10. RCAF aircrew assist in Arctic search and rescue

Three search-and-rescue (SAR) technicians from the RCAF’s 435 Squadron demonstrated their training and skill in late December 2023 when they responded to an Air Tindi charter crash near the Nunavut-Northwest Territories border. A DHC-6 Twin Otter 300 struck terrain during a winter road construction support flight with two crew members and eight passengers on board. Despite harsh Arctic conditions, the SAR crew executed a nighttime parachute rescue and coordinated the safe evacuation of all individuals to Yellowknife.

9. Canadian aviation industry polled in fatigue management regulation review

In March, Transport Canada conducted a stakeholder review of its flight duty time (FDT) and fatigue management regulations, implemented in 2020 for large operators and 2022 for smaller ones, following widespread criticism from operators and labour groups. The review aimed to address concerns such as vague guidelines, impracticality for smaller operators in remote areas, and challenges in implementing fatigue risk management systems.

8. Edmonton likely location for western base for the RCAF CC-330 Husky

The Department of National Defence (DND) began negotiations with Edmonton International Airport in November to establish the new Main Operating Base-West (MOB-West) for the Royal Canadian Air Force’s CC-330 Husky fleet. The DND has been conducting site studies and environmental reviews for the MOB-West, which will support operations, maintenance, and training for the fleet, expected to achieve initial operational capability between 2028 and 2029.

7. How Textron Aviation’s SkyCourier utility turboprop is positioning in the market

Skies spoke with vice-president of global sales at Textron Aviation, Juan Escalante, to gain a better understanding of the Cessna 408 SkyCourier’s market potential. Developed with input from FedEx, the SkyCourier is tailored for the global courier, express, and parcel (CEP) market — with a 6,000-pound payload capacity and the ability to carry LD3 containers.

6. Bombardier’s final Global 7500 from Downsview takes flight

The final Bombardier Global 7500 aircraft manufactured at the historic Downsview plant took its maiden flight on March 23, 2024, marking the end of an era as Bombardier prepared for its transition to a new, eco-friendly facility at Toronto Pearson Airport. Downsview, with aerospace history dating back to the 1920s, is to be transformed into a mixed-use development, featuring 10 districts, 45,000 housing units, and space for 100,000 residents.

5. Boeing awarded $3.4 billion contract for 17 P-8A Poseidon aircraft

In March, the U.S. Navy awarded Boeing a $3.4 billion contract to produce 14 P-8A Poseidon aircraft for Canada and three additional units for Germany, marking a significant step in replacing aging maritime patrol fleets. Canada, acquiring its P-8As to replace CP-140 Auroras starting in 2026, stands to gain over 3,000 jobs and $358 million in annual GDP contributions through Boeing’s industrial commitments, involving seven Canadian companies.

4. Greece to acquire 7 new De Havilland DHC-515 waterbombers 

Greece earlier this year approved a $392 million plan to purchase seven new De Havilland Canada DHC-515 waterbombers, manufactured by Calgary-based De Havilland Aircraft of Canada Limited. The DHC-515 is an updated version of the legacy CL-415, featuring a larger water capacity, longer flight range, and advanced avionics. Scheduled for delivery between 2027 and 2030, the aircraft will bolster Greece’s firefighting fleet amid worsening wildfires.

3. Hawaii Mars makes final flight to resting place at BC Aviation Museum

On Aug. 11, Coulson Aviation’s Hawaii Mars, a 1945 Martin Mars waterbomber and one of only two remaining in the world, completed its final flight before being retired to the BC Aviation Museum. Thousands of spectators gathered to witness the historic aircraft on its final journey. The flight route, which included a formation with the Canadian Forces Snowbirds, paid tribute to the Mars’ 50-year legacy in forest firefighting and the communities it served.

2. Reeling back 100 years of the Royal Canadian Air Force 

The Royal Canadian Air Force marked its 100^th anniversary on April 1, 2024. Skies celebrated the occasion with a look back on the air force’s last century through photos (courtesy of Canadian aviation author Larry Milberry) — from the Silver Dart to the CF-18, and the First World War to modern peacekeeping missions.

1. RCAF: Fifth-Gen fighter jet transformation 

With the Lockheed Martin F-35A Lightning II slated to land at Royal Canadian Air Force squadrons as soon as 2026, Skies asked former CF-18 fighter pilot and F-35 test pilot, Billie Flynn, to share some key lessons regarding the fifth-generation fighter — which represents a generational capability change for the RCAF.

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The airline revealed at its 2024 Investor Day in Toronto it intends to acquire about 90 new aircraft over the next three years and spend $1 billion to reconfigure and upgrade existing aircraft cabins. 

“We are in an excellent position to successfully execute our long-term plans,” said Michael Rousseau, president and CEO of Air Canada, in a live-streamed presentation on Dec. 17. 

“Our commitment to excellence will ensure its execution.”  

Air Canada plans to acquire 36 new single-aisle Airbus A220s, 14 Boeing 787-10 Dreamliners, 25 Airbus 321XLRs and 12 Boeing 737 Max aircraft by 2028. 

These acquisitions make up about half of the airline’s planned $18 billion in capital investments over the next three years, aimed at harnessing rising demand for air travel and capturing more international passengers. 

The capital expenditures are projected to deliver major operational savings, including 15 to 20 percent better fuel and maintenance costs than the composite average of the current fleet, said John Di Bert, executive vice-president and chief financial officer. 

