This article is sponsored content prepared and distributed by KF Aerospace.

Canada is entering a new era of military aircrew training, with SkyAlyne selected by the Government of Canada as the contractor for the Future Aircrew Training (FAcT) Program. KF Aerospace, a proudly Canadian company and founding partner in SkyAlyne, plays a critical role in ensuring the airworthiness of five new fleets of training aircraft for the 25+ year program.

We are seeking experienced aerospace engineers today, particularly those transitioning from the Canadian Armed Forces (CAF), to join us in this pivotal role as Aircraft Fleet Engineers for FAcT.

This is more than just an engineering job—it’s an opportunity to shape the future of Canada’s Air Force.

Start from the Ground Up

Imagine being at the forefront of a groundbreaking new program that is set to redefine aircrew training for Canada’s Air Force. Your expertise will help drive the development and execution of a training program that will prepare the next generation of RCAF pilots, Air Combat Systems Operators, and Airborne Electronic Sensor Operators. This is a unique opportunity to have a lasting impact on military aviation in Canada and globally.

Your Work is Instrumental

The success of the FAcT Program relies heavily on the skills and dedication of its aerospace engineers. Your work will be crucial in managing airworthiness clearances and addressing fleet technical issues, directly influencing the operational readiness of one of the RCAF’s most vital programs. This role demands both technical proficiency and a strong commitment to excellence.

Work on State-of-the-Art Aircraft

One of the most exciting aspects of the FAcT Program is the chance to work on the RCAF’s new fleet of training aircraft. The Grob 120TP, Pilatus PC-21, Beechcraft/Textron King Air 260, DeHavilland Dash-8-400, and Airbus H-135 Helicopter will form the backbone of FAcT, stationed at training bases in Moose Jaw, Southport, and Winnipeg. You’ll be based in SkyAlyne’s Ottawa Joint Management Office, collaborating with the Department of National Defence and RCAF personnel to ensure program success. Whether handling risk management, configuration management, or technical problem resolution, you’ll apply your skills to some of the most advanced training aircraft in the world.

Competitive Compensation and Benefits

At KF Aerospace, we recognize the challenges of transitioning from military to civilian life. That’s why we offer competitive compensation and benefits to ease this transition. As part of the FAcT Program, you’ll enjoy a rewarding career with flexibility and a supportive team. Based in Ottawa, this role provides the perfect balance of professional challenge and personal well-being, with comprehensive benefits including health and dental coverage, pension matching, and relocation assistance for you and your family if you’re moving to Ottawa.

Be a Part of History

Canada’s military aircrew training has a storied history of excellence, and the FAcT Program is set to continue this legacy, especially as the Royal Canadian Air Force celebrates its 100th anniversary. By joining KF Aerospace and the SkyAlyne team, you’ll play a vital role in writing the next chapter of this proud history.

If you’re a retiring CAF aerospace engineer looking for your next challenge, the FAcT Program with KF Aerospace and SkyAlyne offers a unique opportunity to continue serving your country in a meaningful and impactful way.

Join us in shaping the future of Canada’s Air Force—apply today and be part of something truly extraordinary.

For more information, visit Future Aircrew Training Careers.

The post Shape the Future of Canada’s Air Force as an Aircraft Fleet Engineer with KF Aerospace appeared first on Skies Mag.

Focused on survivability, the Leonardo AW101/ CH-149 Cormorant is the most advanced, versatile, and capable multi-role helicopter available today.

The Canadian Department of National Defence awarded Leonardo (through Leonardo U.K. Ltd. in Yeovil) a C$1-billion (€690-million) contract for the AW101/CH-149 Cormorant mid-life upgrade (CMLU) project. This includes 16 aircraft in total, comprising 13 existing Cormorant search-and-rescue (SAR) helicopters currently in service and the augmentation of a further three aircraft.

The AW101, Leonardo’s highly versatile helicopter, has operated in some of the most extreme environments in the world — in both military and civilian roles. The helicopter has also seen significant success, especially in SAR roles.

The CMLU project will enhance the aircraft’s systems and technologies, ensure compliance with emerging airspace requirements, extend the life expectancy of the fleet to 2042, and enable the return of Cormorant helicopters to the main operating base (MOB) in Trenton, Ontario. Thirteen aircraft will be upgraded by Leonardo’s principle Canadian subcontractor, IMP Aerospace and Defence, at its facility in Halifax, Nova Scotia.  Leonardo will provide oversight of production transition and support for the duration of the build with its in-country team.

The aircraft are largely based upon the AW101-612 standard (the equivalent of the Norwegian AW101 all-weather SAR helicopter, now in operations across Norway). The Royal Norwegian Air Force has been utilizing the aircraft across the country’s harsh coastline and up to the Arctic Circle, where temperatures reach below zero. It is noteworthy that three of eight Arctic Council members have chosen the AW101 as the vehicle to discharge their responsibilities in this most northern and hostile environment. This includes not only Canada, but Denmark and Norway.

The Royal Norwegian Air Force has undertaken rescue missions in very harsh conditions similar to those experienced in Canada by the RCAF CH-149 Cormorant crews. Furthermore, the CMLU project will include state-of-the-art avionics, a new glass cockpit, more powerful digitally-controlled engines, wireless in-cabin communications, and the latest SAR sensors, including an electro-optical/infrared device and a mobile phone detection, location and communication system — enabling less search and more rescue.

The AW101 has an impressive range and performance envelope, allowing crews to go much farther and higher than was previously possible with helicopters. Crews are now able to fly over mountainous terrain rather than circumnavigate them via coastal navigation, which means significantly improved response times.

As described above, this performance also allows the helicopter to fly above adverse weather conditions, which improves crew and passenger comfort and provides a more stable environment for missions.

The AW101’s avionics and mission suite will include a fully-integrated glass cockpit, four-axis digital avionics system, and a health and usage monitoring system, among other capabilities. This provides the crew with heightened situational awareness, mission effectiveness, and the ability to make rapid tactical assessments day or night.

Focused on survivability, the AW101’s design is driven by customer demands to operate autonomously in harsh weather and hostile locations. Extensive redundancy in avionics and critical systems, combined with the three-engine configuration and proven 30-minute run-dry transmission capability, ensures the highest standards of safety.

The AW101 provides customers with greater mission flexibility, thanks to a comprehensive range of equipment that enables the platform to be configured for swing role operations. The large sliding door and rear ramp ensure rapid personnel ingress/egress and equipment loading/unloading. The versatility of the AW101 platform permits customers to configure the helicopter for a wide range of primary and secondary roles.

Designed with sophisticated avionics and mission systems, coupled with long range and endurance, and the aircraft’s ability to use two out of three engines for cruise flights, the AW101 provides operational persistence for all missions. This mission flexibility makes the AW101 the most advanced, versatile, and capable multi-role helicopter available today.

The current SAR fleet will continue to support missions throughout the CMLU implementation period. The Cormorant helicopter and its RCAF crews have served Canadians with exemplary service over the past 20 years, and will continue to do so in the interim.

