDougall. “So, if you’re choosing a battery for a prototype, then that’s the one you choose.” A PIONEERING PLATFORM The electric Beaver floatplane launches McDougall’s quest to make Vancouver- based Harbour Air a fully-electric airline, building on its more than 12 years as North America’s first carbon neutral airline. He explained that as novel as it is, the electric powerplant certification is not unlike the process needed to gain approval for a new engine, such as the Beaver’s conversion from a piston to a turbine. “The Beaver is the platform where we can get the Transport Canada regulatory process started, because the pathway to certification at this point doesn’t exist. It has to be pioneered,” said McDougall. “All we should have to demonstrate is that the electric propulsion system is as safe or better than the technology we’re currently using. We don’t feel that’s hard to do, but it’s new and it hasn’t been done before,” he added. While the ePlane continues its flight tests, the first phase of the approval process will take place in the U.S., where MagniX will certify the components of the electric propulsion system under Federal Aviation Administration (FAA) regulations. Once that’s complete, phase two will see the certification of Harbour Air’s installation, with the support of Transport Canada. “The Government of Canada believes that the electrification of transportation is a key part of Canada’s transition to a low-carbon economy,” said a spokesperson in an email to Skies. “The Canadian Aviation Regulations allow the department to certify novel or unusual designs such as electric propulsion aircraft, through the development of special conditions-airworthiness, as required.” After a review of the electric propulsion system, Transport Canada authorized the ePlane’s first test flight, and the department “will support the design certification initiative once the company is ready to enter that phase of the project.” McDougall said that Harbour Air has briefed the Minister of Transport’s office, and that the ePlane has received “a tre- mendous amount of attention from the [British Columbia] provincial government.” Once certified, Harbour Air will hold the worldwide supplementary type certificate (STC) for the Beaver conversion and will look to extending the technology to the rest of its fleet. ALICE…IN WONDERLAND Remarkably, it’s only taken MagniX two years to take the magni500 from an idea to an engine flying in a commercial aircraft. “It’s amazing what you can do when you take talented, passionate people and say, ‘You have no constraints to your thinking,’” said Roei Ganzarski, CEO of MagniX. “Of course, we didn’t invent the electric motor, but we innovated an existing technology and made it aerospace-worthy.” The “magni-fied” electric Beaver performed better during its first flight than ground testing had suggested, according to Ganzarski. While the ePlane continues its flight tests, the first phase of the approval process will take place in the U.S., where MagniX will certify the components of the electric propulsion system. Scott McGeachy Photo BUY THIS PHOTO HERE SKIESMAG.COM February/March 2020 41 FEATURE | ELECTRIC COMMERCIAL AVIATION “All we should have to demonstrate is that the electric propulsion system is as safe or better than the technology we’re currently using. We don’t feel that’s hard to do.” After a review of the electric propulsion system, Transport Canada authorized the ePlane’s first test flight. Howard Slutsken Photo Following the test flight, Harbour Air and MagniX spoke to well-wishers and the media. Scott McGeachy Photo Once certified, Harbour Air will hold the worldwide supplementary type certificate for the Beaver conversion and will look at extending the technology to the rest of its fleet. Harbour Air Seaplanes Photo Eviation’s Alice is a futuristic-looking tri-motor, with a propulsor at the tip of each high-aspect-ratio wing and a pusherprop in the fuselage under a high V-tail. Its engines are also designed by MagniX. Eviation Photo SKIESMAG.COM February/March 2020 42 FEATURE | ELECTRIC COMMERCIAL AVIATION “We were pleasantly surprised that the propulsion system used less power from the batteries than we anticipated. Even when you test things on the ground, it’s academic in nature until you actually fly.” With headquarters in Seattle, Wash., and engineering centres in Seattle and on Australia’s Gold Coast, MagniX is developing motors generating 375, 750 and 1,500 horsepower. The MagniX system is “power agnostic” – the source of the electrons doesn’t matter to the motors. Electricity for future aviation solutions could come from batteries, hydrogen fuel cells, or a fuel-powered generator. MagniX’s next prototype aircraft, a magni500-powered Cessna Grand Caravan, is targeted to fly in the first quarter of 2020. As a pure test aircraft, the Cessna is dedicated to wring out the propulsion system in the air, at its full 560 kilowatt/750-horsepower rating. And then there’s Eviation’s Alice – a clean-sheet, nine-passenger, all- electric aircraft that’s been designed around the capabilities of an electric propulsion system. Alice is a futuristic-looking tri-motor, with a propulsor at the tip of each high-aspect-ratio wing and a pusher- prop in the fuselage under a high V-tail. Elegantly curved, the sleek Alice looks fast just sitting on its main and tail landing gear. The fly-by-wire, all composite aircraft will cruise at 240 knots, with a 650-mile range. The first Alice is undergoing initial systems integration and taxi testing in Prescott, Ariz., and Ganzarski hopes the plane will begin flight testing this summer in Moses Lake, Wash. (Update: An electrical system fire on Jan. 22 significantly damaged the prototype, and the impact on the flight schedule was unknown at press time.) “What Eviation has been able to do with the Alice is truly optimize the aircraft to be electric – for example, how many batteries, and where you put them in the aircraft. As you can imagine, building a brand new aircraft has added a level of complexity versus magni-fying one.” FUTURE FEEDERS? The electric Beaver, Grand Caravan, and Alice are just three electrically- powered planes either in development or already flying. Hawthorne, Calif.-based Ampaire has replaced the rear engine of a six-seat Cessna Skymaster with an electric motor, creat