“The training time for new crews serving the new aircraft and the time invested in developing and implementing modern technologies does put a cap on productivity gains in the short term,” he said.  

“However, from the summer of 2026 through the end of the decade, we see a faster rate of productivity improvement.”  

Air Canada is betting on the A220, originally developed as part of Bombardier’s CSeries, as the key to better regional market performance, and for growth in sixth-freedom transport, which allows for travel between two foreign countries with stops in Canada. 

The airline projects 24 percent less cost per available seat mile (CASM) with its A220s, plus the possibility of new routes like Toronto to Monterrey, Mexico; Toronto to Sacramento; and Montreal to Austin, Texas.  

Adding Dreamliners will enhance Air Canada’s premium and cargo performance, with 30 percent more business class seats versus legacy Airbus A330 aircraft, and about 25 percent more cargo potential, the airline said. The Dreamliners are also projected to deliver 10 percent CASM savings.  

Similarly, the A321XLR delivers about 30 percent lower fuel burn than older-generation A321ceos and 12 percent better revenue per available seat mile (RASM), Air Canada said.  

Air Canada Rouge, the airline’s lower-cost carrier, aims to leverage the Boeing 737 Max to become more competitive in the leisure market, with 20 percent lower projected CASM than the existing A320-based fleet. 

The company is also investing $1 billion to reconfigure and enhance existing aircraft with fleet-wide Wi-Fi, “modern and comfortable seating,” and enhanced cabin storage. 

Air Canada’s sixth-freedom ambitions include capturing two percent of U.S. market share, saying 80 percent of the addressable U.S. to international market can “efficiently connect” through its hubs in Toronto, Vancouver and Montreal.  

“Air Canada is a world-class airline that competes on the global stage,” said Mark Galardo, executive vice-president, Revenue and Network Planning, and president, Cargo. 

“We have grown beyond our roots as Canada’s flag carrier to build a leading network that spans all six continents, and in doing so, can rival some of the greatest international carriers.”  

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The investment aims to better connect Ornge with people in northern and rural communities.  

“Our government recognizes the critical role Ornge plays in providing patients with timely access to critical care services, no matter where they live in Ontario,” said Sylvia Jones, deputy premier and minister of health, in a release. 

“Through another record investment in Ornge, our government is continuing to make it faster for Ontarians to connect to the care they need, when they need it, for years to come.” 

The new PC-24 jets will augment Ornge’s existing fleet of eight smaller PC-12 turboprops and 12 Leonardo AW139 helicopters. The government is also planning to increase the number of PC-12s in Ornge’s feet to 12, part of a $118-million announcement from 2023. 

“The addition of a special mission aircraft to our fleet will significantly enhance Ornge’s ability to respond to various emergency situations and stakeholder needs in Ontario,” said Dr. Homer Tien, president and CEO of Ornge.  

“This larger, faster aircraft will be versatile to support ultra-long distance transport of critically ill/injured patients and multi-patient, cargo and passenger configurations to best serve the mission at hand, anywhere in Ontario. This is another resource for Ornge to help us deliver on our mandate of improving health equity.” 

The PC-24 aircraft will be housed in a new hangar at Lake Simcoe Regional Airport, about 20 kilometres northeast of Barrie, and will enable Ornge to help pediatric, bariatric and neonatal patients. 

“We are very pleased that Ornge has elected to continue the excellent long-term partnership with Pilatus in this upgrade to their fleet,” said Thomas Bosshard 
president and CEO, Pilatus Business Aircraft Ltd. 

“We take great pride in being able to support the health care system of Ontario’s citizens.” 

The PC-24 acquisitions are in addition to the $118-million PC-12 fleet renewal announcement from 2023. Ontario is acquiring a larger hangar in Sudbury to house its new PC-12s.  

Ornge is also spending $25 million to hire more than 100 new frontline staff by 2029, including paramedics, pilots, and aircraft maintenance engineers.  

It’s expected the first PC-24 aircraft will be delivered in December 2027, with the second slated for delivery in early 2028. 

“Our investment in Ornge’s expanded fleet and additional frontline staff is a major step in improving access to emergency care in northern remote First Nations communities,” said Greg Rickford, Ontario’s minister of Indigenous affairs and First Nations economic reconciliation, as well as minister of northern development.  

“With approximately 98 percent of Ornge’s fixed-wing patient transports originating in the North, these all-new Special Mission Aircraft will ensure faster, more reliable transport for critically ill patients in every corner of Ontario.” 

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The FAA acknowledged last year that 51 of its 131 systems were unsustainable and a new audit, released Dec. 12, 2024, by the General Accounting Office (GAO), an independent arm of Congress, found that 17 of the FAA’s core systems are “especially concerning.” 

It was presented the previous day to the Senate Sub-Committee on Aviation Safety, Operations and Innovation, by Kevin Walsh, director of information technology and cybersecurity at the GAO.  

“Until the FAA takes urgent action to reduce the timeframes to replace critical and at-risk ATC systems, it will continue to rely on a large percentage of unsustainable systems to perform critical functions for safe air travel,” the GAO warned.  

It’s believed this reliance will align with a projected increase in air traffic of 6.2 percent per year, the report noted. 

Among other concerns, the GAO noted that the FAA – which operates under the umbrella of the Department of Transportation, employs 14,000 air traffic controllers, and has some 3,400 more in training after an aggressive recruitment drive – has no plans to modernize many systems for at least 10 years, and no plans at all for other updates, including to three systems that are 30 years old.  