Aircraft are anticipated to be delivered from 2026 to 2029. Nearly 50 Leonardo helicopters are operational in Canada for civil, public utility, and military operations. The company’s dedicated network delivers certified support across the country. Its top-ranked customer support team provides advanced training and simulation packages, and offers comprehensive maintenance plans tailored to each customer.

The post Leonardo CH-149 Cormorant: Saving Lives from the Skies appeared first on Skies Mag.

This year, Airbus in Canada has many reasons to celebrate, first and foremost because it’s marking four decades of success. 

“Our presence in Canada, beginning in 1984, is the strongest outside Europe where Airbus was founded,” explained Airbus Canada CEO Benoît Schultz. “Over the last 40 years, we have grown in size and capabilities, now more than 4,000 strong in our workforce across 10 offices and nine manufacturing and service locations. We also support about 23,000 indirect jobs through contracts of over $2 billion a year, sourcing from more than 700 Canadian companies.”

Airbus has three divisions in Canada, each managed carefully to remain highly successful. Airbus Helicopters Canada existed from the start, and is therefore also celebrating its 40th anniversary this year. At its headquarters in Fort Erie, Ontario, it focuses on helicopter sales and deliveries, composite manufacturing, repair and overhaul, supplemental type certificates and options development, and support and services.

The Fort Erie facility was established under a federal program to deliver the MBB Bo 105 fleet, a model which was used extensively for many years by the Canadian Coast Guard.

“This facility has grown into a well-known centre of excellence for engineering and composite manufacturing and is the sole-source supplier on eight different Airbus helicopter types operating all over the world,” said Airbus Helicopters in Canada president and chief operating officer Dwayne Charette. “Over half our workforce works on products for export. The repair and overhaul team provides overhaul services and dynamic component repair to all operators of light single-engine Airbus helicopters around the world.”

Over the last five years, Airbus Helicopters in Canada has maintained a 75 percent average market share in Canada. There are currently 760 Airbus helicopters in operation across the country owned by 228 customers. About 80 percent of the Airbus Helicopters in Canada in-service fleet are used in utility/multirole missions. Indeed, the newest Airbus helicopter to Canada, the H160, has advanced features that specifically support multirole missions. It received Canadian type certification in December and has already generated strong interest across North America.

Beyond its dedication to bringing new and innovative solutions to its customers across the country, Airbus Helicopters in Canada additionally has its targets set on providing solutions for future defence programs, such as the next Tactical Aviation Capability Set (nTACS) program.

Airbus Helicopters in Canada remains committed to providing rotary-wing solutions for all mission types: emergency medical services, firefighting, law enforcement, search-and-rescue, private and business aviation, energy, and aerial work. Last year, SkyAlyne — a partnership between CAE and KF Aerospace — was selected as the preferred bidder for the Royal Canadian Air Force (RCAF) Future Aircrew Training (FAcT) Program. As a part of that bidding process, SkyAlyne has selected the H135 as its rotary-wing platform of choice. This would be the first Airbus Helicopters product to be flown by the RCAF.

Defence and Space

As Airbus in Canada celebrates its own 40th birthday in 2024, it also celebrates the 100th anniversary of the RCAF. “This is clearly a tremendous milestone which we, as Canadians, can all be proud of,” said Jean-François Godbout, head of Airbus Defence and Space Canada. “Airbus has been a key partner to the RCAF over the last four decades. From the CC-150 Polaris to the CC-295 Kingfisher and CC-330 Husky, Airbus has successfully completed many RCAF missions in North America and worldwide.”

In July 2023, the Government of Canada announced plans to purchase four new Airbus A330 Multi Role Tanker Transport (MRTT) aircraft and convert five used A330-200s. This new fleet will replace the aging CC-150 Polaris fleet operated by the RCAF, which performs air-to-air refuelling, personnel lift, medical evacuations and transport of government officials.

Still within military markets, but also in commercial and civil markets, Airbus in Canada continues to deliver outstanding space technology, satellite solutions and earth observation data technology. 

Major commercial milestone

Within its commercial aircraft division, Airbus Canada is proud to announce that this year also marks the use of its A220 aircraft on five continents. Australia’s national carrier, Qantas Group, has recently entered into service its first new-generation A220 plane, becoming the 20th operator around the world to do so. The company will eventually have up to 29 A220s for its QantasLink business, which services metropolitan and regional destinations across Australia.

Airbus Canada assumed manufacturing and support of the A220 group in 2018 at its facility in Mirabel, Quebec. It is the only aircraft production program in Canada, and the A220 is the only aircraft on Earth purpose-built for the 100- to 150-seat market. “Our A220s have connected more than 100 million people with their loved ones,” said Schultz, who also leads Airbus’s commercial division in Canada. “The A220s in service have so far flown more than a billion kilometres, and that’s just the beginning.”

Indeed, many more achievements lie ahead for all three divisions at Airbus in Canada, as it celebrates its 40th anniversary.

“We have a decades-long history of demonstrating excellence with a full range of capabilities and proven solutions, and this will continue into the future,” Schultz said. “We remain committed to our strong, ongoing contributions to aviation and aerospace in Canada and beyond. When Canada recognizes a need, Airbus will be there.”

The post Airbus: Celebrating 40 years appeared first on Skies Mag.

This sponsored article was created by Insight magazine, the sponsored content division of MHM Publishing, on behalf of Voyageur Aviation.

North Bay’s Voyageur Aviation has a long history of multifaceted operations, with a growing expertise in supporting government and defence programs. Along with its publicly-traded parent company, Chorus Aviation Inc., Voyageur offers a broad array of specialized technical, component, and flight solutions.

Founded in 1968, the company currently employs over 400 people, with its headquarters in North Bay, Ontario. Its 200,000-square-foot (18,580-square-meter) facility comprises five hangars, specialty aviation shops, a design engineering centre, training facilities, and a 24/7 worldwide dispatch and maintenance planning centre. Voyageur also has other Canadian bases in Hamilton, Moncton and Trenton, as well as forward operating bases in Africa and the Middle East, which support unique aviation missions on behalf of intergovernmental organizations.

The post Voyageur Aviation: Canada’s Special Mission Expert appeared first on Skies Mag.

This sponsored article was created by Insight magazine, the sponsored content division of MHM Publishing, on behalf of Arcfield Canada Corp.

Arcfield Canada Corp., headquartered in Calgary, Alberta, has been a trusted partner to the Canadian Armed Forces (CAF) and the Royal Canadian Air Force (RCAF) for more than three decades. 

The company’s impressive pedigree in providing fighter support includes more than 35 years of delivering critical services, such as full fleet supply chain and logistics management, comprehensive avionics maintenance repair, overhaul and upgrade (MRO&U), and innovative engineering solutions.

These core capabilities, coupled with Arcfield’s four technical airworthiness accreditations, ISO 9001:2015 and AS9100D certifications, and compliance to Cybersecurity Maturity Model Certification (CMMC) standards, ensure Canada receives the most reliable outcomes.