The latter include the Notice Air Missions (NOTAMs) system, which provides real-time weather, traffic and safety updates to aircrews on more than 50,000 flights a day. Problems forced a two-hour shutdown for all departing aircraft in January 2023, resulting in more than 1,300 flights being cancelled and nearly 10,000 delayed. 

Eighteen systems, most of which are not identified in the audit report due to “sensitivity” issues, evidently are “unsustainable” due to spares shortages and funding shortfalls,” 33 face funding or capability shortfalls, and 54 face “possible shortfalls” in funding or capability.  

Many of these concerns are well know. The FAA issued its first comprehensive plan for improving ATC services in February 1982. It estimated the cost at $10 billion by the late 1990s, but the GAO, citing delays and cost overruns, said in 1995 that the projected cost had ballooned to $36 billion. 

The GAO said that it found in 2003 that the FAA’s plan was “far from complete” after two decades of work. “It did not recognize the technical complexity” of the plan, did not “realistically estimate the resources required,” or “adequately oversee its contractors’ activities.” 

Congress set up a specific office that same year to oversee the FAA’s “NextGen” transition from ground-based radar control to satellite radar and digital communications. While the FAA released an updated plan in 2004, the latest GAO audit found, among other things, “unanticipated” system requirements, software development issues and “insufficient stakeholder involvement.” 

A key deficiency in the current ground-based system is that much of it is still dependent on copper wiring for data transmission. 

The coronavirus pandemic also had had an impact on the FAA’s agenda, as did government shutdowns due to partisan squabbling in Congress. The GAO said these “challenges” mean that the FAA, having spent at least $14 billion on the transition between 2007 and 2022, expects to burn through an additional $22 billion by the time NexGen is in place – which now is expected to be at least 2030. 

“Without near-term modernization plans … critical ATC operations … may continue to be at risk for over a decade before being modernized or replaced,” the GAO stated. 

When he testified on Dec. 11, 2024, before the Senate sub-committee, Walsh said legacy systems generally contribute to unmet mission needs, staffing issues and increased costs, as evidenced by what was happening at the FAA. Warning that the expected growth in air travel “will not help,” he cited the fact that the FAA took 10 years to complete its enroute automation modernization in 2015 but that it had needed a “refresh” after it was deployed without the supporting data technology. 

Jason Ambrosi, a Boeing 767ER pilot at Delta Air Lines now halfway through his four-year term as president of the Air Line Pilots Association, pointed out to the sub-committee that his 79,000 members have “a vested interest” in the FAA not only sustaining legacy systems but also advancing technological and infrastructure improvements. 

“The capabilities that have been implemented with NextGen have increased situational awareness and provided tools to help pilots make safe decisions through performance-based navigation, data, communication and ADS-B (Automatic Dependent Surveillance-Broadcast),” he said. 

“However, the system’s potential isn’t being fully realized in part because many airliners aren’t properly equipped to take advantage of these updated capabilities. As a result, pilots and air traffic controllers are forced to use workarounds.” 

That enables aircrews to operate with outdated equipment in an increasingly complex environment, a situation that “runs counter to the anticipated benefits of Nextgen,” Ambrosi said. “While Congress has provided the funding requested each year by the FAA during the annual appropriations process, there remains a significant shortfall in numerous maintenance and modernization efforts. 

“Resources have not kept up with inflation and effectively require the agency to prioritize sustainment to the detriment of modernization and infrastructure needs. The FAA must ask Congress for its true needs in order to sustain the legacy systems and make greater headway on Nextgen to improve the NAS for pilots and all users.” 

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Mike Whitaker announced his pending resignation in a message to employees of the FAA, which regulates airlines and aircraft manufacturers and manages the nation’s airspace.

Whitaker has dealt with challenges including a surge in close calls between planes, a shortage of air traffic controllers and antiquated equipment at a time when air travel, and a need for tougher oversight of Boeing.

“The United States is the safest and most complex airspace in the world, and that is because of your commitment to the safety of the flying public,” Whitaker said in the message to employees. “This has been the best and most challenging job of my career, and I wanted you to hear directly from me that my tenure will come to a close on January 20, 2025.”

Whitaker took the helm of the FAA in October 2023 after the Senate, which is frequently divided along partisan lines, voted 98-0 to confirm his selection by President Joe Biden. The agency had been without a Senate-confirmed chief for nearly 19 months, and a previous Biden nominee withdrew in the face of Republican opposition.

FAA administrators — long seen as a nonpartisan job — generally serve for five years. Whitaker’s predecessor, Stephen Dickson, also stepped down before fulfilling his term.

Whitaker had served as deputy FAA administrator during the Obama administration, and later as an executive for an air taxi company.

Less than three months after he became administrator, a Boeing 737 Max lost a door-plug panel during an Alaska Airlines flight in January, renewing safety concerns about the plane and the company. Whitaker grounded similar models and required Boeing to submit a plan for improving manufacturing quality and safety.

In August, the FAA said it had doubled its enforcement cases against Boeing since the door-plug blowout.

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The company said Tuesday that plane-building resumed at its plant in Renton, Washington, after going through a process of training workers and identifying and fixing potential problems.

Boeing shares rose 4.5 percent, their best single-day percentage gain in nearly four months.

Production and deliveries of Max jets and another airline plane, the 787 Dreamliner, have been stopped several times in recent years to fix manufacturing flaws.