Over the years, Arcfield has been a trusted partner and supplier of choice to all Boeing F/A-18 users, and counts among its valued customers the armed forces of Australia, Finland, Kuwait, Malaysia, Spain, Switzerland, and the United States. Arcfield is already fully integrated in the CAF system supporting the vital missions of the RCAF.

^{Strategic partnership}

As a critical link in the sustainment of fighter operations, Arcfield is proud to enter an exclusive partnership with OneLogistics, a valued European partner in supporting Canada’s incoming Lockheed Martin F-35 fleet.

OneLogistics was established in the Netherlands in 2009 with a single vision: To create a company that is able to deliver optimization solutions by integrating warehousing, transport, customs, and compliance management into a control tower solution, adding the best value to the F-35 program readiness, affordability, scalability, and agility.

For five years now, OneLogistics has been providing sustainment supply chain management services for all the F-35s, both based and deployed in the European region. During that period, OneLogistics has gained in-depth knowledge of the F-35 Global Support Solution (GSS). This allowed it to develop best-in-class sustainment supply chain solutions and become one of the most effective product support providers (PSP) of the F-35 program.

 ^{A proven model for F-35 sustainment}

The partnership between Arcfield and OneLogistics will deliver a proven sustainment solution for the Canadian F-35s, based on the successful model that’s been in operation in Europe since 2019.

When the first F-35 aircraft enters service in Canada, adherence to the F-35 GSS will require Canada to adopt significant changes in its in-service support philosophy and construct compared to what exists today for the Boeing CF-18. That’s why Arcfield has partnered with OneLogistics, the operator of the F-35 European Regional Warehouse and the largest supply chain manager for the F-35 outside the U.S.

Arcfield will implement a tailored version of the successful OneLogistics model to deliver an immediate, reliable, and low-risk logistics readiness solution for the RCAF.

^{Operational and economic benefits to Canada}

Arcfield’s vision aims to address the Government of Canada’s economic goals and the RCAF operational outcomes for the sustainment and logistics of the Canadian F-35 program. Arcfield can provide Canada with a turnkey solution to meet its supply chain management and logistics objectives, and contributes to the overall effectiveness of the GSS for the F-35 in Canada.

Supply chain management and logistics is a core competency of Arcfield. The company can provide state-of-the-art warehousing facilities and fully integrated logistics solutions tailored to the unique requirements of Canadian F-35 operations. 

With the use of the successful OneLogistics model and leveraging Arcfield’s core capability, Arcfield can provide an all-encompassing Canadian supply chain management and logistics solution. Arcfield can collaborate with the RCAF to identify strategic logistic support locations for a Canadian regional warehouse and the pre-positioned deployment support packages designed to optimize mission support across Canada’s vast geography.

Arcfield will deliver a beneficial value proposition that will employ Canadians across several regions, specifically in the Prairies and Quebec.

^{The Arcfield advantage}

Arcfield currently provides comprehensive nose to tail supply chain management and logistics support for Canada’s fleet of CF-18 fighter aircraft. The company has supported Canada’s fighter fleet throughout four life extensions, demonstrating its ability to align with the changing concept of operations (CONOPS) of the fleet. 

Arcfield’s role and scope of work has expanded under Canada’s Optimized Weapon System Support (OWSS) concept to be a full in-service support performance-based contract. These roles include program management, engineering support, maintenance support, and materiel support. 

^{Collaboration strength} 

Arcfield is confident that in utilizing the proven OneLogistics model already in service throughout the European region, it can provide Canada with a sovereign regional warehouse solution to ensure reliable operational availability of Canadian F-35 equipment and materiel. An Arcfield and OneLogistics solution will assure Canada’s successful transition from the CF-18 to the F-35 fleet and deliver mission-ready assets every time they are needed. 

The post The Arcfield Advantage appeared first on Skies Mag.

Last year, Peraton Canada rebranded as Arcfield Canada, but the new name is anchored in more than 35 years of proven support to Canada’s fighter fleet.

Since CF-18 fighter jets first took off in the 1980s, the Arcfield Canada team has provided the highest levels of equipment and engineering support to the Royal Canadian Air Force (RCAF). As the company has changed identities — from Harris to Peraton and now Arcfield — a core team of more than 100 specialists has ensured the highest readiness levels for the Canadian fighter fleet.

Today, Arcfield Canada offers three main core capabilities: supply chain management (SCM), maintenance, repair and overhaul (MRO), and engineering solutions (ES).

To achieve over 98 per cent availability of aircraft and support equipment on a 365/24/7 basis, Arcfield Canada manages an inventory of over 55,000 unique line items. Worth almost $1 billion, it is the largest contractor-operated supply chain management program in the Canadian Forces.

From two large fulfillment centres located on site at Cold Lake, Alta., and Bagotville, Que., Arcfield Canada staff run a seamless exchange system that receives faulty equipment and immediately issues serviceable items to RCAF technicians.

Supported by a 76,000-square-foot (7,060-square-meter) headquarters in Calgary, Alta., Arcfield Canada offers warehousing capabilities, training facilities, and engineering labs where test protocols are developed for efficient fleet maintenance and repair.

The test labs specialize in intermediate and depot level testing and MRO, micro-miniature repair, and secure electronic warfare repair.

The company also supports the CF-18’s entire avionics suite, providing in-depth engineering support translating into more than 70,000 repairs, modifications, obsolescence and capability enhancement requirements.

Arcfield Canada also provides SCM and logistics support for the CF-18’s GE F-404 engines, generator converter unit, airframe mounted accessory drive unit, and auxiliary power unit. In July 2022, Arcfield was subcontracted by L3Harris to provide SCM services to the CF-18 fleet’s primary air vehicle from expanded bases in Cold Lake and Bagotville. 

Most recently, Arcfield partnered with Canadian company Palitronica to develop a cyber materiel assurance capability for the global F/A-18 aircraft fleet. Ultimately, fleet readiness depends on supply chain security and resilience. Cyber materiel assurance programs detect supply chain attacks, identify counterfeit parts, and protect against “Trojans.” Examples of Trojans include counterfeit chips, recycled e-waste branded as new, or malicious hardware implants.

As it continues to grow and evolve its support capabilities, Arcfield remains committed to supporting Canada’s CF-18 fleet through to its anticipated end of life in 2032. As plans finalize for the country’s future F-35 fighter fleet, Arcfield is ready to provide in-country support that will enable Canada to meet its mission demands, whether at home or abroad.

The post Mission-ready support appeared first on Skies Mag.

On Oct. 3, 2014, a team from L3Harris Technologies travelled to the Middle East to support the Royal Canadian Air Force (RCAF) during Operation Impact, a mission by the Global Coalition to degrade and defeat Daesh in Iraq and Syria.

This was the first time in Canadian history the CC-150 Polaris entered a combat theatre as an air-to-air refuelling tanker, and for the next four years, L3Harris technicians worked around the clock to ensure the fleet was ready to fly at a moment’s notice.