“Our team has worked methodically to restart factory operations in the Pacific Northwest. We have now resumed 737 production in our Renton factory, with our Everett (Washington) programs on plan to follow in the days ahead,” the company said in a statement.

Boeing builds its 777 and 767 jets in Everett, north of Seattle.

Separately, the company said it took orders for 49 planes in November but lost an order by U.K. carrier TUI for 14 Max jets. It delivered 13 planes, down from 56 a year earlier.

Ever since a panel called a door plug blew off a Max operated by Alaska Airlines in January, the Federal Aviation Administration has capped Boeing’s production of Max jets to 38 per month. Boeing hopes to convince regulators that it has corrected quality and safety issues and can raise that number to 56 planes per month.

Boeing has been losing money since 2019, after two Max jets crashed, killing 346 people. It needs the cash it earns from delivering new planes to begin digging out of a deep financial hole.

New CEO Kelly Ortberg has announced plans to lay off about 17,000 workers and sell new stock to raise cash and prevent the company’s credit rating from sliding into junk status.

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Nearly 400 Boeing employees were laid off in Washington state and more than 500 in California, news outlets reported Monday.

The aerospace giant announced previously it would reduce its workforce by 10 percent in the coming months as it tries to recover from financial and regulatory troubles and a strike by its machinists that lasted almost two months.

CEO Kelly Ortberg has said the strike did not cause the layoffs, which he said was the result of overstaffing.

In November, the company started notifying workers who would be laid off. Notices filed with state employment agencies showed the first round of cuts impacted about 3,500 people around the country, The Seattle Times reported.

Those cuts touched people in roles from engineers to recruiters to analysts and impacted Boeing’s commercial, defense and global services divisions.

Boeing has said most laid-off employees remain on payroll for about two months and will receive severance pay, career transition services and subsidized health insurance benefits for up to three months.

“As announced in early October, we are adjusting our workforce levels to align with our financial reality and a more focused set of priorities,” Boeing spokespeople have said about the layoffs.

Boeing, based in Arlington, Virginia, has been in financial trouble since two crashes of its 737 Max jetliner killed 346 people in 2018 and 2019. The company’s fortunes and reputation took an additional hit when a panel blew off the fuselage of an Alaska Airlines plane in January.

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The transaction includes the sale of Falko, which bills itself as the world’s largest lessor and asset manager focused solely on the 70- to 130-seat aircraft segment.  

“As we close this transaction, we are moving forward with a stronger financial position for our company,” said Colin Copp, president and chief executive officer, Chorus, in a statement.  

“The significant deleveraging and improved liquidity resulting from this sale will enable us to implement a sustainable capital return program for our shareholders and fund steady growth in our aviation services businesses.” 

Falko is being acquired by affiliates of investment funds managed by HPS Investment Partners, LLC.  

“With the support of HPS and its senior executives, with whom the Falko management team has a long-standing relationship, I firmly believe that Falko will continue to excel in our segment of the leasing market and further build upon the success of the past decade,” said Jeremy Barnes, chief executive officer of Falko.  

Barnes will continue to lead Falko, alongside the existing senior management team, the company said in a release. At the date of completion, Falko had 226 aircraft under management, on lease to 39 customers.  

Chorus also announced the planned retirement of Jolene Mahody, the company’s executive vice-president and chief strategy officer, effective in January 2025. 

Mahody has had a 32-year career with Chorus and its predecessor companies.  

Meanwhile, Randolph deGooyer has been appointed chief operating officer of Chorus, effective Jan. 1. 

Randolph is president of Jazz Aviation, the company’s largest subsidiary and the largest regional operator in Canada. Jazz provides regional services under the Air Canada Express brand.  

Doug Clarke, vice-president of finance and business services at Jazz, will replace Randolph as president of Jazz.  

“I thank Jolene for her contributions over her 32 years with Chorus, including playing a central role in the lead up to today’s announcement to reposition our business,” said Copp. 

“I wish Randolph and Doug the very best in their new roles and look forward to their contributions to Chorus and Jazz, as we embark on a new chapter for our business.” 

Chorus also announced it is reducing its board of directors by 50 percent in order to trim corporate overhead. 

“We are grateful to the directors who are departing for their capable guidance over the years and, most recently, for their invaluable counsel throughout the last year, as we worked on the divestiture of our leasing business. I wish them all the best,” said Copp.   

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The ruling by U.S. District Judge Reed O’Connor in Texas creates uncertainty around the criminal prosecution of the aerospace giant in connection with the development of its bestselling airline plane. Boeing and the Justice Department could try to negotiate a new plea agreement.

The Justice Department and Boeing did not comment immediately.

Paul Cassell, an attorney for families of passengers who died in the crashes, called the ruling an important victory for the rights of crime victims.

“No longer can federal prosecutors and high-powered defense attorney craft backroom deals and just expect judges to approve them,” Cassell said. “Judge O’Connor has recognized that this was a cozy deal between the government and Boeing that failed to focus on the overriding concerns — holding Boeing accountable for its deadly crime and ensuring that nothing like this happens again in the future.”

Many relatives of the passengers who died in the crashes, which took place off the coast of Indonesia and in Ethiopia less than five months apart, have spent years pushing for a public trial, the prosecution of former company officials and more severe financial punishment for Boeing.

The deal the judge rejected would have let Boeing plead guilty to defrauding regulators who approved pilot training requirements for the 737 Max nearly a decade ago. Prosecutors did not allege Boeing’s deception played a role in the crashes.

The Justice Department first charged Boeing in January 2021 with defrauding Federal Aviation Administration regulators who approved pilot training requirements for the 737 Max.

The department simultaneously announced it would drop the charge after three years if the company stayed out of trouble and paid a $2.5 billion settlement — mostly money the company would have paid airline customers anyway due to the FAA grounding the 737 Max fleet for 20 months.

Families of the victims were outraged. Judge O’Connor ruled last year that the Justice Department broke a victims-rights law by not telling relatives that it was negotiating with Boeing, but said he had no power to overturn the deal.

The 2021 deferred-prosecution agreement was due to expire when a door plug blew off a 737 Max early this year during an Alaska Airlines flight over Oregon. The incident renewed concerns about manufacturing quality at Boeing, and put the company under intense scrutiny.

After determining that Boeing had violated terms of the 2021 settlement, the Justice Department revived its prosecution of the conspiracy charge. That led to new negotiations and the plea deal that Judge O’Connor rejected.

In July, Boeing agreed to plead guilty to a single felony count of conspiracy to commit fraud for allegedly deceiving the FAA about how much training pilots would need before flying the Max. Boeing had downplayed the significance of a new flight-control system called MCAS.

Acting on Boeing’s incomplete disclosures, the FAA approved minimal, computer-based training instead of more intensive training in flight simulators. Simulator training would have increased the cost for airlines to operate the Max and might have pushed some to buy planes from rival Airbus instead.

Because of Boeing’s actions, airlines and pilots didn’t even know about MCAS until it was implicated in the first crash, in 2018 in the Java Sea. Despite knowing about MCAS, Ethiopian Airlines pilots were unable to control the system and prevent another crash in 2019 near Addis Ababa.

Prosecutors told the judge the conspiracy charge was the toughest they could prove against Boeing. Crucially, the Justice Department said that if the case went to trial, it would not present any evidence that Boeing’s deception caused the crashes.

The plea agreement included a fine of up to $487.2 million but would give/have given Boeing credit for $243.6 million in penalties it paid as part of the 2021 settlement. Under the deal, Boeing, which is based in Arlington, Virginia, also would invest $455 million in compliance and safety programs, and be placed on probation and overseen by an independent monitor for three years.

At an Oct. 11 hearing, Boeing lawyer Ben Hatch defended the plea deal, saying Boeing “is a pillar of the national economy and the national defense” and needed to know its punishment before agreeing to plead guilty.

The lawyer’s argument stunned relatives of the victims, who were in the courtroom.

“Boeing is too important for the economy — they’re too big to jail. That’s what he’s saying,” said Michael Stumo, whose daughter Samya died in the second crash. “It allows them to kill people with no consequences because they’re too big and because their shareholders won’t like it.”

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“It got airborne today,” said Rob Frolic, an aviation enthusiast and photographer from Port Alberni, B.C., in a social media post.  

“Only about 200 feet off the water, but it counts.”  

Multiple videos captured the flight, part of a gradual ramp-up to moving the Mars to its final resting place at Pima Air and Space Museum in Tucson.  

It’s expected the aircraft will eventually fly over the east coast of Vancouver Island, near its sister aircraft the Hawaii Mars, which was retired to the B.C. Aviation Museum in August.  

“They can say goodbye,” said Wayne Coulson, CEO of Philippine Mars owner Coulson Aviation, in an interview with CHEK News.  

“They’ve been partners there for almost 80 years. And then off we go.”  

The Philippine Mars is scheduled to fly south to San Francisco, then to San Diego, where it served as a U.S. Navy transport aircraft before being converted for firefighting in the 1950s.  

Both aircraft were a key part of Vancouver Island culture for decades, serving as symbols of safety and hope due to their firefighting abilities.  

They were considered the world’s largest waterbombers, carrying 7,200 U.S. gallons per drop.  

Coulson Aviation acquired both aircraft in 2007, marking the beginning of the company’s fixed-wing air tanker operations for aerial firefighting.  

They are the only two remaining Martin Mars aircraft, produced between 1942 and 1947 and flown as cargo ships in Hawaii and the Pacific Islands during the Second World War.  

Martin Mars aircraft then supported the Korean War on medical air transport missions between Hawaii and California, with additional cargo missions before the Navy decommissioned them in 1956.  

A consortium of B.C. timber companies bought the four surviving Mars aircraft in 1958 and used them for firefighting.  

Workers have been gradually putting the Philippine Mars through its paces over the last few weeks, running high-speed taxi runs on Sproat Lake prior to Tuesday’s flight.  

It’s unclear when the Philippine Mars will make its final flight to Tucson. Coulson previously said the transfer would take place sometime this year. 

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The Air Line Pilots Association (ALPA) contends that manufacturers and regulators are trying to remove the second pilot from commercial flights.  

“Should this occur, no second pilot would be available to help in flight or to manage emergencies,” ALPA said in a statement. “This is not acceptable.” 

The union is also pushing back against calls from other aviation stakeholders in Canada to relax or roll back flight- and duty-time regulations.  

“Make no mistake, exemptions or relief from flight- and duty-time regulations for commercial operators compromise safety and increase the risk to our passengers and flight crews,” said Capt Tim Perry, ALPA Canada president. 

With regard to collective bargaining, Perry said: “Earlier this year government interventions to end labour disputes in the federal sector disincentivized employers’ willingness to conclude fair collective agreements with their employees.  