Although this mission was unique, and certainly a significant milestone — one that landed L3Harris many commendations and resulted in a departure reliability of more than 97 per cent — it was merely one example of the commitment L3Harris has shown as the primary in-service support (ISS) provider for CC-150 Polaris aircraft fleet over the last decade.

“It is an honour and privilege for us to be a provider of solutions to the RCAF, and we don’t take that responsibility lightly,” said Ugo Paniconi, general manager of L3Harris Technologies, in Mirabel, Que. “If we go back through our heritage as Canadair and as a unit of Bombardier, we have a 75-year legacy of providing the RCAF with sustainment solutions and we take a lot of pride in this important role.”

L3Harris began providing ISS for the RCAF’s five CC-150 Polaris aircraft in March 2012. This multirole platform consists of modified Airbus A310-300 airliners operating an array of missions — from VVIP transport to cargo, refuelling and other passenger configurations.

L3Harris is the primary provider of fleet management, engineering, operational and heavy maintenance, logistics, material management and support of all deployed operations for the RCAF fleet. It carries out this work at the RCAF 8 Wing Trenton facility in eastern Ontario, where the CC-150s are based, as well as at the L3Harris facility in Mirabel.

In addition, L3Harris also provides ISS for five other key RCAF platforms: the CF-188 Hornet, CT-114 Tutor (Snowbirds), CP-140 Aurora, CH-147 Chinook, and CH-148 Cyclone helicopters.

“As a result of our long-standing relationship, we’ve developed significant expertise when it comes to sustainment and in-service support,” Paniconi said. “We understand what is important to Canada, in terms of performance, flexibility, value for money and high-value Canadian jobs. We think about all these key aspects and make sure the solutions we bring to the table are affordable, flexible and effective in meeting the RCAF’s operational needs. We always look for ways to be innovative and to continuously improve.”

As the RCAF transitions to the procurement and preparation of Airbus A330-200 multi-role tanker transport (MRTT) aircraft that will replace the CC-150 Polaris, L3Harris is positioning itself as the ideal ISS provider for this new fleet.

“It really comes down to the capabilities and credentials we’ve built in developing and delivering complete, integrated sustainment solutions, backed by demonstrated performance and offering a low-risk solution at a level of readiness expected by the RCAF,” Paniconi said. “We invest a lot of our expertise and energy in making sure that all the necessary pieces come together to deliver mission success to the RCAF.”

Over the last 10 years, L3Harris said it has proven its ability to deliver that mission success by achieving dozens of milestones in support of the CC-150.

L3Harris began by rapidly achieving the required airworthiness accreditations in June 2012, followed by just-in-time support for the G8 summit in June 2013.

The VVIP transport aircraft was repainted and refurbished to properly represent Canada’s national identity and colours. It was also equipped with a secure voice communication system, satellite communication and WiFi capability, clearly demonstrating L3Harris’ leading capabilities.

In July 2013, the CC-150 Polaris team from L3Harris was recognized for outstanding performance during the Department of National Defence Operation Southern Reach in South America.

L3Harris received a new multi-year contract for ISS of the CC-150 Polaris in August 2013, and this work continues up to the present day, with a high degree of praise from the RCAF.

In December 2013, L3Harris provided RCAF 437 Squadron with the ability to use CC-150 Polaris aircraft to evacuate injured soldiers, installing four patient transfer units within 30 days — on time and on budget.

Then, in November 2015, L3Harris completed installation of an improved traffic alert and collision avoidance system (TCAS) on the fifth CC-150 aircraft — also on time and on budget.

This ensures the entire CC-150 fleet is now equipped with the latest TCAS, extending its lifespans and improving safety.

Many other milestones have followed since, and now that the Canadian government has begun engaging industry for its new A330 (CC-330) MRTT program, L3Harris is already planning an integrated supply chain solution for ISS.

Drawing on its experience and expertise, L3Harris said it is well-positioned as the logical, low-risk choice and ideal ISS provider to work with Airbus and Canada for the full lifecycle of this new platform.

“We are proud of the work we have done in support of the CC-150 fleet and look forward to the opportunity to continue this support on Canada’s new CC-330 MRTT fleet,” Paniconi said. “For many decades, we’ve dedicated ourselves to helping keep the RCAF flying safely and effectively. This is a job we take very seriously, know how to do well, and look forward to continuing to offer trusted, reliable, and effective fleet management solutions for many years to come.”

The post Exceptional support — today and tomorrow appeared first on Skies Mag.

In 2023, the Royal Canadian Air Force (RCAF) will accept bids from selected firms for the Future Aircrew Training program, or FAcT.

“This is an exciting opportunity for the RCAF to receive a comprehensive and fully-integrated training solution from BLCAT [Babcock Leonardo Canadian Aircrew Training], built on next-generation technology and international experience to ensure the needs of students and instructors are put first — and delivered by world-class companies like L3Harris,” said Jana Lee Murray, program director of BLCAT.

BLCAT is a well-established joint venture of Babcock and Leonardo, both world leaders in military aircrew training that each have a long history of supporting air forces around the world. BLCAT has strong Canadian roots, with a team that has more than 50 years’ experience delivering solutions to complex problems for the Government of Canada.

“Our parent companies have decades of experience in global aircrew training, including working with NATO allies,” Murray said. “By joining forces to create BLCAT, Babcock Canada and Leonardo Canada have created a trusted multinational team that is uniquely positioned to deliver world-class military pilot and aircrew training specifically tailored to meet every requirement of the FAcT program. Joining forces equips us to manage program transition risks, support students and instructors, and enhance quality at every touch point.” 

Murray noted that at this point in history, Canada’s air force must undergo a major transformation to maintain itself as a multipurpose, combat-ready entity capable of protecting Canada’s borders and those of its allies.

“The delivery of a new end-to-end military training infrastructure is required, and this is a complex undertaking with significant transition risks,” Murray said. “This is a critical time in the evolution of the Royal Canadian Air Force, and no organization but BLCAT has the international experience, proven track record and expertise required to successfully implement the new training system.”

In addition to experience and technological leadership, BLCAT is working with strategic companies to deliver its customized training solution in Canada, by Canadians. L3Harris is one of the industry-leading companies supporting BLCAT’s solution with its own recognized innovation and expertise.

Rich Foster, corporate vice president of L3Harris Technologies Canada, added that sustaining the complex training solutions required by FAcT also requires local presence.

“L3Harris has over 3,000 Canadian employees from coast to coast to coast and has been innovating solutions to support the RCAF for over 35 years,” he said. “Our solutions not only achieve efficiency but also ensure safe and effective operations.”

L3Harris is providing in-service support and aviation engineering services for RCAF mission-critical fleets, such as the CF-18, CC-150, CH-148, CT-114, CH-147 and CP-140.

If BLCAT is awarded the FAcT contract, L3Harris’ key role will be to ensure that the correctly-configured aircraft are available at the right time to support BLCAT’s training program.