“It is crucial that the federal government refrains from interfering in the collective bargaining process to allow parties to reach a freely negotiated agreement,” he said. 

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Terms of the deal were not released.  

Bombardier reportedly sued Honeywell in 2016 over the cost of engines Honeywell was contractually obligated to provide the Canadian planemaker.  

A Quebec Superior Court judge ruled in Bombardier’s favour, but Honeywell filed a motion to appeal the decision, per the Canadian Press.  

In a separate announcement on Dec. 2, Honeywell said it signed a landmark deal with Bombardier to provide advanced technology for “current and future” aircraft, including avionics, propulsion and satellite communications technologies. 

Honeywell estimates the value of the agreement at US$17 billion.  

“This is a tremendous opportunity to co-innovate and advance next generation technologies, including Anthem avionics and engines,” said Vimal Kapur, chairman and CEO of Honeywell, in a release.  

“Growing our long-term collaborative relationship with Bombardier is directly connected to Honeywell’s focus on compelling megatrends – automation, the future of aviation, and energy transition.”  

“This new partnership creates unprecedented opportunities for Bombardier,” said Eric Martel, president and chief executive officer of Bombardier. “Honeywell’s differentiated technology is the key reason we decided to collaboratively build a bright future with them.” 

The companies intend to certify and offer JetWave X Wi-Fi systems for the Bombardier Global and Challenger family of jets, for both new production and after-market aircraft. 

Bombardier will also have access to Honeywell’s suite of L-Band satellite communications products and antennas.  

“Working together, we will generate significant value for Bombardier’s operator base by providing the latest technologies to enable safe and efficient flight,” said Jim Currier, president and CEO of Honeywell Aerospace Technologies.  

“We are committed to investing in these key technologies with Bombardier, which will not only drive substantial growth for Honeywell, but lead the industry further into the future of aviation.” 

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The four-person helicopter crew, known by callsign Hammer 31, was conducting a nighttime training flight when the Chinook struck the river. The two pilots, Capt Marc Larouche and Capt David Domagala, were fatally injured. The two flight engineers egressed with minor injuries. 

The Directorate of Flight Safety, the CAF airworthiness investigative authority, determined “the aircraft entered a constant but imperceptible descent” as the crew initiated a turning manoeuvre over the river.  

“None of the crew realized the aircraft’s altitude and/or rate of descent until impact, resulting in a Controlled Flight into Terrain accident,” according to the investigation. The unrecognized downward acceleration, “along with environmental conditions that night, were significant contributors to the accident, causing spatial disorientation among the crew.” 

“This accident was not caused by a single factor, instead, multiple elements contributed to the unrecognized spatial disorientation of all crew members of Hammer 31, leading to the continued descent until water impact,” Col Jean-François Gauvin, director of RCAF Flight Safety, said in a statement. 

“Over 16 months, we thoroughly analyzed a large amount of data and collaborated closely with partners to identify additional contributing factors. Several recommendations are provided to help prevent similar accidents in the future.” 

According to the report, the Chinook, CH147310, was scheduled to conduct two advanced night tests as part of the Tactical First Officer Course on the evening of June 19. Each test was expected to take two hours, with a crew change of student pilots at the halfway point.  

The accident occurred during the second portion of the mission, shortly after the change of student pilot crews. The instructor pilot and the two flight engineers remained in the aircraft for the duration of the mission, and were on board at the time of the accident.  

The aircrew was flying from Final Approach and Take-Off Area 17 to a confined area known as T40. The investigation found that the incident occurred following a simulated engine chip emergency, for which the aircraft was required to return for landing.  

“After the emergency scenario was completed, the crew departed again from Final Approach and Take Off Area 17 to fly to confined area T40. During the turn towards [T40], the aircraft started to descend. While descending and still established in the left turn, the helicopter impacted the Ottawa River with high energy.” 

According to the investigation report, the aircraft entered a constant descent as the crew initiated the turn.  

“None of the crew members realized the height and/or rate of descent of the aircraft before impact. … It was concluded that the unperceived acceleration and the environmental conditions that night were key factors that played a role in this accident, contributing to the spatial disorientation experienced by the crew. 

Among the investigation’s recommendations is the mandatory use of automation Level-3 (Native Mode Digital Automatic Flight Control System) when operating below 200 feet above water at night. Additional preventative measures to enhance safety and mitigate the risks associated with over-water missions were recommended at the base, squadron, wing, division and strategic levels.  

“We continue to grieve alongside all those affected, and our thoughts remain with the loved ones of Capt Marc Larouche and Capt David Domagala,” said RCAF commander LGen Eric Kenny. “The results of the Flight Safety investigation provide us details and recommendations surrounding this tragic accident. We are committed to learning from this heartbreaking loss, and providing safety for our aviators as we continue our mission in service of Canada.” 

The Flight Safety Investigation was shared with the family members of deceased, the RCAF stated. 

The RCAF took delivery of the fleet of 15 Boeing CH-147F Chinooks starting in 2013. CH147310 was destroyed on impact. The RCAF has not indicated if the aircraft will be replaced. 

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One of the main landing gear “collapsed during landing,” in the incident on Nov. 27, the TSB said in a statement.  

The TSB previously said the plane landed “with one main landing gear up,” and several media outlets reported the detail. 

“The aircraft did not perform an emergency landing due to a failure of one of its main landing gear,” said Nolinor in a separate statement.  

“This distinction is crucial for an accurate understanding of the event.”