“This will be made possible by deploying L3Harris’ proven sustainment solution and services,” Foster said. “Exact electronic record-keeping of each aircraft configuration and usage will be achieved through L3Harris’ customized and proven IT system. We will ensure that no training flights are delayed and each aircraft will remain airworthy to support RCAF trainees.”

Together, BLCAT and L3Harris will also incorporate the latest next-generation technology solutions.

“The evolution of aircrew training technologies is fast-paced, and BLCAT and L3Harris will keep pace with the latest developments and introduce them to FAcT on an ongoing basis to ensure that learning remains effective,” Murray said. “BLCAT’s training capabilities are underpinned by a network of fixed- and rotary-wing training centres, driven by our partnering company’s leading technologies on real and simulated assets — and by the quality and commitment of elite instructors.”

Understanding needs

BLCAT understands what Canada is asking through FAcT and has the proven experience with air forces around the world to deliver what is needed — an end-to-end cutting-edge training solution tailored to the RCAF and delivered through experienced local Canadian companies and industry leading organizations.

“FAcT is not an extension of a program — it is an entirely new program,” Murray explained. “This presents BLCAT with an opportunity to design and implement a fully-integrated aircrew training solution that meets the RCAF’s every need and provides lasting economic benefits and opportunities for Canadian businesses and Indigenous communities.”

Murray added that as a 25-year program, FAcT is a truly generational initiative. BLCAT is ready to develop the program at the grassroots level from the very beginning, to ensure required skills development and training goes smoothly, an inclusive workforce strategy is included, and diverse business partners are sought from coast to coast.

“We believe that with BLCAT’s proven track record of building complex aircrew training systems around the world, BLCAT is the right choice to enable the development of a modern, scalable Canadian military aircrew training infrastructure, centred on supporting students and instructors, designed to enhance quality at every touch point, and delivered by exceptional Canadian firms like L3Harris,” she said. “Collaborating with L3Harris — a proven expert in its field — supports BLCAT’s low-risk and success-focused approach.”

BLCAT and L3Harris are looking forward to having the opportunity to transform RCAF training in the decades to come.

“The next generation of pilots and aviators deserve the world’s best aircrew training,” Murray said. “And that’s what we will deliver.”

The post A comprehensive and fully-integrated training solution appeared first on Skies Mag.

As the Royal Canadian Air Force (RCAF) prepares to select its partner for the Future Aircrew Training (FAcT) program, it faces a critical decision that will determine the effectiveness of Canadian military pilots and aircrew for decades into the future. It is a decision that will impact the security of Canada and its allies and alignment with the North Atlantic Treaty Organization (NATO) and other international bodies.

The stakes are incredibly high, and SkyAlyne — an all-Canadian partnership between incumbent RCAF training providers CAE Inc., from Montreal, Que., and KF Aerospace from Kelowna, B.C. — is uniquely up to the task. The specifics on how SkyAlyne will expertly manage air force training for the next 25-plus years are laid out in its FAcT proposal due January 2023.

“SkyAlyne’s team is composed of highly specialized Canadian companies, founded by past military members and presently employing many veterans,” said Maryse Carmichael, a retired lieutenant colonel with the RCAF and a special adviser in aircrew training for SkyAlyne. “So, it’s more than just a contract to us — it is personal.”

Keeping Canadian aircrew training in Canadian hands is the top priority of the SkyAlyne team.

“We want to see Canada succeed,” Carmichael said. “We want to see Canada secure. We want to see communities grow through this program. We are rigorously ensuring that we are putting together the very best training solution for Canada’s next generation of pilots and aircrew. We also have a vast network of Canadian suppliers and subcontractors, literally in every region of this country, which means that when SkyAlyne is selected, all the benefits of the program will stay here at home.”

SkyAlyne is a 50/50 partnership between two of Canada’s revered aerospace firms. Formed in 2018, SkyAlyne has the single goal of continuing the RCAF’s long tradition of exceptional, made-in-Canada training and in-service support (ISS) for military aircrew and pilots, air combat sensor officers (ACSOs) and airborne electronic sensor operators (AES Ops).  

CAE and KF Aerospace know the importance of consistent and sustainable training, as they currently train all RCAF pilots through two contracted programs.

CAE has emerged as one of the world’s top aviation training and simulator manufacturing companies since its founding shortly after the Second World War by a former RCAF officer and now retired group captain Ken Patrick. CAE is also the manager of the NATO Flying Training in Canada (NFTC) Program at RCAF bases in Moose Jaw, Sask., and Cold Lake, Alta. This program covers Phases II and III of pilot training and fighter lead-in training.

KF Aerospace has grown into Canada’s largest commercial aviation maintenance, repair and overhaul (MRO) company since its founding in 1970 by Canadian entrepreneur Barry Lapointe. KF manages the Contracted Flying Training and Support (CFTS) Program in Southport, Man. This includes ab initio (beginner) pilot training and Phase III helicopter and multi-engine fixed-wing training.

SkyAlyne combines the expertise, experienced personnel and resources, with the goal of continuing long-established partnerships with the RCAF when these programs are transitioned to FAcT over the next several years.

“We also have the direct experience and expertise of managing the current programs jointly with the RCAF and other militaries’ programs around the globe,” Carmichael said. “We are the highly experienced training integrators, capable of delivering excellent training programs for Canada’s next-generation aircrews.”

SkyAlyne leverages decades of experience supporting Canada’s military to build the program success of the next generation of Canadian aviators.

A typical day in the life of a SkyAlyne aircrew-in-training would encompass everything from classroom sessions to live flying training missions, simulator training, and all points in between.

SkyAlyne would provide student accommodations, meals and recreation, courseware design and live flying instruction, and access to cutting-edge training methods and equipment. SkyAlyne would also take full responsibility for building, maintaining and managing the facilities across three training sites in Moose Jaw, Sask., Southport (Portage la Prairie), Man., and Winnipeg, Man.

“It’s really a holistic, comprehensive, and integrated solution that we’re delivering for Canada,” Carmichael said. “We are procuring several fleets of aircraft for the various phases [of training]. They will be perfectly suited to train Canada’s pilots and aircrew and are some of the most advanced, most capable trainers available to military customers worldwide.”

Together with a team of highly capable subcontractors, SkyAlyne’s group of companies employs 19,000 people in Canada with unparalleled resources and experience that would be implemented and improved upon as the FAcT partner.

“Our people are there, on the ground in these communities where the training takes place,” Carmichael said. “We already have strong existing relationships with not only the Canadian military, and the Department of National Defence [DND], but also with local community leaders, including Indigenous communities, local governments, academic institutions and non-profits. We’re ready to spool up into this new program and expand to the scope Canada requires for the Future Aircrew Training program. But we’re doing so on that solid foundation.”

Although the RCAF and DND will weigh several factors when selecting a partner for the FAcT program, SkyAlyne is positioning itself as the best and most logical choice.

“Not only are we the lowest risk and the most capable, but we are the only Canadian solution for FAcT,” Carmichael said. “SkyAlyne will keep this capability and expertise fully in Canada’s hands, and really maximize the economic benefits at home, accelerate research and development, and help build Indigenous businesses and communities through this contract. We provide the best of all worlds for FAcT and we’re confident that our proposal clearly demonstrates that. At the end of the day, we expect the government will keep this program in Canada’s hands for the future.”

The post Building for the future on a solid foundation appeared first on Skies Mag.

Since 1984, Airbus Helicopters has been a proud member of Canada’s aerospace industry, and is the leading provider of helicopters in the North American market.

In fact, the aerospace giant is a global reference in the military market — and the proof is in the numbers. More than 100 armed forces around the world place their trust in Airbus Helicopters to provide them with reliable solutions to complete their missions.

With deep experience building aircraft for the defence sector, Airbus Helicopters is committed to serving the wide array of military operational needs. Its aircraft are specially adapted to outperform on all types of military missions.

The dual engine platforms that are among its product offerings provide increased safety levels in the most challenging environments and advanced avionics for ease in pilot workload.

For instance, first class militaries turn to the H145 platform for its versatility — the German special forces operate the H145M, while the U.S. Army operates an H145 variant under the UH-72 Lakota designation.

The H145M is designed to conduct intelligence, provide transportation, and carry out fire missions successfully — whether it’s during the day or night and in the most adverse weather conditions and obscured visibility.

Other military platforms of interest include the H160M, where France plans to replace five fleets of helicopters in three branches of the French Armed Forces with the H160M Guépard, and the H175M, which is a contender for the New Medium Helicopter (NMH) requirement — a U.K. military program to procure a new medium-lift support helicopter to replace existing helicopters operated by the Royal Air Force and British Army.

The H135 has become the aircraft of choice for pilot training programs within many military organizations globally, including the U.K. Military Flying Training System, the Australian Army and Navy, and now the Moroccan Forces Royale Air, which chose this aircraft earlier this year.

A full spectrum trainer, the H135 offers dual engines and facilitates the development of core skills with the onboard avionics — similar to more complex operational helicopters within the military fleet, allowing easy and safe pilot transition.

Although the Royal Canadian Air Force (RCAF) doesn’t yet have an Airbus helicopter fleet in its current inventory, Airbus Helicopters believes its full spectrum of creative and robust solutions puts it in the prime position to meet the demands of the Canadian Armed Forces.

As the top helicopter manufacturer in the world, Airbus Helicopters boasts the largest civil and military range of some 20,000+ helicopters, delivered to 150 countries. There are about 12,000 Airbus helicopters in service today, but the company is not settling for status quo — Airbus Helicopters continues to invest heavily in the future of vertical lift.

As the Government of Canada prepares to release its new national defence policy, it is expected that the policy will enable the RCAF to look beyond existing capabilities and aircraft models, and embrace future next-generation platforms. Airbus Helicopters is closely monitoring the developments of future programs, such as the next Tactical Aviation Capability Set (nTACS) program, which explores the vertical lift capability for the RCAF beyond the life of the current fleet. 

The company believes that with its current military programs and its participation in NATO’s Next Generation Rotorcraft Capability (NGRC) program, Airbus Helicopters will be well positioned to answer the call when the time comes. The aerospace company is eager to participate in industry engagements with the Government of Canada, as well as take part in an open and competitive bid process.

The classic Canadian procurement model requires every project to be staffed independently for approval — a process that can take years or even decades, potentially causing shortfalls with near-term capabilities. Airbus Helicopters believes it can provide the appropriate solutions to support the RCAF and the men and women serving, who must remain agile to adapt to an ever-changing world.

Rotary-wing search and rescue (RWSAR) missions in the Great Lakes region could serve as a suitable case to test alternative solutions. As a company located on the shores of Lake Erie and in the Great Lakes region since 1984, Airbus Helicopters is motivated to bolster RWSAR coverage in the region in order to meet required capabilities.

The Government of Canada and the RCAF should know that there are several Canadian operators that are ready to help with various options, such as service contracts that could be implemented on a much shorter timeline. 

Headquartered in Fort Erie, Ontario, Airbus Helicopters has a team of nearly 250 employees, as well as sales support in Montreal, Que., and a 24/7 customer service network coast-to-coast. Airbus Helicopters currently supports a fleet of more than 760 helicopters flown by 220 operators across the country.

Across its divisions — helicopters, commercial aircraft, and defence and space — Airbus currently employs over 4,000 people in Canada supporting aerospace throughout the country.

Its helicopters division is focused on five primary areas when it comes to its activities in Canada. Those include aircraft sales and deliveries, composite manufacturing, repair and overhaul, supplemental type certificates/options development, and support and services.

Due to its competitiveness, the Fort Erie facility is a centre of excellence for engineering and composite manufacturing, and is the sole source supplier for eight different Airbus helicopter types flying around the world.

The repair and overhaul department provides overhaul services and dynamic component repair to Airbus helicopter operators worldwide for the light single-engine product ranges. Today, more than 50 per cent of the workforce in Fort Erie works on products for export.

The post Ready for the future appeared first on Skies Mag.

When To Go Missed

Aspen, Colorado (ASE)

The airport sits at 7,837 feet above sea level, with towering mountains peaking at over 14,000 feet just a few miles away. The runway is snuggled in a box canyon, with one way in and one way out. Not only must you have a heightened situational awareness, but adequate advanced

planning, too.

Typically, for non-precision approaches, the Missed Approach Point (MAP) is noted in the

profile view. Here, it is CEYAG or I-ASE 4 DME. This puts you 2,100 feet above the

touchdown zone with 2.6 nautical miles from the runway. Some quick math puts this glide path at around 808 feet per nm — a plus-nine-degree slope! This is a very steep approach. It is

probably best to calculate a visual descent point (VDP). (See my last article.)

A three-degree glide slope at an altitude loss of 2,003 feet requires about 6.7 nm from the

threshold. This would mean starting the approach to the runway ***before*** the Final

Approach Fix (FAF) of DOYPE. While a three-degree glide slope is ideal, it is unlikely to occur for this approach given the terrain profile and step-down limitations. To adapt, we could increase the slope. But remember: We must satisfy 91.175(c) for Part 91 operations, where the aircraft must be in a continuous position from which a descent to land on the intended runway can be made using normal maneuvers.

To maintain the aircraft in such a position, the approach slope of 6.59 degrees (as suggested on the plate) would have to begin about five nm from the threshold, or 6.4 DME from I-ASE. This would begin just ***after*** the FAF.

If you can’t see the runway by five nm from the threshold or 6.4 DME from I-ASE, you might expect to go missed, because descending to the runway at your MAP may not satisfy 91.175(c) — or even your aircraft’s capabilities. Note that if you are to leave the MDA altitude after the FAF, you must meet all three criteria of 91.175(c).

Environmental Considerations

This approach to Runway 15 typically includes a tailwind component, like mountain valley winds or katabatic winds, for example. Tailwinds will increase the aircraft’s ground speed,

therefore increasing the rate of descent required.