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The Transportation Safety Board (TSB) of Canada said it deployed a team of investigators to the incident site, after the aircraft landed with one of its main landing gear up on Nov. 27. 

“At this time, the precise cause has not yet been established, and any information circulating at present is purely speculative,” Nolinor said in a statement early this morning. 

“We are happy to announce that our normal operations will resume later today.”  

All 87 passengers and crewmembers are safe, the airline added.  

The incident involved a charter flight from Quebec City’s Jean Lesage Airport, en route to Wabush Airport in Labrador, with a planned stop at Saguenay-Bagotville Airport, according to the Montreal Gazette. 

The flight diverted to Mirabel and landed after pilots apparently found a fault in the landing gear while approaching Bagotville, the Gazette reported, citing data from the FlightAware flight tracking website. 

Passengers were able to reach their destination on another flight departing from Montreal-Trudeau International Airport later in the evening of Nov. 27, Nolinor said.  

The TSB authorized movement of the aircraft, as well as removal of debris caused by the incident, and the aircraft was moved overnight.  

“We would like to express our sincere gratitude to our crews for their excellent work, as well as to all the members of our team involved in managing this event,” Nolinor said. “Their professionalism and dedication are invaluable. 

“We also thank our passengers for their patience and understanding, as well as the emergency services for their efficient response. We appreciate the ongoing support from our passengers, partners, and the community.” 

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The Royal Canadian Air Force (RCAF) informed the International Council of Air Shows (ICAS) last week that a dedicated Hornet aerobatic aircraft will not be part of its demonstration program next year. Instead, the RCAF will showcase non-aerobatic tactical demonstrations with operational grey painted CF-18s from 4 Wing Cold Lake, Alta., and 3 Wing Bagotville, Que. 

As it embarks on a modernization program not seen since the second World War, RCAF is managing the transition to new aircraft across many of its fleets by curtailing participation in some training events. That transition will affect many of the personnel, including aircrews and maintainers, at operational and training squadrons. 

“The RCAF’s fighter force is no exception as it transitions to the fifth generation CF-35A,” the RCAF said in a statement, which the ICAS posted on Nov. 22, 2024. 

“To commit more resources to this transition, for the 2025 Air Show season, the RCAF will not stand up its typical CF-18 Hornet Demonstration Team, but will instead showcase a small number of non-aerobatic tactical demonstrations.  

“These demonstrations will be carried out by our highly skilled and trained CF-18 pilots … operating grey paint scheme CF-18s from the inventory available at the time of each air show. To limit the impact on the fighter force, it was also decided that the CF-18s will only attend a limited number of Canadian air shows [during the 2025] season.” 

The decision comes after a show season in which the Demo Hornet paint scheme celebrated the RCAF’s centennial to airshow crowds across Canada, and in the U.S. and U.K. In July, the CF-18 Demonstration Team received two prestigious awards at the Royal International Air Tattoo in the U.K., including Best Livery and Best Solo Jet Display by Captain Caleb ‘Tango’ Robert. 

The announcement leaves the Canadian Forces Snowbirds and their aging CT-114 Tutors as the only dedicated RCAF aerobatics team. The Snowbirds of 431 Air Demonstration Squadron wrapped up their 2024 show season with their annual Home Closer event at 15 Wing in Moose Jaw, Sask., on Oct. 18. The team will mark its 54^th year in 2025. 

“The RCAF remains committed to showcasing the talent, expertise, and dedication of its members to the greatest possible extent and looks forward to continuing its long and enduring relationship with the air show community,” the Air Force told ICAS.  

No mention was made of a return of the CF-18 in 2026, when the RCAF expects to take delivery of its first four CF-35As to begin initial cadre training at the Pilot Training Centre at Luke Air Force Base. 

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The runway remained closed late Thursday evening, but YVR indicated the PrimeAir Boeing 767 cargo plane was lifted by crane and towed to the hangar for cleaning and further inspection. 

“While flights continue to arrive and depart using the south runway, we anticipate some impact to flight schedules as we temporarily remain a single runway operation,” YVR said in a statement.  

Teams from several organizations were involved in moving the aircraft, which skidded off the runway after reporting a “flight control problem,” according to media reports.  

YVR staff, the Transportation Safety Board of Canada (TSB), Cargojet and the aircraft recovery team from Air Canada were involved in moving the aircraft.  

After the TSB permitted access to the site late in the day on Nov. 20, workers offloaded cargo from the plane, built temporary roadways and staging pads, and set up cranes to lift the aircraft, officials said.  

There were no injuries reported in the incident, but the aircraft was reportedly carrying 10,000 kilograms of fuel at the time. The specific cause has not yet been released. 

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Out of the 84 percent of eligible pilots who voted on the two-year agreement, 89 percent voted in favour, said the Air Line Pilots Association, International (ALPA).  

“From the onset of negotiations, we wanted to ensure that to attract and retain pilots, we needed a contract that provides enhancements to quality of life,” said Capt Lahiru Gunawardhana, chair of the Keewatin ALPA Master Executive Council (MEC), in a release. 

“Our pilots will now be able to balance their work and home life through guaranteed vacation days, solidified parameters around overtime, and the implementation of a seniority-based bidding system.” 

Keewatin operates charter and air-ambulance services in Nunavut and the Canadian Arctic. 

“I am proud of the work we have done to achieve our first contract, as well as what this agreement means for our pilots,” said Gunawardhana. 