Questions to Ask Yourself:

Can your aircraft perform to this steep approach? Does your aircraft have a Terrain Awareness and Warning System (TAWS)? Could the high sink rate alert come on during this approach?  Will you shut off this warning system to perform this approach? If you do shut off this warning system, wasn’t it trying to protect you?

While this approach into Aspen looks straight forward on where to go missed, it would be better to expect to go missed if you can’t see the runway from the FAF, and/or the rate of descent

exceeds your/the aircraft’s limits. Having the plan to go missed at a certain point will reduce workload while flying this task-heavy approach.

Advanced Planning:

Did you calculate your required rate of descent and ground speed? What descend rate will

exceed a stabilized approach for your aircraft? Where is the MAP, or at what point do the

aircraft’s capabilities limit you from performing this approach safely and/or legally? Were you ready to go missed from the start of this approach?

If you plan for a missed approach on every approach, then you’ll never be surprised that you had to push the shiny throttle levers forward.

The post Instrument IQ — December 2021/January 2022 appeared first on Skies Mag.

SHARPEN YOUR IFR SKILLS

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature! Examine the following approach plate and take your best shot at the accompanying questions:

SEdmonton, Alberta (CYEG)
ILS RWY 12 Approach

Instrument IQ test

Click the question to see the answer

The post Instrument IQ — October/November 2021 appeared first on Skies Mag.

SHARPEN YOUR IFR SKILLS

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature! Examine the following approach plate and take your best shot at the accompanying questions:

Saskatoon, Saskatchewan (CYXE)
ILS RWY 09

Instrument IQ test

Click the question to see the answer

The post Instrument IQ — August/September 2021 appeared first on Skies Mag.

Canada’s largest aviation magazine will be back in print for our August/September 2021 NBAA issue. This special issue of Skies will be distributed at this year’s NBAA convention in Las Vegas, Nevada, and will also be available online in our in­teractive digital format.

This is your chance to maximize exposure for your brand and reach your desired biz av audience.

STORY FEATURES

1. The highly successful Embraer Phenom 300E

2. The state of heavyweight business jets in North America

3.  A century of business aviation in Canada

And so much more!

YOUR AD WILL REACH

• Thousands of NBAA show attendees via show floor publication bins

• Key personnel via Skies’ magazine room drop at select show hotels

• Thousands of digital readers, with an average of 92,815 online readers per issue

Don’t miss your chance to be in the special NBAA print issue of Skies!

ADVERTISING DEADLINE: AUGUST 26!

Contact sales representative Mitch Reyno to secure your placement!

The post Skies Special NBAA Issue appeared first on Skies Mag.

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature!

Examine the approach plate below and take your best shot at the accompanying quiz.

Boston, Massachusetts (BOS) / ILS or LOC RWY 15R

Did you see that… ?

You get a call from a friend asking if you want a box of lobster fresh from their fishing boat.

Being that it’s fresh Maine lobster, you say, “Absolutely!” As a professional aviator, you take a look at the weather in KBOS, and it is IFR conditions all along the eastern seaboard with southeast winds. That’s no problem for you, because you are a seasoned instrument pilot. You perform your preflight action and hop in your plane to start making your way to KBOS.

1. GPS in lieu of DME? Maybe…

Like many GA airplanes, your old DME receiver has been deactivated and labeled “inop” (or better yet, completely replaced) since your avionics upgrade and installation of a GPS. The approach requires DME, as noted in the upper left corner: “DME required.”

Your next thought may be, “I can use the GPS in lieu of DME.” Right!? Well, let’s take a closer look at the type of GPS that will allow you to do this…

The GPS capabilities will depend on the Technical Standard Order (TSO) certification. These capabilities are outlined in AC 90-108 (pp. 4-5), which says that a TSO-C129/-C145/-C146 unit may be used in lieu of DME for en route and terminal operations. The WAAS GPS receiver may be used in lieu of DME, too (TSO-C145/-C146). In the present case, the GPS would be used to identify the aircraft’s distance and to satisfy the DME requirement. This is one of the four approved ways to use the GPS in lieu of DME for Part 91 operations.

Which TSO-C129/-C145/-C146 is your GPS? This is where you would have to look at the airplane’s operator manual, specifically in the flight manual supplement. (This manual is typically towards the back of the operator’s manual in the supplement section.) The TSO certification would most likely be found in the general or limitation section of the flight manual supplement (see a sample flight manual supplement for a GNS 430W here).

Do you know what kind of TSO certification your GPS is?

2. Weather is below approach minimums. Can I start the approach?

As you come into the KBOS area, you listen to the ATIS. The ceilings are 200’ vertical visibility and 1/4 mile visibility due to fog.

Next, you take a look at the weather minimums; you see the minimum weather for the ILS 15 straight in is 300’ ceilings and 1/2 mile visibility. Can you start the approach? Well, yes, you could, because fresh lobsters are at stake.

Under FAR Part 91 operations, you could legally start the approach, even if the weather is “zero-zero.” But whether you can actually land is determined at the Decision Altitude or Minimum Descent Altitude.

Here is when FAR section 91.175 comes into play. Again, for Part 91 operations, you could attempt the approach; however, if you want to continue below the Decision Altitude/Decision Height (DA/DH), you must take a few things into account: 1) The aircraft is in a position from which descent to a landing on the intended runway can be made using normal maneuvers; 2) The required flight visibility is not less than the required visibility listed for the approach; and 3) The runway environment (which is carefully defined within FAR 91.175(c) with 10 specific items).

So, here are some options: 1) You could attempt the approach, but you may not be able to descend below the DA/DH; 2) Depending on the winds, you may want to look at another runway to see if there is another approach with better weather; or 3) You could consider diverting to another airport with more favorable winds and weather.

If you were to choose another runway, the type of approach lighting system will often signal the type of approach minimums. For example, some airports have favored runways when the weather is lower because the lighting systems allow for a lower approach minima. Looking at the airport diagram on the bottom left of this chart, it appears the higher intensity lighting systems are for Runway 4R and 33L. A quick flip through the approach plates for KBOS 4R and 33L verifies that the approach minimums are lower than for KBOS 15R. (Note: This plate is used as a platform for discussion. These options may serve better at a smaller GA airport. KBOS may not accommodate an adverse flow approach.)

3. Where is my Visual Descent Point?

When on the ILS approach, the missed approach point is the DA/DH. But say the glide slope is NOTAM’d as inoperative. Therefore, you would have to use the localizer minimums. In this case, the missed approach point is 0.4 miles from the runway at ZASMU, or 1.8 DME from the I-MDC localizer. Another way to find a missed approach point for a localizer approach is time, but there is no time listed on this approach. 

You note that there is no Visual Descent Point (VDP) symbology. If you plan descent to the runway from the missed approach point, then you will be 0.4 nm from the runway, and at localizer minimums of 580’ MSL. If you come to the minimum descent altitude with just under 0.4 nm from the threshold, this would likely end up in a very steep approach to the runway. This is far from the “normal maneuvers” to make a normal descent required by FAR 91.175. The localizer or non-precision approach could set you up to fail with the missed approach point being so close to the runway. By planning a VDP, your success of meeting 91.175 for “normal maneuvers” to descend to the intended runway increases.