“This newly ratified first collective agreement is a good foundation for us to layer on for years to come. Each subsequent agreement will build on the successes of this one and assist with career progression with our members.”  

Approximately 120 pilots are impacted by the agreement. It goes into effect immediately and is set to expire Dec. 31, 2026.

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A crew from Cargojet was aboard the flight, which overran the eastern boundary of YVR’s north runway at 1:45 a.m. Pacific Time on Tuesday, the airport said in a statement.  

“There were no injuries reported and the Cargojet crew of three were safely deplaned,” officials said.  

“More than 50 people from various teams … are collaborating on a strategy to safely remove the aircraft.”  

It’s unclear what caused the incident, but a team from Canada’s Transportation Safety Board (TSB) was deployed to investigate.  

In the meantime, the airport rerouted all its flights to the south runway, officials said. About five percent of flights on Tuesday were delayed as a result.  

“We will need to build, essentially, a road that will allow us to bring in the equipment that will allow us to extract the plane from its current location,” airport CEO Tamara Vrooman told reporters in a media briefing on Tuesday. 

“What that will look like, exactly what it will entail, will require us to do some investigation on the site, but we will be on-site as soon as [the Transportation Safety Board] gives us the all clear.” 

Air traffic control audio indicates the aircraft cited a “flight control problem” just before it exited the runway, according to media reports. The problem involved a mechanism on its wings used to slow the aircraft, per reports. 

The aircraft was reportedly carrying about 10,000 kilograms of fuel, but did not have any other hazardous cargo aboard, according to air traffic control audio.  

“There is no immediate estimate on how long this work will take,” YVR said in a statement late Tuesday evening. “The north runway will remain closed while the site is assessed.”  

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Spirit, the biggest U.S. budget airline, has lost more than $2.5 billion since the start of 2020 and faces looming debt payments totaling more than $1 billion over the next year.

Spirit said it expects to operate as normal as it works its way through a prearranged Chapter 11 bankruptcy process and that customers can continue to book and fly without interruption. All tickets, credits and loyalty points remain valid, the airline said, as are affiliated credit cards and other membership perks.

Shares of Spirit Airlines Inc., based in Miramar, Florida, dropped 25% on Friday, after The Wall Street Journal reported that the airline was discussing terms of a possible bankruptcy filing with its bondholders. It was just the latest in a series of blows that have sent the stock crashing down by 97% since late 2018 — when Spirit was still making money.

Shares rose nearly 4% before the opening bell Monday.

CEO Ted Christie confirmed in August that Spirit was talking to advisers of its bondholders about the upcoming debt maturities. He called the discussions a priority, and said the airline was trying to get the best deal it could as quickly as possible.

“The chatter in the market about Spirit is notable, but we are not distracted,” he told investors during an earnings call. “We are focused on refinancing our debt, improving our overall liquidity position, deploying our new reimagined product into the market, and growing our loyalty programs.”

People are still flying on Spirit Airlines. They’re just not paying as much.

In the first six months of this year, Spirit passengers flew 2% more than they did in the same period last year. However, they are paying 10% less per mile, and revenue per mile from fares is down nearly 20%, contributing to Spirit’s red ink.

It’s not a new trend. Spirit failed to return to profitability when the coronavirus pandemic eased and travel rebounded. There are several reasons behind the slump.

Spirit’s costs, especially for labor, have risen. The biggest U.S. airlines have snagged some of Spirit’s budget-conscious customers by offering their own brand of bare-bones tickets. And fares for U.S. leisure travel — Spirit’s core business — have sagged because of a glut of new flights.

The Association of Flight Attendants told union members early Monday that it does not expect any furloughs, or changes to pay or working conditions. The union also said that it has retained bankruptcy counsel.

The premium end of the air-travel market has surged while Spirit’s traditional no-frills end has stagnated. So this summer, Spirit decided to sell bundled fares that include a bigger seat, priority boarding, free bags, internet service and snacks and drinks. That is a huge change from Spirit’s longtime strategy of luring customers with rock-bottom fares and forcing them to pay extra for things such as bringing a carry-on bag or ordering a soda.

In a highly unusual move, Spirit plans to cut its October-through-December schedule by nearly 20%, compared with the same period last year, which analysts say should help prop up fares. But that will help rivals more than it will boost Spirit. Analysts from Deutsche Bank and Raymond James say that Frontier, JetBlue and Southwest would benefit the most because of their overlap with Spirit on many routes.

Spirit has also been plagued by required repairs to Pratt & Whitney engines, which is forcing the airline to ground dozens of its Airbus jets. Spirit has cited the recall as it furloughed pilots.

The aircraft fleet is relatively young, which has made Spirit an attractive takeover target.

Frontier Airlines tried to merge with Spirit in 2022 but was outbid by JetBlue. However, the Justice Department sued to block the $3.8 billion deal, saying it would drive up prices for Spirit customers who depend on low fares, and a federal judge agreed in January. JetBlue and Spirit dropped their merger two months later.

U.S. airline bankruptcies were common in the 1990s and 2000s, as airlines struggled with fierce competition, high labor costs and sudden spikes in the price of jet fuel. PanAm, TWA, Northwest, Continental, United and Delta were swept up. Some liquidated, while others used favorable laws to renegotiate debts such as aircraft leases and keep flying.

The last bankruptcy by a major U.S. carrier ended when American Airlines emerged from Chapter 11 protection and simultaneously merged with US Airways in December 2013.

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