Here are some ways to calculate your own VDP:

1) Pull out the whiz wheel (E6B): For a three-degree glide slope you will need about 1.8 nm to descend out of 580’ MSL to touchdown zone elevation of 17’; or

2) Divide your height above touchdown by 300. The result will give you nautical miles from the runway to begin a three-degree glide slope. (580-17 = 563’ to lose, or the height above touchdown); 563/300 = 1.8 nm.)

3) Determine altitude to lose (in thousands) and multiply by three, then add 10 percent. For example: 580’ to lose will require you to be 1.7 nm from the runway for a three-degree descent. (0.5*3 = 1.5 + 0.2 = 1.7 nm.)

A good thought process to keep in mind: “If I do not see the runway at a minimum descent altitude of 580’ MSL by 2 nm from the runway, I will go missed, because I probably will not be able to satisfy the ‘normal maneuvers’ requirement of 91.175 to descend to the intended runway.” 

4. What does CIRCLING mean on this approach plate?

Let’s say as you are starting the approach, the tower notifies you that they want you to plan on circling to Runway 22R. Presuming we have the weather for circling, you look down at the approach plate and see the negative “C.” (Note: Again, this is for a discussion, and probably would not happen at KBOS, unless it is super quiet or maybe at night.)

Starting in 2012, the standard circling minimums have changed as noted by the negative “C.” (See Aeronautical Chart Users’ Guide.) The change to the TERPS criteria provided improved obstacle protection depending on the altitude above the airport and approach airspeed.

The below graph shows that with increased aircraft speeds, the radius around the airport for the circling approach will expand and thus provide expanded obstacle or TERPS protection for the circling approach. The graph also shows that at higher elevation airports, more circling radius is required because of your higher true airspeed.

Taking a closer look, let’s say you are in a Category B aircraft, maybe a King Air; for a circling approach you will need 1 1/4 statute miles of visibility. The expanded circling approach chart shows that you will be allowed 1.7 nm of a circling radius for this approach. Looking back at FAR 91.175 in order to descend below minimum descent altitude, you must have the runway environment, no less than the required flight visibility, and use “normal maneuvers” to descend to the intended runway. These circling minimums and minimum required flight visibility seem pretty close to minimum visibility to see the runway environment. While you are allowed to circle farther from the airport, you may not be able to maintain the runway environment per 91.175.

If your approach speed is faster (categories C and D, for example), the circling radius may be greater than the minimum weather flight visibility required; keep in mind your ability to maintain the runway environment to meet 91.175 to descend below minimum descent altitude. 

5. With synthetic vision, I can go lower than the published approach minimums?

To enhance situational awareness, you mounted your mobile device with synthetic vision to your windshield or yoke mount.

Synthetic vision is available in popular aviation flight tool apps. While it is a great situational awareness tool, it is not approved as a means of navigation for an instrument approach; nor does it allow you to descend below MDA/DA/DH of 91.175; nor will it reduce your minimums. It is a situational awareness tool only to help identify where the runway may be located — for example, as you come down the approach path with a stiff cross wind. 

During your risk assessment, would you consider using synthetic vision when going into an airport where the weather minimums are lower than your personal minimums?

Next time, we’ll have more thought-provoking discussions of instrument procedures; some may spark conversations around the pilot lounge with colleagues — or better yet, have you pulling out the reference sources to see for yourself.

The post Instrument IQ — June / July 2021 appeared first on Skies Mag.

SHARPEN YOUR IFR SKILLS

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature! Examine the following approach plate and take your best shot at the accompanying questions:

Hamilton, Ontario (CYHM)
ILS or NDB RWY 12 (GNSS)

Instrument IQ test

Click the question to see the answer

The post Instrument IQ — April/ May 2021 appeared first on Skies Mag.

SHARPEN YOUR IFR SKILLS

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature! Examine the following approach plate and take your best shot at the accompanying questions:

Fort Nelson, B.C. (CYYE)
ILS RWY 04

Instrument IQ test

Click the question to see the answer

The post Instrument IQ — February/March 2021 appeared first on Skies Mag.

Skies is thrilled to announce that we’re expanding our coverage beyond Canada to bring our readers some of the best aviation news and photography in North America. “With the organic growth we’ve seen since the spring of 2020, we believe expanding into the U.S. is a natural direction for the magazine,” said Skies Publisher, Mike Reyno.

Alongside our expanded coverage, Skies’ readers can expect to see an exciting shift in the stories told in our magazine. Our editorial team will be dishing out more human interest-type stories, and reporting on aviation’s intriguing (or just plain cool) events — that sometimes get missed by the spotlight.

“We really wanted to bring the ‘fun’ back to aviation,” said Reyno, “and remind everyone why they got into it in the first place.”

In order to bring our readers the best coverage from all around North America, we’re welcoming a handful of new U.S. contributors to the Skies team, including industry veteran Michael Maya Charles as our Senior U.S. Correspondent. Charles has over 45 years of experience as a professional pilot and certificated flight instructor. He worked as a pilot for a major airline for over 23 years, owned and managed two FAR part 135 charter companies, and is a certified airframe and powerplant mechanic. He is also the author of Artful Flying: How to Turn your Passion for Flying into a Lifetime of Excellence.

If you thought we were stopping there, Skies is also launching a new, bi-monthly photo-issue called Chasing the Shot. This magazine will highlight the spectacular work of various aviation photographers in North America, along with their passion and techniques from behind the lens. Each issue will spotlight one photographer, featuring the best of their work from over the years.

And finally, Skies recently unveiled our completely revamped website – which we think not only looks refreshed, but offers a more user-friendly experience. (We added some handy features, too.) Expect to see more unique aviation coverage on our new website, along with our comprehensive breaking news and in-depth industry reporting. 

Our team has been hard at work over the last several months to prepare for this change in direction, or what we like to call, “Skies 2.0.” We hope you’re as excited about it as we are!

On behalf of the entire Skies team, we would like to thank you, our readers, for your continued support over the years. And if you’re a new Skies reader, welcome!

Here’s hoping for bluer skies in 2021!

Digital Friendly

Skies Online

Skies Daily

Social Media

Advertising Deadlines

Skies Magazine – August/September NBAA Issue – August 6

Skies Magazine – October/November Issue – September 10

Please review our 2021 Media Kit today, or contact Mitch Reyno and/or Derek Kast to secure your ad position before it’s too late.

The post Introducing, Skies 2.0 appeared first on Skies Mag.

The post Chasing the Shot: Skies’ Photo Contest Bonus Issue appeared first on Skies Mag.

SHARPEN YOUR IFR SKILLS

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature! Examine the following approach plate and take your best shot at the accompanying questions:

Fort Nelson, B.C. (CYYE)
ILS RWY 04

Instrument IQ test

Click the question to see the answer

The post Instrument IQ — December 2020/January 2021 appeared first on Skies Mag.